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Tuesday 10th November 2009

First up this morning was to fill up the '39 with oil, did so, then removed the sparkplugs, hooked up the new Optima battery and cranked it over for for a while to get oil circulating. Gapped a new set of plugs and installed them, then Wade made up the new plug and coil leads from the kit received, with some minor trimming to length required. Although without a radiator yet, it will be picked up tomorrow by Wade, it was decided to try and fire it up, which it did after very few turns. Seemed to be running OK but wasn't allowed to run for long at all. This being because of the lack of cooling but, more importantly, because of the apparent lack of oil pressure! The oil gauge did work when the car was driven into the workshop even though the engine internals were very rattly, so no reason to suspect a gauge malfunction(that one's for you Eric). Took the inlet off the line to the oil filter and it was as dry as a bone, so it seems little or no oil is circulating at present.

But before we could go further Noel arrived with his '39 120 Sedan.Quote: An inspection of the wiring showed the power/hot/live wire from the atarter solenoid to the OD Relay on the other side of the firewall, this is a RHD Packard, had shorted out, But why? Because the power/hot/live terminal on the OD Relay was grounding out on the firewall! Noel had taped wires up to get the car over to Wade's workshop but it was obvious this wire was cactus. Question was, are any other wires similarly damaged. Answer, it doesn't appear so. So Noel and the '39 are very very lucky, could have been a whole lot worse. Noel left us to it, using "we" very liberally because "we" really means Wade. While I dropped Noel at the railway station Wade had already found a piece of steel and was cutting it to size to use as a spacer so the OD Relay would clear the firewall without any problems. Remounted the newlay spaced relay, found a length of good capacity cable, hope Noel like white, to use to replace the useless section in the wiring harness and cut it to length, added connectors, installed it and cable tied it in place. A former Concours winning Packard just got brought back to the pack.

And on arriving Noel raised some concerns about the brakes, saying "They aren't working too well". And after a drive around the block, before starting on the wiring fix, Wade agreed they wren't too good at all. Wiring done, Wade then inspected each backing plate and the master cylinder for any obvious leaks but couldn't find any. So top off the master cylinder and......like Mother Hubbard's cupboard......it was bare, well there was some fluid there but only just. Wade wants to get the '39 120 up and the wheels off so he can do a better visual inspection but before that can be done there needs to a re-shuffle of cars in the workshop before the '39 becomes immobilised. Also went round to the local auto parts shop, Repco, for a battery isolator switch for the '110, they didn't have one, and an in-line fuel filter for it, they did have that.

Noel also brought over "the remains" of his R6 Overdrive which he'd demolished on our Port Mascquarie run. And Noel has some words of warning. Don't keep driving as he did, follow the instructions in the manual should Overdrive problems occur. See pic's for results of keeping on driving.

At that point I had to depart the workshop because my eldest son and his wife are having their new kitchen glass splashback installation finished today so good old dad has come to the party and agreed to open up their house at the appointed time. Mind you as I type, that was 2 hours ago, and I'm still waiting. Now believe the installers will be here in another hours time!

Tomorrow? Tomorrow I won't be at the workshop so Wade's going to do a pick-up/delivery run in the morning. This includes dropping off a power steeering set-up for the guy in our clubs '54 convertible. Picking up the '110 radiator from Dave at JJ Smith's. And picking up the block, head and pistons from Graham Wilkins. There's also bound to be some smaller items too, literally the nuts and bolts. And where will I be? With Noel, when heads north to the Central Coast and Newcastle. Why? Because there's been a schemozzle with a shipment of parts that came in from the US recently! It involves the 2 x T/Ultras that Eric sold to one of our guys here with a '56 400, some stuff of mine that Eric included in the crate and some parts for Peter Toet(Peter Packard). Appears a guy on the Central Coast had imported a '28 Packard and also a spare engine for it in a crate. Seems the crate with the T/Ultras was confused with the crate with the engine and it was only after the guy opened the crate, didn't find the engine he was expecting, but found some stuff with my name of it that the stuff-up was detected. It's also complicated by the fact that the guy has paid customs charges for an engine he hasn't got! That could be a major stumbling block in getting it sorted out. Seeing that Noel was going up to chase the part's for Peter Toet I thought I'd tag along to help sort things out because of my involvement in the process. Hopefully it will be resolved tomorrow and parts can be pointed and delivered to their rightful owners. Stay tuned.....don't miss tomorrow's thrill packed episode!

