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Tuesday 22nd June 2010

On my way to the workshop received a call from Noel asking me to tell Wade "It's all his fault!"(Noel's that is). Turns out that what that cryptic message meant was that Noel had been asked by Ron, the guy doing the body work on his '41 160 Club Coupe, whether there was someone who could help Andrew, the guy who bought the '40 160 Coupe at last months auction. Also, although I'd forwarded Andrews details he still hadn't received the PACA membership forms. Wade's agreeable to have a look and help if he can while I've sent Andrew an email about the membership issue.

Because Rick's hoist was unavailable, jacked up the front and rear of the '41, put her on jackstands again, rounded up a pan, undid the sump plug and a steady stream of blackened oil issued forth. Left that to drain and took the top off the oil filter, removed the cartridge and with the use of a large syringe Wade suctioned up the remaining oil from the filter housing, about 1 litre. Using some rags then mopped up the remaining oil in the filter housing. Removed the almost full pan from under the '41 then, while I disposed of the used oil, leaving not a trail of breadcrumbs behind me but oil droplets, Wade re-installed the sump plug. Installed a new filter, filled the filter housing with new oil and put the filter top back on. Re-filled the engine with fresh oil and fired her up. No leaks found, good.

Next was re-assembling the Ranco heater valve with the new seal. Thankfully Wade had disassembled it originally so had a good idea of how to put it back together. If it had been me that knowledge would have been lost! Whoever installed the heater valve in the '41 had very roughly cut a hole in the firewall to accommodate its fitment. Because of this I wanted to fill in the hole as part of the remounting process. To do this I had to push a large rubber grommet over the collar of the valve seal housing before re-assembly began, so that's the large rubber grommet you'll see in the pic's. Re-assembly itself posed some difficulties one of which, as always, was excess POR-15 filling slots and making fitment of tabs difficult. Bending the tabs back to secure the valve seal housing and the valve control body was also not easy necessitating using the vice to hold and bring the control body together with the valve collar plate. That done all that remained was re-fitting the small, but strong, spring between the valve body housing and the end of the valve. Posed difficulties because of its size, or lack of it, and the positioning required to catch each end. But, with his usual dose of perseverence, Wade did it again.

By this time, and quite a bit of time had passed, needed to drain the cooling system of the water in it to 1) re-connect the heater hoses, and 2) refill the cooling system with anti-freeze/coolant. Reason being the PACA run we're going on at the end of the week is to Tamworth, which experiences below freezing overnight temperatures, so don't want to court disaster. Leaving the system to drain, went round to Repco (local auto parts store) and picked up 2 x 5 litre containers of anti-freeze coolant as well as 6 new hose clamps for the heater hoses, the present heater hose clamps being rubbish! That done, back at the workshop, while Wade was re-placing the heater hose clamps, I cleaned up the number plate backing plate I made and painted yesterday. A painter I am not, so removed all the paint and will leave it natural aluminium(aluminum) for the time being. Heater hoses done, re-filled the cooling system with coolant/water and fired the '41 up. But not for long, Wade had knocked the radiator cap off and it was under the car somewhere. Cap wasn't on the floor so had to jack up the front end, again, and Wade finally found the cap without further mishap. Fired the '41 up, again, and let her run until the thermostat opened, which took quite some time, then topped the radiator up again. All that then remained was to mount the number plate backing and badge/medallion mounting plate.

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Mal,

Glad that seal worked out. I am amazed how many different RANCO valves across 30+ years that seal fits.

Hopefully NAPA keep producing those seals, or it may be time to stock up for the future! Only issue I see with those valves is that those tabs really can't take take more that one or two rebuilds before breaking. I don't think RANCO designed them that in mind.

Hopefully with a new seal in place it should get another 50+ years of service life!

Wednesday 23rd June 2010

Last day at the workshop before heading off on Friday for the Packard run to Tamworth. But before getting there dropped the '41 into Quikfit Mufflers at Gladesville for replacement of the exhaust pipes and muffler with a stainless system. Discussed my requirements with Tony and settled on 2" engine and tail pipes with flanged fittings fore & aft of the muffler. The flanged fittings are a "just in case" should a future need arise for removal of the exhaust system. About that time my lift to the workshop, Wade, arrived. Leaving Tony to it we departed but only as far as Wade's locksmith, which is literally just around the corner. Wade was picking up Big Red's right front door handle and new lock, lock courtesy of DAF, which the locksmith had fitted after Wade drilled out the broken lock some weeks back.

