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Monday 6th December 2010

At the Christmas lunch mentioned in yesterdays post there were 8 Packards in attendance, that's the reason for the gratuitous Packard pic's below!

Today started off by prepping and POR-15'ing the fittings and fasteners for the three window winding mechanism boards remaining to be fitted to The Fossil. While I was doing that Wade was attempting to install the remaining body bolts. Three had been "dropped in" when the body was united with the frame a month ago, left front and both rear bolts, for alignment and temporary retaining purposes. Wade had a couple more in place but wasn't having too much luck in getting any of the other remaining 5 to fit. Then started a series of incremental movements of the body, forwards, backwards, sideways, any which way to align holes for bolt fitment. This was made harder by some holes being almost indistinguishable between body and frame and certainly complicated by the weight of the body. Use was made of rollers, in the form of socket extensions, between the body(the lower wood skeleton that sits on the frame) and the frame rails. Also, because the body bolts and nuts had been POR-15'd by someone(moi!), each bolt and nut's threads had to be cleaned. Finally, after many hours of a bit this way, a bit that way, all body bolts, washers and nuts were in place. But, at this time, not all are tightened up in case adjustments are required for door/body fit, etc.

Then turned to the valance panels. After removing the fabric cocoon encompassing it, the left side panel was carefully manouvered into place. But it didn't fit!!!!! Where there should be a cut out in the lower edge of the panel to accommodate the sidemount stanchion there wasn't one! So it didn't fit! Reference was made to Mat's '34, which does have the cut outs, but even though that gave confirmation of what should be, it didn't help. But there is an explanation as to why and what happened. Because Wade's original '34 body, mudguards(fenders) and all other panels were lost in a bushfire a replacement '34 Club Sedan was located in the US, imported and all body work commenced afresh. It turns out, and I didn't know this until today, the replacement '34 wasn't sidemount equipped. The replacement front mudguards(fenders) were modified into sidemount mudguards(fenders) courtesy of the loan of a pair of sidemount mudguards(fenders) from a guy in Canberra to use as templates. So what got missed in the conversion were the cut outs in the valance panels so they fitted round the stanchions. What we did do though was remove the stanchion so the valance panel fit could be checked without that impediment in the way. And just as well we had to take the stanchion off, because the large rubber grommet(gasket) needed to seal the intersecting sheetmetal around the stanchion needed to be fitted. Looking at the grommet/gasket, at first sight, it appeared there was no way it could be fitted to the stanchion. But it is possible in being slightly stretched, squeezed and manouevered over the base of the stanchion. Also learned that this wasn't the first time the stanchion had been off either. Wade had previously removed and refitted both in doing the wiring/tubing on the frame with one line running behind the stanchion. With the stanchion off the valance panel does fit nicely, albeit without the requisite cut out required.

Edit - Oops, don't know how I managed to get the "straight up" '54 Clipper in there instead of the intended one. But not to worry, the intended pic has been added at the bottom.

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Wednesday 8th December 2010
#$%^&*@#%$%^@#$&^%$# - Did it again! "Lost" a post when I'd almost finished it. Should take my own advice and save as I go, or do it in Word or another program then plug it into PackardInfo when finished! Just like the chorus in this song, when will I ever learn?

So starting over - Yesterday Wade went on the Morris Minor Picnic Club Run and Christmas Lunch which had a starting point at Blacktown. Because the start was close to the toolmaking business we'd visited last week Wade took the opportunity to call in. He was able to give the go ahead for Mat's water pump but before they could start needed some precise measurements regarding the seal to be used. So when I arrived at the workshop Wade was chasing Dennis at ABC Bearings about that. Dennis faxed through a document with the relevant info which Wade in turn re-faxed to David, the toolmaker. Mat, looks like your '34 will get some work done on it soon! While Wade was fixated on faxing I was preparing the POR-15'd hardware from Monday so it could be reassembled to the three window winding board mechanisms. Finished getting it all organised but needed to run a tap through the POR-15'd nuts, just managing to stay ahead of Wade as he reassembled the boards, phew.