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Wednesday 11th November 2009

Well after today I'm now a table tennis table delivery man and installer. Besides the Packard parts to be picked up at North Belmont, Noel was delivering three table tennis tables and erecting/installing one of them. Because I was "navigator" we only got lost twice, one of which wasn't my fault. That was because one street wasn't signposted and without a GPS it's very hard to imagine what a street's name might be. So I blame that one on the local authority responsible for signposting that area. The other one? Well I'll cop the blame for that fair and square. But......the last delivery was to a street also without a sign and in addition to which the street before that also wasn't signposted! We found that one anyway, so my map reading skills weren't entirely deficient.

But wait......there's more. After the first two table tennis tables were delivered we dropped some parts at Hamilton Chrome to be re-plated.classiccargurus.com.au/Hamilton_Chrome Boot(trunk) handle for Appin's '40 110 Sedan, '37 door handles for the "Flackmaster" and a headlight rim and grill slats for Noel's '41 160 Coupe. Then it was off to Belmont where we had lunch with Garry, who Noel had coached to Australian Championships in table tennis. From there we made our way to John Cain's at North Belmont where Noel picked up Packard parts for himself, Appin and Peter Packard. I also got the story of the mis-directed Twin Ultra trans' that Eric had shipped to PACA member Wayne through Performance Exports in Orange California. John Cain's son Lincon runs the Orange CA. end of the business and according to him the crate from Eric was not marked with Wayne's name or details. Because a '28 Packard arrived about the same time and a spare engine in a crate of a similar size was expected with it that's where the confusion set in. It wasn't until the guy received his '28 Packard and on opening the crate that the mistake was discovered. By then it had been cleared through customs and quarantine and duties and charges paid as if that crate contained an engine. Could get complicated if the crate containing the engine is opened for inspection because it has now arrived in Australia but is probably identified on the manifest as containing two twin ultra trans! Should know more about that in the next week or so. I've also emailed Wayne, couldn't find his phone number, telling him what transpired today and suggesting he contact the guy with the '28 and the Twin Ultras but no engine!

After all that still had one table tennis table delivery to be made but complete with erection/installation this time. Jobs done, time to head home after a long day on the road. But I'll see Noel again tomorrow as he's dropping into the workshop to pick up some keys he left in his '39 and to see how it's progressing.

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Thursday 12th November 2009

On arrival at the workshop found Wade working on re-installing the road draft tube on the 110. Yesterday, in searching for oil pressure on the 110, the oil gauge fitting on the block had been removed, a different fitting fitted, oil poured down a tube and pushed through the gallery in an attempt to get some oil into the oil pump. During Wade's pickup/delivery run yesterday, at the first stop where the power steering setup for the '54 convertible was dropped off, in talking the guy there said to Wade that with flathead Ford V8's if they've been sitting for some time the oil can drain from the pump and on startup again can have problems getting oil to circulate. I'm just reporting this for what it's worth, if anything, so don't jump on me if you disagree, I'm just the messenger! Anyway the upshot of that was oil pressure still appeared to be a problem because the gauge still wasn't registering. The other thing done on this front yesterday was to again dis-connect the inlet to the oil filter and at least there oil WAS coming through now. But back to this morning, Wade was hooking up a gauge directly to the gallery in lieu of the connection to the 110's gauge, and this showed 25lbs pressure so now at least oil was circulating! Reconnected the fitting and line to the 110's gauge, but still nothing. Disconnected the under the dash end of the oil line at the gauge, still nothing, not even a dribble. Disconnected the engine end of the oil line and used compressed air to blow the line through from the dash end. At first, nothing. Then, a dribble or two. Then, a spurt of dirty looking oil, but without obvious lumps. Then a small flow of oil followed by some spitting and spluttering of more dirty oil. Then, just air. Connected line up again to engine, leaving gauge end open. Cranking, and more cranking, and finally a few dribbles of oil. Connected line up to gauge again, started the engine, and there it was the needle slowly creeping up the gauge. All worked out well in the end but was worrisome until pressure was seen on John's remote gauge but was even better in the end with pressure recorded on the 110's gauge. Wade doesn't want to go through this again as he had the connection to the fitting or the block in and out about a dozen times. With the restricted space, because of the master cylinder, steering box and gear lever linkages on RHD Packards, access is very very limited.