Arriving back at the workshop Wade set about re-fitting the door handle and lock. Only trouble was the collar on the handle would only screw so far into the fitting on the outside of the door. So back to the locksmith, this time in Big Red, to get a first hand appraisal of the problem. By this time it had started raining and the only parking available was outside. No umbrella of course so Wade got wet demonstrating how the handle wouldn't fit. Then under cover, more screwing and unscrewing of the components whereupon the locksmith said he thought some dislodged crap in the threads could be causing the problem. Back to base, while I cleaned the threads on the collar of the door handle Wade cleaned the threads and surfaces of the door fitting. Tried it again on Big Red and this time it worked, just, needed a little jiggling of the handle when locking or unlocking. Also tried turning the door fitting 180 degrees but couldn't screw the collar in at all. It's just slightly off square, probably to accommodate the shape of the door. Completed another half rotation of the door fitting and re-installed the handle and bezel. It'll have to serve like this for the Tamworth trip so Wade and Gina have a lockable Packard.

What to do now? With Tony saying the '41 would be ready some time in the afternoon I proposed we work on the '34 which tends to take a back seat most of the time to the other Packard activities going on. Little did I realise what I was letting myself in for, not that it was a real big deal. What it was, was cutting a caneite board to shape to replace the backing/insulation board behind the firewall. Wade has one but its LHD, the RHD board being "lost" by the panelbeater! Using the firewall as a template marked the outline of the board then started cutting. Wade's mate Barry, the guy hosting the Tamworth run this weekend, said its easy and cuts with a Stanley Knife. Yes it does cut with a Stanley Knife but the blades need constant replacing as they dull quickly. The caneite also tends to grab and tear a bit. About this time Graham came by and suggested using a fretsaw, only trouble was we didn't have a fretsaw. But I turned around about 15 minutes later to see Graham with one together with a selection of blades, he'd ducked home and grabbed his. Graham! Also received assistance from Murray. Cut the caneite and then a trial fit which showed it was close but needed some minor trimming. Again Graham came to the fore producing a hand sanding plane and with a bit off here and a bit off there shaved it back to size. Then cut the steering column slot, hole for the accelerator pedal and a few other miscellaneous holes with a number still to be done as well as a long slot for part of the accelerator pedal linkage.

While I was doing that Wade firstly cleaned and chamoised Big Red in preparation for heading to Tamworth tomorrow, then started installing the cowl vent doors on the '34. Heard a lot of muttering and cursing about holes and hinges being filled with paint, and for once it wasn't my fault! Wade did manage to get the left side one installed but the right side is apparently well and truely clogged up and will be finished off another day. During all this Noel dropped in to pick up his '39 for the Tamworth trip leaving his Rolls Royce to take it's slot in the workshop. Whereupon Rick said "it lowers the tone of the whole place"

And finally the call came from Quickfit, the '41 was done and ready to be picked up. All aboard Big Red and back to Gladesville where the '41 was up on the hoist so we could see what had been done and ask questions. Tony is a real nice bloke who likes working on older cars and it was a pleasure talking to him. One thing I learned is that they use only silicone for sealing on their exhaust fitments. A high temperature red coloured one for exhaust manifolds and engine pipes and a general purpose silicone for tailpipes equivalent to the stuff used to seal roofs! Don't use exhaust putties at all. Anyway, the new system looks and sounds good, as it should, no more pops in the exhaust note.

Then on the way home broke the new wiper control button, have to patch something up tomorrow in preparation for the trip. Also filled up with fuel and since the last mileage check I've covered 175 miles and used 87.75 litres of fuel. This gives 7.55 (US)mpg or 9.1 (IMP)mpg, worse than the first mileage check. Hope it improves on the way to Tamworth or we'll be stopping at each fuel stop on the way!

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My dad has had a bunch of those silly cars shown in your last photo. He had a T-shirt made up that said, "If you love your Rolls, you've never driven a Packard."

Thursday 24th June 2010

Quick update, yesterday on the way home in the '41 in a rainstorm heavy handed Mal broke the wiper knob. It's a repro knob with a plastic tongue across its middle that snapped when I turned it hard the wrong way. Because the forecast has showers and rain as possible over the next four days wanted working wipers at the turn of a knob, and not with a pair of pliers. So a fix was to hacksaw a slot across the body of the knob and then use a small piece of hacksaw blade as a metal tonque, and it works! Also tidied up the left front MBM parking light gasket which was hanging loose. Cleaned the exterior and the carpet, with the rest being done early tomorrow morning before departure time because we're off to see the granddaughters now.

