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As mentioned in previous installments of how much could possibly be wrong with arguably the strongest transmission of its day, I was hung up on the journal roller bearing that runs between the input and main shafts. With new roller in hand, and about the 5th washing of all parts it was actually time to re-assemble the transmission.

What a treat touching these parts and actually not getting determined mineral oil all over everything. After a bit of examination and thinking I found it easiest to set the cluster in and lowered, with the reverse idler and shaft installed, straps under the cluster to facilitate lifting into place once the main shaft was installed, and input shaft installed. This made it very easy to load the trans.

Once the main box was loaded, the OD section came together very easily. All new seals installed, box taped up, and prepped for paint. Funny... I think between my buddy Bob, John, and I, we ended up with about 100 hours in this fun little project. Obviously there were many little details not mentioned in this brief trilogy that were in my mind necessary to ensure reliable service including replacement of a number of hard parts and a bit of reconditioning. For what ever reason, though, the transmission did not seem touched till the Packard green was applied. Then, it seemed "good as new"...

If things work out "famous last words", I can get all the reconditioned pieces installed over the upcoming three-day weekend. Stay tuned for "The 80 mph Super 8"

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Looking good! When you are done with that, I have an Ultra for you to work on! lol

Quote:Jim,

That's a great tip about the straps and the pic's are most illustrative.

So, the evenings were filed with boring wore out pivots and arms, and machining little bushings to refresh all the clearances. This was unbelievably tedious, I wish the kid at the corner station in 1951 would have lubed this stuff. Oh well... the end product is an accelerator pedal that instantly begins to open the throttle, proper contact of the OD kickdown just as the linkage is reaching full throttle, and the mighty 356 delivering full power, as verified on a test drive to dinner this evening. The governor is gone, long live full throttle and passing gear!

Seriously, this was one of those annoying tasks that seemed like a good time to do so that the progress of getting the OD swapped in over the three day weekend would not be interrupted. Tomorrow officially begins operation transmission swap! Really hope to be driving around Monday evening. We will see!

West, I haven't forgotten about your heater pipe support stand. Will do very soon!

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Big day today. First up was taking measurements to determine if the driveshaft would be cut and shortened or if the January 2007 PI swap meet mystery drive shaft was a good guess on my part. Sorry West, no pictures of cutting and shorting the drive shaft, I guessed right! Yippee.... This saves a bunch of time, and puts a correct piece back into service. Can't bet that.

Basically, I got the straight 3spd removed, and my pal Bob got things prepped as I passed them out from under that car. We had a lot of fun today. I really hope that tomorrows pace picks up a bit, I didn't feel like as much progress was made today as hoped for. But, does it ever?

I'm going to get up early and bush the shifter selector arms I'm using from the '39 parts transmission because they are a little loose and I want to leave the takeout transmission as totally complete as possible, it worked perfect so why not have it on the shelf.

Lots of interest and kind words on the '39 form folks on here and people abroad. If the sale falls through, no big deal, I've had a chance to talk with some great folks! I guess if it does sell, I better get the OD done on the '40 so we can go to the local Packard club breakfast next Saturday morning. Better hurry the next two days I guess.

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The transmission was installed and car test driven 11:30 pm last night (needless to say there were three very long days and nights involved in the installation). What a marathon, and it just seemed everything I touched needed major rehab on this entire project. Ended up re-bushing the shift arms and when I went to install the thought to be correct driveshaft I discovered the quick look with a tape measure underneath a dark car was no go. So, just for West, here is a fast pictorial on driveshaft shortening 101.

Cut shaft, turn weld down, split tube off. Turn shaft to correct overall length, fit yoke, Tack, and then weld full circle. Road tested from 0-80 with no shake or vibration. I guess it might work.

With that said, about all I can say further is a '40 Super 8 equipped with 3.90's and overdrive is like a little piece of heaven! Nothing like coming on the interstate at a leisurely 60mph letting of the accelerator, dropping into hi-gear overdrive and effortlessly accelerating to a cruising speed of 80. Life is good!

With that, this concludes "why would it end up taking 200 hours to re-condition and install a silly little transmission".

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Quote:
No hurry. I appreciate your doing it.
I hope that someday you and I can get together to compare the workings of our overdrives. There are many reasons to come to Dayton... if you're ever in town, you've got my number.

So it's been a very long while since my last visit here. Very busy with work and other special interest vehicles. To get caught up, I'll post this project from last spring.

For those who followed the initial sale of the car, and my assessment, you'll remember it was received with no drivers side fender mounted spare, but determined was originally equipped with such. Also noted was all the specific hardware missing for the passenger assembly. Imagine a convertible sedan being used as a parts car. Kind of funny in a strange way, as there were a few other key pieces that had been acquired from the car many years ago from the looks of overall patina.

The process of acquiring all pieces began the moment the deal was struck and car spoken for. It was a very slow process. Some pieces came from Santa Maria & the Bay area in CA. Some from Dallas, and others from EBay. Yet other pieces came from Oregon. Fenders hardware and sundry items were all finally obtained with the exception of being short one firewall bracket. Big Kev actually stuffed two side mount fenders and miscellaneous hardware into his Kia, plus his swap stuff and hauled to our meet in Laughlin last year after picking up from our other friend Joe in the San Fernando Valley who took delivery from the fellow in Santa Maria. Anyone smell the work of the Flackmaster in this puzzle?

My good friend John volunteered to make the firewall bracket(s). He did, and as usual, they were perfect. My Buddy Mack did a beautiful repair weld on a crack in the rolled fender lip. I enjoy the fact there are folks who love the art of repair and creation. Makes it fun.

Serviced two wheel assemblies. Changed the 60 year old Firestone snow tire off and mounted a pair of Lesters. What a perfect place for a pair of Lesters, under the side mount covers.

My buddy Bob and I installed the fender and sundry hardware. It all went really well. One thing that really struck me after driving the car was how having all the hardware that tied the firewall into the side mounts is how much reduction in cowl shake I noted. Very pronounced and pleasing.

The car really looks great with the return of it's drivers side fender mounted spare. It was a fun project that concluded my work on the car last spring as the oppressive Phoenix heat was just around the corner.

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Baby is looking good, Jim. My front windows roll up and down, but haven't gotten to the rear. They are rolled up permanently. Still, driving the car often, a minimum of every Friday to work. I feel like my old self again. I'm now working on my youngest son's '61 Jaguar 3.8 sedan which he made the mistake of having me store while he's away at school for 2 years. Good to see your post.
Joe

Looks great Jim!