That out of the way what else was there to do? Install the thermostat housing temporarily, the retaining clip was missing when the thermostat arrived and Wade's still waiting for it's replacement to arrive. And yesterday Wade had picked up the 110's radiator. Dave at JJ Smiths said besides repairing the leaks it needed very little doing to it. The top tank had a layer of "mud" which cleaned out easily and subsequent flushings were all clear. They also replaced the neck on the tank and supplied a new correct pressure cap. And after getting it back to the workshop yesterday Wade had firstly fixed the sticking shutters on the grill before fitting the radiator to it's cradle in the front clip.

Next step was re-installing the front clip. Rounding up the manpower in the shop, we had 5 guys available. With Rick and I on the backs of the mudguards(fenders), John and another guy on the front and Wade directing to ensure the big bolt on the bottom of the radiator cradle aligned and dropped into it's hole it was a relatively straight-forward operation. Then the bonnet(hood) stays were re-instlled, but not tightened up, the bonnet put in place and it's rear mounting bolts re-installed. Then came the harder part, aligning things so that bonnet(hood) gaps were OK. I was going to say it wasn't a scientific exercise, because it was done mainly by eye, but then I realised I was discounting a mechanical phenomenon, Wade. I'm sure there were all sorts of calculations being performed "up there" before the "a little bit this way", or "push it that way" instructions were issued. The mudguard to body bolts were also loosely installed and once it looked in good alignment the mudguard to running board bolts were done up but not tightly. With all looking good, the bonnet stays and bonnet mounting bolts/nuts were tightened up. Then as I tightened the undercar bolts and nuts and re-installed the long chrome trim strips along the lower edges of the running boards and front fenders Wade was getting the wiring back together. Note, the sequencing here could be a bit out of sync, lot to remember.

Part way through this process Noel arrived to pick up the keys he'd left in his 120. So Noel was given an update on the '39 and here's where I came unstuck. I'd told Noel Wade was probably working on his brakes yesterday but no such luck, as he'd concentrated on the 110's perceived oil problems instead. He did get to see the replacement cable Wade had installed for the burnt out one. And during the course of his visit Noel rang Peter Toet(Peter Packard) and Wade ended up having a discussion with Peter about the brakes on the 120. Looks like there could be a major overhaul required, so more work for Wade. The other thing Noel did was bring over the front shocks for his '41 160 Club Coupe, and Wade's going to contact Tony "Shocks" about having them re-built.

After Noel left work on the 110 continued, with re-installing and tightening of all the under car nuts/bolts for the front clip and running board strips. Reason Wade had to do the wiring is because wires were cut, and carefully tagged, in getting the front clip off to facilitate it's removal. Wade had to install numerous m/f connectors in doing this so if the clip needs to come off in the future the works now been done. Things remaining to be completed on the 110 are:
Radiator hose filter to be installed in the upper radiator hose.
Upper and lower radiator hoses installed.
Battery remote isolation switch to be installed
Fill with cooling system.
Run, and warm up engine, and re-torque head nuts.
Wade will probably then drive to to/from the workshop for a few days as a road test before handing it back to JohnM.

Also, had a call from Wayne and he's contacted the guy who ended up with the 2 Twin Ultra's. The guy is only about 10 minutes away from Wayne, and Wayne's arranged to pick them up on Sunday. And it turns out it wasn't a Packard 6 motor in the guy's crate but a Cad V12! And I called Peter, the Rhino Lining guy, and he'd filled the running board holes with urethane and had sanded part of one of them back using #80 paper. Peter suggested I come and have a look which I did, but unfortunately I forget to take the camera to record this momentous occasion. Suffice to say it's looking really promising so my spirits were lifted. Tomorrow, Friday, Wade and PeterL are heading south to the Bendigo Swap Meetbendigoswap.com.au/bookings.htm I think it's the largest annual swap meet in Australia. While there Wade will pick up the isolation switch and radiator hose filters because I want one too for when the '41's engine is re-built.