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Tuesday 29th June 2010

Arrived back from our weekend Packard Rally to Tamworth yesterday afternoon. The '41 went pretty well but the carbie flat spot contributed to a real struggle up the long Murrurundi Hill on the way north. Now over 1000 miles on the rebuilt engine after the 600 plus on the Rally. Mileage slowly improved over the course of the Rally, with the final leg of the trip home giving about 10 mpg(US) or 12.2mpg(Imp). Booked her in with Tim at Carburettor Service Company for Tuesday of next week to find and fix the problem. Apart from that the only other drama was the right side window winding handle fell off. Almost had a heart attack when my wife said she was getting extra air in on her side and looked over to see the handle and escutcheon missing, but fortunately they were on the floor.

And for identifying some taillight bezels as '56 Chevy I'm now their "proud" owner
Know anybody who would want these before I put them on eBay?

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Monday 5th July 2010,

A day late submitting this, not like me at all! After the PACA Run to Tamworth Wade and Gina continued on to visit Gina's 93yo Mum in Gilgandra so last week was a workshop free week for me. Wait! I did duck in on Saturday to do some drilling on the "brag board" I'd fabricated but hadn't finished before leaving for Tamworth. And speaking of Tamworth here's a story which was "all my fault".

Noel has had a few dramas with his '39, beginning at last year's Port Macquarie run where he lost the overdrive and had to be trailered back to Sydney. Then after Peter Packard rebuilt the overdrive on returning from Canberra, there was a short in the wiring harness. The resultant fire in the '39 was only saved by the fact that Peter had fitted a fire extinguisher to the car literally just before Noel left to return to Sydney. Wade was able to install a new wiring harness for Noel as well as fix a few other essential things, like almost inoperative brakes, replace all the wheel bearings and rebuild the distributor! After that the '39 was running well and Noel was more than pleased with the way it was performing. It's at this point my "mea culpa" comes into play, because Noel said he intended taking the Roller to Tamworth, but I said "take the '39, look how well it's going now". So Noel was convinced to take the '39 and to this end he picked it up from workshop on the Wednesday before the run, leaving the Roller there in its place. After pre-run preparation on Thursday, Noel then drove across Sydney to stay the night in a motel so he wouldn't have to negotiate the peak period traffic in the '39 on the Friday morning. All was going well, with Noel enjoying his Packard for only about the third time in the last twelve months. But coming off the motorway there were terrible noises emanating from under the '39. So instead of proceeding to his motel, Noel changed course slightly and went to Wade's shed which fortunately was relatively close by. And he didn't have to tell John (one of the guys Wade shares the Shed with) what the problem was. John could hear the '39 coming and on it pulling up, said "diff" with his finely tuned mechanic's ear assisting with the diagnosis. John then helped Noel get the Roller out of the shed and the '39 in, in its place. And thats why it's "all my fault".

With that said, what's the first thing on the agenda back at the workshop? Noel's diff! Tried to push the '39 further into it's slot, but with handbrake off and in neutral it wouldn't budge. So diff centre jacked up and with rear wheels off the ground it was moved about six feet further forward into the working area. That done, and with jackstands now in place, Wade conducted some tests and inspections, turning each rear wheel individually(the right did, the left didn't) and the checking the pinion shaft and uni coupling for movement(a lot)! So drained the diff oil, and off with the wheels, backing plates, axle retainers and seals, axles removed and universal joint disconnected. The pumpkin was then removed, thankfully very easily on a trolley jack and hopefully it will slip back in just as easily. Inspection revealed damage in the form of chips out of the pinion gear teeth, gouges in the surface of the hemisphere and the pinion nut half off and easily turned by finger, let alone hand. Next was disassembly and cleanup to enable closer inspection, diagnosis and prognosis. Pushed and punched out the pinion gear bearings but couldn't remove the bearings either side of the hemisphere. The press and puller options available couldn't quite fit but never fear they will be removed. All this to access the bearing numbers which are always on a surface which can't be seen when they are in situ. Once bearing numbers are found Wade will set Dennis of ABC Bearings on the trail of locally available replacements. And DAF, I WILL include the details in the Packards Parts X-Ref. While all this was going on there were a number of phone calls between Wade and Noel putting things in place to source a new crown wheel and pinion. Now if this had happened a few months ago there was a pumpkin of Peter Packards in the workshop which contained a NOS crown wheel and pinion but Noel had returned that to Peter. So now it's coming back! Another thing, although the flange on the diff casting is stamped 4.54 the crown wheel and pinion are 4.36! So it looks like it's been replaced at some stage of it's life already.