Then it was the turn of the valance panels. Started with the left side by Wade on his back on a creeper while I handed him the stanchion so it could be marked for cutting. Once marked valance removed from The Fossil, then the scary part, the first cut! For this Wade had borrowed two pairs of snips from Rick. Because the snips weren't great it took a number of "bites" to remove the metal required. Then the cut was cleaned up using a grinding stone in an electric drill, That was the theory, but the first stone selected didn't like the job it was selected for. Better luck with the next stone, it removed metal but also shed stone in the process wearing a groove around the stone. Worked though, that was the main thing. The now cut out valance was re-fitted to The Fossil and the stanchion trial fitted again. Back to the bench for more grinding at the fore and aft surfaces of the cut out. Then back to The Fossil for another trial fit and back to the bench again. Think this happened five times in all. Then turned to the right side. Removed the stanchion, fitted the valance, re-situated the stanchion and Wade marked for the cut required. Valance onto the bench but this time the snips were very ineffective. Not to worry I had an old pair at home. Brought those down along with what I'll call a rotary rasp for an electric drill because the effective stone was wearing so much, even with Wade using different areas of the stone to spread the wear. In fact the stone ended up looking like a minature Christmas tree, appropriate seeing it's fast approaching. However my pair of snips were no more effective than the others. Turned to "Plan B", using an angle grinder with a metal cutting blade. Dangerous yes, but worked extremely well. Just as well Wade has a steady hand. Some finishing with the rotary rasp and a trial fit which showed more needed to be removed from the front of the cut out. Judicious use of the angler grinder followed by the rotary rasp and then another trial fit. And you know what? It fitted, only one touch up required, so we did learn something from the left side to-and-froing. Next was a trial fit of the left side front frame rail cover. Just a quick check for assurance that the valance panel positioning was OK, which it was.

Turned to the rear of the body, specifically the rear fuel tank and frame cover, the trunk rack and the boot(trunk). All these were stored on the roof of the office, AKA "The Mezanine level". First down was the frame cover which slides under the metal floor of the boot(trunk) and is fastened to the frame by six bolts. Two bolts each side bolt through the trunk rack brackets into the block which also serves as the rear bumper mounting points. The other bolts, one each side, also bolt through the truck rack brackets through the upper skin of the frame cover and through the upper rear frame rails. Only trouble was, there weren't any holes to accommodate these upper bolts! As previously mentioned, the replacement body was from a non sidemount car with a rear mounted spare and no trunk rack. Consequently the need for holes in the frame cover had been missed as were the valance cut outs. Needing to identify and mark the holes required the trunk rack then came down from on high and was mounted by the two end bolts at each side on the end of the frame rails being pulled down good and tight. Plan was to mark, remove and drill but instead it was decided to drill the holes in situ. Easily accomplished, then came the hard part, actually installing these upper trunk rack bolts. Right side was difficult, although it did require some filing of the hole, also doing the same for the left side in anticipation. Wade was able to manouever the bolt up through the hole, just. Nut and washer applied and tightened down. Left side was much more difficult because the fuel filler tube is a major access killer. Wade couldn't get his hand holding the bolt anywhere near the hole but did have a flash of inspiration, using the telescoping magnet as an aid! With Mal fishing the telescopic magnet down the hole Wade was able to manouever the bolt so I able to "catch" the threaded end and pull it up through the hole! And it's the biggest, yes the biggest, catch I've ever made.

That left the boot(trunk). Unfortunatley, much of the woodwork in the boot(trunk) fell apart when it was removed from the body because the replacement body car had spent many years out in the weather, The ply panel though which bolts to the back of the body and to which the boot()trunk hinges bolt did survive in a very degraded condition but good enough for a pattern so that's a positive. All the other wood is missing and although there is a new wood frame now in the boot(trunk) it is obvious that it's not right at all. Seems it was probably installed as being as close as the joiner and panelbeater could do at the time but for now all that it serves as is as a stiffener. So if anyone has pic's, plans, drawings of the woodwork that should be there, these will be gratefully accepted. Wade thinks this is the only '34 Club Sedan, or '33 for that matter, in Australia so there is no chance of a local reference point.

Wade tells me that the NLA rear axle bearings for Old Blue have arrived and Noel will be bringing them over tomorrow. Hope the pinion shaft seal for Old Blue also turns up soon because without that the diff rebuild will be held up anyway. And for once I took my advice and saved the text, because I was timed out again when I reviewed this post!

