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Tuesday 4th December 2012

Spent the day working on the front suspension of the '54 in company with Michael and Ben and, of course, Wade. Yesterday Wade had completed the refitments of the various sub assemblies, upper and lower arms and the upright and stub axle. But before starting on those the '54 was drained of oil, after all it was just sitting up there waiting for it to happen. Then the re-assembly process started in earnest with the upper arm fitted first. The lower arm was bolted to the frame then the screw tower was used as a jack to raise it after the upper part of the coil spring was inserted in the frame socket and the lower end of the coil located in the lower arm. Surprisingly "easy" to do, although the thought that if it let loose, mayhem would eventuate, was always close at hand. Taken slowly, with repositioning of the screw tower as the axis of the lift shifted, it did seem easy. The lower pin for the upright was next followed by the upper pin. The upper pin with its cam effect and left hand threadedness presented some challenges but by slowing things down these too were overcome. All in place then all nuts/bolts were torqued or tightened as required with Chris's spreaders playing their part at this juncture. Brakes backing plate back on followed by the brake drum then came the sway bar. Here a minor problem was overcome, although purists may cringe at the solution used. Wade had found the outer nut on the removable sides of each lower A arm was "chewed up". In putting the sway bar back on it was seen this was caused by the end of the sway bar rubbing on these nuts. Solution, trim about 1/4" inch off each end of the sway bar. And purists, you wouldn't know this had been done! So if I see anybody looking under the front of the '54, without good reason, I'll poke 'em in the eye! You have been warned. It will also probably remove a couple of sources of undercar squeaks that can usually never be found or fixed. Wheels and wheel covers back on and the '54 was lowered to the floor. There the old oil filter was removed, the canister cleaned and a new filter installed together with fresh oil to the sump. Started up, but not driven, all appeared well and did us for the day. Tomorrow the '54 has been booked in for a front end alignment around the corner at Tyre and Wheel Co followed by the mechanical and safety check required annually for re-registration. Then she'll probably go home on Thursday, although Michael and I still have to work out the details for that to happen. Also on Thursday Wade and Gina, in Big Red of course, head to Melbourne, about 530 miles south, for the Vic Region of PACA's Christmas lunch.

John,

Unless someone else kicks the tin you may well be the winner! Looks much like a repeat of Gerd's last puzzle attempt. Aren't there any PackardInfo members out there willing to, in the Australian vernacular, "have a go"? Remember, your $5 goes directly to the Website helping in its operation and maintenance.

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Mal, no worries. I am sure there are many readers out there who are just waiting for that moment of inspiration to post a caption and contribute to BigKev.

(o{}o)

Mal, I transferred 5$ to vote for "PG rated".

Gerd!

Mal, Once again Gerd sets the pace. Thanks Gerd, funny caption. I just donated $10 for my two captions plus an additional amount. Come on guys, lets pitch in!!!

(o{}o)

Friday 7th December 2012

Little late in posting this, as it's now mid Saturday evening Sydney time. Yesterday Michael had teed up with me to help with the shuffling of cars so he could get his '54 Convertible back home seeing the work Wade had done was complete. Actually should have happened Wednesday but the modern wheel equipment at Tyre and Wheel around the corner from the workshop couldn't cope with the Convertible. Apparently lasers are attached to the rear wheels for the measurement and adjustment of camber on the front wheels. Because the Convertible has such low rear wheel cutouts, even after the fender skirts have been removed, the equipment couldn't be fitted to do the job. Another place at nearby Gladesville, recommended by John, also couldn't do the job on Thursday for the same reason. But the Gladesville business were able to recommend, to Michael, Jim Hunters Suspension at Blacktown. Michael, after extensive questioning, gained assurances from Jim Hunters that they had old school aligning equipment and no newfangled things like lasers were used or required. Best of all in this equation is that Michael lives at Blacktown!

Because I was off to my Christmas time job as a shopping centre Santa, with the job located at a shopping centre past Michael's house, I drove and left my car there and then we went to the workshop in Michaels daily driver to pick up the Convertible. Followed Michael to Jim Hunters where the Convertible went on the equipment. But.......although camber was excellent at 0 degrees @ left and 1/4 degree @ right, castor @ 1 degree +, toe in couldn't be set! The left side was good but the right side wheel could be pivoted side to side a fair amount. The outer tie rod ends were good but it was one of the inner ends, which I think which was the problem. Adjusting the fitting reduced the amount of pivot but it was still there so production came to a halt. Although the Kanter front suspension kit includes 2 new outer tie rod ends it doesn't include anything to replace any inner fittings. Michael is now in the process of chasing down the required part and will take the Convertible back to Jim Hunters once he has that. Note, my terminology here is somewhat suspect but it's the best I can do.