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Tuesday 17th November 2009

Found Wade cutting a radiator hose filter to size to put into John's 110. It's not the same type of filter that Jeff has on his '52 which goes in the middle of the hose with a cap which can be unscrewed to remove and clean the filter screen. It's a tapering plastic cone which is trimmed to size to fit the inlet into the radiator top tank. As such it'll be harder to service but with the 110 it would have involved loss of coolant anyway in unscrewing the cap. Both radiator hoses were re-fitted to the 110 with the upper being a length of new hose but the lower is the old one which came out of the car and is a pre-formed hose. I know, I know it's not correct, but as Wade keeps telling me, we're not doing a full-on resto. With that done then re-filled the cooling system with water and fired the 110 up. Started fine but was running a bit roughly, but the vital signs looked good, oil pressure a bit over half on the gauge and once warmed up same with the temp gauge. Much checking for water leaks from hoses, temp gauge sender, water pump, and all is well with no moisture evident. The grill shutters were also working but didn't open right up, because it didn't get that hot. Checked for oil leaks with one found in the outlet pipe from the oil filter, tightened and should now be OK. Also checked the timing with a timing light found it to be too advanced so the distributor was re-set. That done Wade then re-connected the remaining unconnected headlight wires, and turn indicator light wires. Tested OK except for high beam which, when used, switched the headlights off. Wade had also bought a new 6V coil and a 2nd hand solenoid, as spares, as well as a battery isolator switch at the Bendigo swap meet. I left Wade contemplating where he would mount the switch on the 110.

During all this PeterL had dropped in with the steering shaft out of his '38. The bearing surfaces on the worm are worn and Noel thinks he might be able to source a much better one from Les, the guy doing the mechanical work on Noel's '41 Coupe. Another matter that came together over the weekend is the 2 x Twin Ultra's from Eric to Wayne. Wayne called me on Sunday after he'd contacted the guy who ended up with them and then picked them up. Besides being pleased that he finally received the shipment he's more than pleased with the T/Ultras themselves. And Eric's looking for more payback, as evidenced by this exchange in the Chatroom on Sunday:
Turbopackman: Tell him if I ever come to Sydney he owes me a XXXX for cleaning the bastards!
Ozstatman: OK - I think I'll mention that on the Blog when I post next!
Turbopackman: LOL
So Wayne, be warned. If a thirsty traveller from Kansas turns up on your doorstep you'll know how to slake his thirst!

Wayne also picked up the parcel of stuff that Eric included for me, stuff I'd bought on eBay and had shipped to Eric's address. I've arranged with Wayne for him to drop off that parcel at the workshop on Friday. Unfortunately I won't be there because I'll be off visiting my folks up on the Gold Coast about 530 miles north. Eric, whatever this wondrous surprise is, that you've included in the parcel, will have to wait till Monday when I get back to the workshop! Here's another Chatroom moment with Eric rousing my interest with what he sent me!
Turbopackman: Good, send me an email when you open it and wonder why the hell I put in it what I put in it for you.
I wonder what it is?

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Wednesday 18th November 2009

After a morning with the granddaughters it was down to the workshop. And what a difference! From sweet innocent youth to old cantankerous Packards! Is this sacrilige you hear? No, just a small dose of reality. Packards by themselves are inherently innocent just as children are, but give either enough time and there's a world of difference. The granddaughters being 3yo and 21mo are still in their infancy, while the 2 '39 Packards have both reached their 70th year.

70yo Packard One - John's 110 TJR bodied Sedan.
Yesterday afternoon Wade had fitted the battery isolation switch to the firewall. He'd also had it's Tillotson Carb apart because it was sucking air through one of gasket surfaces. Appears this might be the major source of the rough running. Wade had made up new gaskets but it didn't fix the problem. At this point Wade needs to talk to John about the options available with the best being a complete re-build by Tim of Carburettor Service Company.carburettorservice.com.au/ And Wade tells me Harvey was at the workshop earlier and he has a used Tillotson just like John's, so you never know. And speaking of Harvey, the reason he was there was to drop off the stripping from Spectrum Rubber that Wade needed for the '34. Seems Harvey rang Wade, mentioned he was going to Spectrum today, or as Harvey call it in his own inimitable fashion "Rectum Rubber", and I thought they only catered for automotive rubber products! Wade asked him to pick up the stripping which he duly did and being Harvey dropped them off straight away. And later on a parcel arrived from containing the gasket set, oil pump kit and engine bearings sets for the '39 120 Harvey's rebuilding for his boss. After moving John's car out of the workshop, this entailed shuffling 5 other cars around, we went for a test run in the 110. A problem was apparent immediately, the carb linkage was "catching" on the intake manifold and not allowing the carb to open more than part way. A very slow trip up the street until we stopped and Wade re-postitioned the linkage and then the re-built motor's power was apparent, and this from a 110! Wade decided to cut the test run short and return to the workshop but the trans then jumped/dropped out of 2nd gear! So there are 3 main problems to solve now, leaky carb, throttle linkage and gear linkages. The 110 was driven back to the workshop and parked for the time being.