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Thursday 9th December 2010

Not a lot directly accomplished today but nevertheless progress was made. Overnight Wade had received the new pinion seal for Old Blue so now the diff can be set up and lapped in. And it turns out on the weekend Wade had been advised Big Red's brake lights weren't working so that was the next task up for attention. Tested and, sure enough, no brake lights. First thought was that it was probably the hydraulic switch which seem to be allergic to Silicon brake fluid. However I noticed the taillights also weren't working so the obvious explanation was put aside while Wade was in, around and under Big Red on a quest to put that right. Wade took out the tail light bulbs checked the filaments, all OK, and after ensuring the bulbs were seating properly in their sockets there were now tail lights. During the course of all this Wade was under the car, under the rear of the car, under the dash in the car complete with jacking up the car twice for access. Finally after rechecking fuses and dashboard wiring returned to the original diagnosis which a simple under car test confirmed. Wade replaced the switch and had to replace the connectors too, the new switch had spade types in lieu of the plug types on the old one. Near the end of this Noel arrived with a comfort parcel from The Flackmaster for Wade, a pair of NLA rear axle bearings for old blue. The Packard Parts Hound came through again! So, as well as the diff, we'll be able to put the axles back in Old Blue. Noel was also able to advise his mate Tony is well into the repair of RobT's '40 steering wheel and it's looking good.

After Noel went on his way Wade pressed the new bearings onto Old Blue's axles while I cleaned up the axle housing, the ends of which had been sealed with a silicone sealer. With the new bearings on the axles they were "parked" in the axle housing for safekeeping. Wade had also been trying to catch up with the joiner from the business next door about the possibility of making up replacement woodwork for The Fossil's boot(trunk). When he came in Wade was able to explain what was needed and when the joiner obtains the wood, deeper more meaningful conversations will be had. Still, any pic's or details of the interior of a '34 Club Sedans boot(trunk) woodwork would really help with this task. That done, turned to making a gasket for Old Blue's diff in a co-operative effort with Wade, so it's a MBM&W gasket!

Then it was off on a road trip. First stop was dropping off the diff for setup and lapping in and all going well should be ready mid next week. Next was Hare and Forbes, a machinery and equipment supplier, for some air hose fittings. Couldn't find the fittings required because they weren't on the shelf but turned out there was a box full of them "out the back"! Next stop was Grippy Rubber for a 1.5m length of VW Boot and Bonnet rubber gasket. Fits '34 Packard windows very nicely, thankyou! Last stop was Altronics where Wade was scoping out a desoldering iron. The element on his present one has expired and he can't source a replacement so a new desoldering iron looks to be needed. But not at the price wanted, so Wade's going to keep looking! And co-incidences being what they are Wade had a call from RobT while we were out on the road, pulled over to take it of course, so was able to update him on the progress on his steering wheel.

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Monday 13th December 2010

Quick update only. Right front window installed on The Fossil. Cleaned window then trial fit because it has to be fitted together with the quarter window, the "leg" of which holds the front bailey channel in which the window rides. Then fitted with window winding mechanism board, front door lock, outside door handle and a pair of "old" interior handles which will be replaced at a later stage.

Over to machine shop to pick up Mat's '34 water pump and John's '39 gear linkages. Dropped off the Twelve and '36 120 water pumps for their turn at rejuvenation. On the way back picked up some Bellville washers from Lee Bros to go with the gear linkages. Back at the workshop pressed in the sleeve for the ceramic seal into Mat's water pump housing. Pressed the new bearings onto the impeller shaft and assembled the water pump. Problem arose with the ceramic seal not having any "room to move" after assembly, a sure recipe for disaster. Didn't get the "blueprints" back so unsure where the fault might lie. Looks like some extra clearance is required though, so more machine work.

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Tuesday 14th December 2010

Wade was re-installing the impeller on Mat's '34 water pump when I arrived. That done, the fan belt pulley then went on the other end of the shaft, but first the retaining collar was slipped over the pump housing. Then it was installed in the '34 with the gasket/seal that Mat had brought back from the US.

Wade received a call from John enquiring how his '39 was progressing with Wade able to tell him he was just about to start re-assembling the gear change linkages. And speaking of John and phonecalls, yesterday Wade received a call from 39 coupe, aka Wheels, Wheels had seen in a previous post that the tow bar had been removed from John's '39 sedan and had enquired of Wade whether John would be interested in selling it. Wade had liaised with John and a price had been determined which Wade was now able to relay to Wheels. Only problem now is transporting the tow bar to Murwillumbah, about 500 miles north, but it might be possible to get it to Tamworth which is almost half way there courtesy of one Barry Smith who could possibly coming to Sydney in the near future. And the reason why Wheels wants to put a tow bar on his '39 Coupe? So he can tow his restored sprint car behind it, should make a great pair! And still speaking of phonecall, yesterday Wade also had a phone call from KevinA advising Wade that PeterP, the guy I bought my '38 Eight Sedan from, wants to donate his Packard spare parts to PACA Club Stock. Wade will arrange a time and date with Peter and we'll go over and photograph and document the parts for the Club.