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Tuesday 11th December 2012

Instead of going to the workshop, Wade is yet to return from Melbourne, late this afternoon took my Coupe to Col the guy who fixed the paint on JohnM's '39 TJ Richards bodied Six Sedan earlier this year. Back in 2009 Col had also done the same for my '38 Eight Sedan before I sold it. Now it was to be the '41's turn for a facelift. Had meant to get this going a couple of weeks ago but some last minute babysitting had interfered on that occasion. This time got there and Col inspected the Coupe's body in detail. There are scrapes at bottom of three mudguards(fenders) as well as chips at door and boot(trunk) lid edges and a couple of cracks, one on the left side of the bonnet(hood) the other on the left bonnet(hood) side panel, the front stone shields(between bumper and body) as well as the dings and scrapes around the drivers side door handle. That's pretty well all of what's required for the old girl to present better, any more and a full repaint might have been in order! Now waiting for Col to formulate a price and get back to me with the bad news. The good news is that he can start almost straight away and it should take him about a month working part time to do the job. Saying that, I will be removing the front bumper and stone shields, the door panels, the 4 trim strips on both right side mudguards(fenders) and releasing the left front mudguard(fender) so the cracked and flaking area next to the mudguard can be accessed. Anything I can do to help keep the cost down I will.

After the facelift next agenda item for the Coupe should be the upholstery. With Noel providing me with enough material to redo the front seat that will be done as well as new kick panels and new front carpet. Also going into that little exercise will be the new sill plates bought at Hershey. But maybe upholstery won't be the next item because there's a couple of mechanical matters requiring attention before our Packard National Rally in March. I'd like to get them sorted out before undertaking that, after all Phillip Island is about 600 miles south of Sydney. Those matters are the gear linkages and the fuel tank. And I might have a source for machining bushes for the linkages because Col tells me he has a lathe! But doing these will be dependent on workshop access as Wade has a number of Packards "booked in" for work in the coming months.

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Wednesday 12th December 2012

Quick pitstop at the workshop this morning and welcomed Wade back to Sydney. Big Red went well all trip, no dramas, no problems and, being back, went up on the hoist to check matters out undercar. Only a minimal engine oil leak, from the rocker cover/s, Wade is pleased, and all else looks good. Seeing it's up on the hoist Wade is taking the opportunity to change the oil again.

Wade took a call from Noel while I was there and another part off his '41 can't be found, the grill surround! A little big to be easily mislaid, maybe there's a Packard black hole all these parts are disappearing into? And Noel's bringing Fleurette over tomorrow, for Wade to have a look at the front brakes. Sorry Noel I won't be there, have to attend to some Ho Ho Ho'ing business.

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Friday 14th December 2012

Another pitstop at the workshop. Fleurette is up on the hoist with the front wheels, brake drums and shoes off. The right side brake had been affected by a leaking seal resulting in grease getting on the linings and no right side stopping power. Left Wade to it while I went off Ho Ho Ho'ing.

And heard from Col yesterday with a price and a timeframe for the Coupes cosmetic makeover. Price higher than expectations but not absurdly so. Timeframe is a likely a start early January with finish by beginning of February, although there is a possibility start could be after Christmas. I'll have to start taking off trim strips, inner door panel, front bumper, etc so it's ready to go when the call comes. Also had a discussion with Wade on the need for the the linkages and fuel tank issues to be addressed prior to the Packard National Rally in March.

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Sunday 16th December 2012

Not Wade's Workshop but Mal's Driveway!

To prepare the Coupe for its facelift next month spent a few hours removing parts in the comfort of my driveway. Comfort is somewhat of a relative term as I slid under the right rear mudguard(fender) using an old blanket to cushion my bulk from the irregular surface. First were the 4 trim strips on the mudguard. Three of the four strips were held on by moulding bolts while the other was held by spring clip type fasteners. The four right front mudguard(fender) strips were next and, to obtain clearance to access under the mudguard, had to jack that side of the car up and used a jack stand. The fastenings for these were a mixture of moulding bolts and spring clip type fasteners. Moulding bolts at the ends of each strip and spring clip type fasteners filling the other fastening points. Now my curiosity is piqued I'm wondering what's "correct". Although unlikely to follow that path, will probably just go for what's readily available.

To remove the front bumper and splash/stone shields, jacked up the front of the car and used a jack stand. Lying under the car, on my "blankie", disconnected the blinkers and took off the splash shields. Then, when removing the bumper, discovered that two of the four nuts on the retaining bolts for the bumper bar irons aren't right. I think the nuts are a size too big as they rattle a bit on the bolts! Should have realised that 4 years ago when the bumpers went back on after re-chroming. Have learnt a little since then and will replace them this time round. Reinstalled the number plate, albeit temporarily, with cable ties to the grill and to the drivers side grill panel. That'll keep the car somewhat "legal" although the absence of blinkers doesn't help in that regard.

Then came the left side bonnet(hood) catch removal. The catch assembly is secured by posts through the fixed bonnet(hood) side panel which have push on clips holding the assembly in place. 12 posts, but only four had clips, so sufficient will be ordered for the reinstallation, probably kill a rattle by doing this! Was also meant to remove the OneTwenty emblem at the front of the side panel but to do so looks like I'll have to disassemble half the front end sheet metal and I don't want to do that if possible! Will discuss with Col before going further on that, although I had removed the two rearmost push on clips before I realised that access to the front two was impossible unless major body panel removal was undertaken. What remains to be done is removal of the OneTwenty emblem, if required, removal of the drivers door trim panel(so Col can access the door skin from inside) and easing off the left front mudguard(fender) retaining bolts so the front mudguard(fender) welting strip can be removed.

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