70yo Packard Two - Noel's 120 Touring Sedan.
Part of the reshuffling of cars involved driving Noel's Packard into the space vacated by John's. This gave sufficient working space to be able to jack Noel's 120 up and put it on jackstands. That done Noel arrived, he'd mentioned yesterday when I spoke to him, he might call in to talk to Wade and see what progress if any was being made. And as he saw, not much since last week, except it was now on jackstands and in a different position. While Noel was there the front brake drums were removed and it was apparent from the buildup of crud inside the backing plates there was brake fluid seepage evident on both sides, but linings and drums looked good. After Noel left, the rear drums were removed using Harvey's brake drum puller, which enjoy's permanent residency in the workshop. Both came off after only a minor struggle. Rears didn't show any signs of seepage and linings and drums are good too. Then it was dis-assembling the brakes wheel by wheel, started at the left rear and worked clockwise around the car. Both front wheel cylinders have a lot of crud in them under the rubbers and the rears some crud but nowhere near as much as the fronts. Left it there for the day with tomorrow seeing the master cylinder being removed, inspected and assessed. Irrespective of the condition of any of these components all will be re-built, including S/S sleeves if required. And during the course of the rear brake removal Wade noticed the right rear wheel bearing was almost bereft of grease! Not so the left side where Wade had replaced the leaking oil seal there some months back. So another job. Funny, the more you dive into a 70yo Packard the more you find to fix. Ohhhhh, you've already noticed that!

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Mal,

That Cyclops center Aux light is interesting. Any special reason in running just one? Has a very "Tuckerish" look to it.

Quote:
Kev,

Apparently the light was already on the 110 when John bought it. Although driving lights are usually paired, sometimes only one is mounted. John has left it "as is" and I for one quite like the look.

Although driving lights are usually paired, sometimes only one is mounted. John has left it "as is" and I for one quite like the look.

Very continental!! Single driving lights were quite de rigue?r on expensive, prewar European touring cars.

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Thursday 19th November 2009

Wade was already working on removing the master cylinder from 70yo Packard Two - Noel's 120, when I arrived. Much muttering about getting it out because of the tight confines it's in, in RHD configuration. Of course he managed to extricate it from the levers, pedals and other impediments but then there was further muttering about how was he going to get it back in? But never fear, if there's a way Wade will find it and if it came out it HAS to go back in. During the course of the mutterings I was doing what? Why cleaning the wheel cylinders from the 120. Front ones came apart OK but there was a lot of crud there. The rears were stuck so just cleaned the outsides. Also cleaned the master cylinder, externally only, and Wade will leave it to Col, his brake guy, to disassemble likewise the rear wheel cylinders. All cylinders will be resleeved with S/S sleeves and re-built with new components and should be ready next week. The book Col has, lists Packards back to 1935 for brake parts and kits!

Concerning 70yo Packard One - John's 110, Wade had discussed the carb problem with John last night and he agreed rebuilding it was the best option. So that was the next task, removing the Tillotson YR2 and ferrying it over to Tim at Carburettor Service Company. Tim expects to have it done next week.

But back to 70yo Packard Two - Noel's 120, during the course of the brake disassembly yesterday it was noticed the right rear wheel bearing looked very dry. So the bearing retainers and backing plate were removed for closer scrutiny to occur. As I said yesterday, "the more you dive into a 70yo Packard the more you find to fix", and yea so it came to pass. Wheel bearing was shot and also needs a new seal. This precipitated inspection of the left rear wheel bearing and all front wheel bearings. Most had some problems, and although some probably could be reused, the doubt now raised was too great to ignore with Wade recommending to Noel replacement of all the wheel bearings. While Wade was removing various wheel bearings and seals, where was I? Cleaning of course. This time, the bearings as they were removed for critical inspection, as well as all the other components and nuts & bolts removed yesterday, so that all will be ready for reassembly next week. To that end Wade is going to ABC bearings tomorrow to source the bearings and seals required while I'm travelling north to Queensland for the weekend where I'll be seeing my folks.

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Some questions that came it to my mind by looking at the pictures;
1.How long has that brake cylinder been on the car?
2.What kind of brake fluid did you ore the previous owner use? I had same kind of sticky and odd looking fluid coming out of some old brake cylinders by another car.And I belive the brake system had been out of order on that one for 10 year at least. I don't want to say your has to be that bad, no offence.
3.What kind of lubricant will you use on the rear wheel bearings?