Phonecalls aside, work then started on re-installing the gear linkages in John's '39. Although Wade had tagged together the cranks, linkages and shafts before they were machined afterwards although the correct linkage was on the correct shaft the shafts were around the wrong way. That sorted out, the shafts and linkages went back in fairly easily. Well a whole lot easier than getting them out, and of course it helped that the right inner mudguard(fender) panel was pulled up to give better access. Part of the fix was using belleville washers on the crank arm mounts of the linkages. These washers provide tension to hold the linkage arms in place. All back together, dropped the car back to earth and started it up. Good, except for a terrible noise from the front of the ngine. Turned out in my wrestling the inner mudguard(fender) panel in and out I'd bent a fan blade and again Wade came to the rescue straightening it out in short order. So off for a test run and all appeared to be going well until it popped out of 2nd gear. Back to the workshop, some more tension on the nuts and belleville washer and another test run where it popped out of second again!

Back at the workshop and tweaked the '39 again but instead of immediately going for another test run turned to Mat's '34. Filled the radiator with water and started her up. Well that was the intention, but start it did not. Use of starting fluid would produce a very short run then nothing. Of course it didn't help that Mal was the choke mechanism because the auto choke is inoperative. It was surmised that fuel wasn't getting to the engine and because the fuel gauge didn't work it was thought the '34 might be running on empty. So, firing up the '39 again, killing two birds with one stone. we were off for more fuel for the '34. Back at the workshop, fuel into '34, Mal at the choke with one hand the other holding the can of starting fluid, instructions from Wade as to which choke setting I should be and after a few attempts it started! And the water pump didn't leak either.

Left the '34 and jumped in the '39 again, this time off to a wrecking yard, Buffalo Motor Wreckers, for a bracket to use in mounting the 6V alternator to Mat's '34. Took the alternator along for the ride and at the wreckers the guy took one look at it and said it looks like a Holden(The local GM brand). Invited out the back where he put his hands on a bracket which should form the basis of the bracket to mount the alternator to the '34.

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Thursday 16th December 2010

Yesterday Wade had worked on Big Red, once again going over the distributor, fitting new points and condenser and also new plugs. Started up, and it's running sweetly, but Wade also wants to put in a new coil, which is currently on order from Repco. Wade also engaged in some housekeeping doing work on the cabinet media blaster as well as some tidy up around the Packard corner of the workshop. And what do you know, in doing so he found a body bolt washer that was missing. So that was the first thing done today, fitting the washer to The Fossil.

Next up was John's '39 because it was leaking oil from both tappet covers. The tappets had been re-set a couple of weeks ago complete with new tappet cover gaskets but sprung some leaks nevertheless. So up with the inner mudguard(fender) panel and Wade removed the tappet covers whereupon I cleaned them up. New cork gaskets were cut courtesy of MBM&W, the tappet covers panel beaten to remove the dishing from the mounting hole areas and re-installed together with silicone sealant. Last time, to have reasonable comfort while under the mudguard(fender)Wade had sat a tiny wooden stool I'd brought from home. But today, without this aid available, settled for sitting on a large tin of grease with a piece of timber for a seat!

That done, the plan was, leave the silicone to set for a while and go and pick up the pumpkin for Old Blue, Wade having earlier received a call from Tricia of Award Diff & Gearbox Services that it was ready. However with Noel arriving that was soon shelved as he'd picked up his re-chromed and re-assembled '41 160 grill from his mate Tony. Looks good and Noel's very pleased with it but, Noel being very particular, only rates it at 95%! If only my '41 120 grill was anywhere near that good! Noel was also able to pick up his '41 front shocks which have been sitting on the bench after the leaks were fixed by Tony "Shocks" some months back. Noel was pleased to learn that early next week he'll be able to bring in his '39 after John's '39 returns home. Following Noel's departure it was time for lunch, a repast provided by John, of oysters, prawns(shrimp) together with buttered bread rolls and various condiments washed down by your drink of choice.

After lunch, headed for Seven Hills for the diff, but first stopped at Repco where Wade picked up the new coil as well as another condenser and a 6V brake light switch as spares for Big Red. During lunch a short hailstorm had engulfed the workshop and we found we were driving into the storm with lightening fracturing across black threatening clouds accompanied by plenty of rain. At Award Diffs we were drenched just getting out of the Ute and covering the 20' to their office. We had intended to call into ABC Bearings on the way back to see if we could answer a distress call from traumjaegercat, Terry, who is chasing front wheel bearings for his '37 Pontiac. Sorry Terry, didn't make it today but tomorrow for sure.

Back at the workshop unloaded the pumpkin then back onto John's '39 again. Fired her up, let her run until well warmed up, then checked for any nefarious oil leaks and fortunately there weren't any. Then bolted the rest of the '39 together, inner mudguard(fender) panel, air cleaner, right front wheel and dropped the old girl back to earth.

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Sunday 19th December 2010

Not Wade's Workshop today but the pic's below are the fruits of half an hour spent in Ed's garage. Ed, the owner of a '37 120 Touring Sedan, had a bug screen he'd made for the '37 he wanted to dispose of. I'd previously suggested he advertise it as a giveaway in our club magazine "The Packardian" but for whatever reason it missed making the latest edition. I'd also previously said I'd take it if no one wanted it rather than it getting acrapped, so there I was to pick it up. Any Aussies reading this needing a bug screen for a '30's/early '40's Packard, just yell and it's yours!

So that was why I was there. And while there I saw Ed's other passion his collection of motorcycles. He has 5 but one is in pieces so really only saw four, one of which featured in a 70's cult TV series here in Oz, The Aunty Jack Show. And Wade, Ed has a lathe and knows how to use it, he's made parts for his bikes and the '37 on it! Dropped the word that the workshop from time to time requires some Packard parts machining and he seemed receptive, so?

Quote:
On Friday I did make it to ABC Bearings where the outlook for '37 Pontiac front wheel bearings looks reasonably promising. I'll know more tomorrow when I go back to Dennis at ABC with further info from Terry.

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Monday 20th December 2010

Instead of going directly to the workshop went instead to ABC Bearings taking with me more info from traumjaegercat, Terry, regarding the '37 Pontiac front wheel bearings he's after. Should know later this week whether the search is successful or not. At the workshop found out that on Friday Wade had again been into Big Red and she's now running well. And it had been another tidy up day for Wade during which he found my scraping knife, not that there's much of it left after repeated sharpenings have taken it literally to within an inch of it's life! I'm glad it's back, I really missed it.

But the main task for the day was putting the diff centre back in Old Blue. Wade cleaned up the oil, which had dripped onto the floor under Old Blue, while I cleaned up the gasket surface on the pumpkin. Then on my back on the creeper I cleaned the surface on the diff housing, been a while since I'd done that sort of thing under a Packard. Not something you want to do but it must be done, with the consequent fallout being an occupational hazard. During that Wade was scratching around trying to turn up new copper washers for the diff stud nuts but to no avail. This meant a road trip to Lee Bros and the thought was we could kill two birds with one stone as Wade needed a 7/8" holesaw for the holes to be cut in the cowl sides of The Fossil and would pick that up at the same time. Copper washers were easy, the hard part was the hole saw. Wade had bought a holesaw auger and one blade at some time in the past to do a particular one off job but couldn't recall where he'd bought it from, and struck out at Lee Bros because they carry a different brand. Then tried Hare and Forbes, just down the road from Lee Bros, but they too couldn't help, instead they suggested try Bunnings, Australia's largest general hardware chain, who have a store just across the road. No luck at Bunnings either, and coming back over the road tried Supercheap Auto and Repco, both automotive parts stores side by side, but again no cigar. Left it at that for the time being, will try again another day.

Back at the workshop put the pumpkin on a floor jack, rolled it under Old Blue, and with Wade undercar directing proceedings, the pumpkin was jacked up and manoeuvered into the diff housing studs. Required a bit of shuffling to and fro as well as a re-positioning of the jack to one side near the end of proceedings but all-in-all a smooth operation. While Wade was underneath tightening up the diff stud nuts I slipped the axles in at each side and cleaned up the inner surfaces of the backing plates as well as all the hardware going back on. Backing plates back on, hydraulic lines reconnected, keys, belleville wave(Edit) washers, brake drums, and axle washer and nuts tightened but not yet split-pinned and then rear brakes bled and master cylinder topped up.

Still not yet finished with Old Blue because on Friday Wade had also removed the tailshaft in order to clean and repack the universal joints. Seeing the diff was receiving a lot of TLC Wade felt it was only fair the tailshaft and it's accoutrements received some too. Wade had cleaned up a couple of the uni cup and roller sets on Friday but that left another 6 to clean, courtesy of yours truely, while Wade repacked the cleaned ones. Then ended up making 8 new MBM felt seals for the uni cups, the one thing overlooked on our little excursion earlier, in the holesaw confusion and disappointment, were the new seals required! Fortunately Wade had a sheet of felt and with the appropriate sized punches from the hole punch set we soon had that requirement covered. Had to leave Wade to it at that stage and we'll see the tailshaft back in Old Blue tomorrow.

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Tuesday 21st December 2010

Got to the workshop early afternoon but no Wade. He was off, with Barry Smith from Tamworth, chasing bailey channel. Four full lengths for Barry for his '38 Twelve and about 1/2 length for Wade to finish off The Fossil. But when Wade arrived he had a full length in his hand although one end had a nasty kink in it. Turns out the guy at Spectrum Rubber was demonstrating how easy it was to bend to shape when he overdid it! Now Wade has a full, but bent at one end, length for the price of a half length.

Yesterday, after my departure, Wade had partly re-installed the tailshaft on Old Blue, but the front uni joint still needs to be bolted in to complete the undecar part of the driveline. He also re-installed the rear wheels but the lug bolts and axle nuts still need to be properly tightened.

But what got done today? Answer, in the region of nothing. After Wade and Barry returned they were in deep discussion about body alignment for The Fossil because Barry has done a few in his restoration efforts and was able to pass on some good advice and tips. During this Snapey,Matt, arrived bearing a bottle of red for Wade. So while Barry and Wade were looking over The Fossil then Big Red, Mat was telling me some of his thoughts on how he's going to build his Packard speedster. The chassis will be Wade's spare '34 chassis and the engine a supercharged 120 282. Won't say any more as I'm sure Matt will enlighten us all when the time comes. After Barry left more discussion, this time between Matt and Wade, with a number of queries directed to Matt concerning the drawings required for laser cutting of parts. Not much more than that, so no hands on Packard work for the day. Hopefully tomorrow will be more fruitful.

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Wednesday 22nd December 2010

Alas and alack! Oh woe is Wade! What started out as a pretty straightforward Packard day turned into something else as will be seen.

Wade had already put the drain plug into the pumpkin this morning and when I arrived he dived under Old Blue to bolt the front uni joint back in. That done, borrowed John's oil pump and filled the diff with oil and put the fill plug back in. Dropped Old Blue back to the shop floor, tensioned up the axle nuts, put in the split pins, tightened the lug bolts and replaced the hub caps. Time to start her up for the first time since early November. Battery needed a boost to get going after sitting for that time then she was off but, strangely, Wade turned her off! Why? There was no oil pressure registering on the gauge! A quick look under the car and a small pool of oil was forming. Opened the bonnet(hood) and it was found the tube from the block to the oil gauge had broken. Why it decided to do it now, after only 73 years of operation, who knows?

After Wade did his usual upside down under the dash and under Old Blue to remove the broken tube we walked round to see Col at Brookers Brakes to source some new tubing. But Col didn't have any 1/8", had 3/16" and 1/4" and a suggestion to replace the steel tube with high quality fuel injection rubber hose using the 3/16" and 1/4" to step up the diameter to fit the FI hose. So picking up the 3/16" and 1/4", which Col donated to the cause, continued walking to Repco around the corner and bought the hose. Back at the workshop Wade double flared one end of two pieces of the 1/4" tubing, cut two small pieces off the 3/16" tubing and cut the ends off the now two pieces of the original oil pressure gauge tube. Well cleaned up then soldered together the new oil pressure gauge and block fittings together with the rubber hose were then re-installed in Old Blue with Wade as usual on his back and me passing spanners(wrenches), holding lights and acting as gofer. All back together, started her up, no need for the booster this time and Houston.....we have oil pressure!

And there we now were, ready to go for a test drive in Old Blue, something we expected to be doing half a day earlier. Out the workshop, up the driveway, turn left into the street, what's that noise I ask Wade? "It's OK, it's coming from the factory next door" he says.....pheeeew! But.....further up the street there's another noise, a whine, not loud, but certainly easily discernable could be heard. And Wade was taking it easy too, because of the oil pressure tubing fix, just gently driving Old Blue. Instead of a big circuit that constitutes the test run loop, Wade went only a short distance before returning to the Workshop and parked Old Blue outside. While Wade was despondent about this latest turn of events he wanted John to go with him for a short drive to gain his opinion on it's likely cause, although we all know the main suspect don't we? With nothing further to be done I left Wade to probably drown his sorrows in the bottle of red that Matt had dropped in yesterday.

And that's what constitutes "Alas and alack! Oh woe is Wade!"

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