That over, turned to putting Big Red back in the workshop. Wade's not happy with a number of things after the Tamworth/Gilgandra trip so it's receiving another makeover. And this morning, on the way to the Morris Minor Picnic Club run to the Royal Cricketers Arms pub, dropped the '41 into Carburettor Service Company for remedial treatment on the carb. Picked up by Wade and Gina from CSC and then on the way home we stopped at CSC to pick up the '41 only to find they hadn't worked on it. Left it there, and should be able to pick it up tomorrow, but this meant that Wade and Gina went well out of their way to take me home.
Wade and Gina.

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Wednesday 7th July 2010

Noel was already at the workshop when I arrived. He was dropping off the pumpkin that Peter Packard had freighted to him overnight. Noel also brought gifts of gold, frankinsence and myrrh......oops! Wrong story! Almost but not quite, actually it was a package from DAF containing not one but TWO snubbers along with a spare Carter carb I'd bought on eBay a while back for the '41. The snubbers are not used or NOS but are newly manufactured! DAF along with, I think, Bates Engineering have had these in development for some time and mine is the first off the assembly line, well that's my term and I'll stick with it. It'll be going in the '41 once the OD problems are sorted out. The other snubber is for Noel's '39, so it'll see service as soon as the diff is fixed. Noel then headed off north to Newcastle to pick up his Hunley Acuff re-rubbered '41 160 running boards and some other parts which had arrived via the pirate ship.

After Noel left to go North to Alaska.......oops, did it again meant north to Newcastle, dis-assembly of the pumpkin began. From what was said I was under the impression it had a pretty good crown wheel and pinion. But, inspection revealed it to be used with chips in the pinion gears like the one out of Noel's '39 but nowhere near as bad. Nevertheless they don't look good and consequently Wade is reluctant to use them. For one thing he wants to fix the diff once, and only once, and not have it come back because it's noisy or has other problems. Friend Peter Packard can't be responsible for condition of the diff as I believe it was sent to him in the condition it's now in, and he hadn't inspected it otherwise he would never have sent it. Now the hunt will be on for another crown wheel and pinion. Looked at the pumpkin sitting on the shelf, from the diff given to us at the beginning of last year but it's too rusty to contemplate using. Also had a look at the PACA club stock parts I'd helped compile a list of earlier this year but can't find any part numbers for crown wheels and pinions which match to those in the 35-41 parts list. Although there are some PACA club stock parts which are close to the #347802 4.36:1 set out of the '39, # 347804 4.54:1 - 1 set and # 347806 4.70:1 - 4 sets, and I think all are NOS. Wade, these look promising! Peter, start digging through the PACA parts. Noel, '39 should be regeared soon!

Putting the diff aside, dis-assembly of Big Red continued to the stage of it being almost ready for the engine to be pulled. It just takes time to drain oil and coolant, take out the front floor to access the bellhousing bolts, remove the radiator, take everything off that needs to come off or disconnect linkages, lines, hoses and cables, etc, etc, etc.

Then the call came from Tim at Carburettor Service Company, and Wade then drove me over. Tim explained the '41's problems were mainly in the aircleaner and the choke although he'd also adjusted the timing slightly. Tim had checked the carb over and found the accelerator pump was functioning well, I'd had a thought the flat spot could have had some association with it being faulty. He'd re-set the idle slightly but found the automatic choke was being fouled by exhaust gases coming up and into the choke through the tube from the exhaust manifold. Fixed that and went for a test drive but Tim experienced what I'd been experiencing. His fix on the run was to take the element out of the aircleaner! Now this element was something I'd been proud of when first installed, but not now! It is a lightly oiled foam rubber element which took the place of the original filter because the original element looked decidedly dodgy due to it's age. But no more! Have a paper element to take it's place tomorrow. In the meantime I drove the '41 home without an airfilter element and I concur with Tim that performance in this mode is excellent. Faster and harder acceleration, easier cruising and great low speed pulling. I though it was better after the rebuild, but this is another level.

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Thursday 8th July 2010

Only a quick hour or so at the workshop this morning. In that time managed to modify the paper air filter element for use in the '41. All you purists had better look away now because it's not "correct". Had been looking at the paper element option for a while but because of my pride didn't want to ditch the foam element I had made for the '41. All that changed in a hurry yesterday after discussing the carb problems with Tim of CSC after he'd worked on the carb. John at the workshop had found a paper element the right internal and external diameters but it was 6" tall instead of the 2" of the wire filled original element. At first it looked like I may get 3 elements for the price of one but closer inspection of the construction of the paper element showed it had an internal cylinder of metal mesh against which the paper rested and each end comprised a metal facing end plate. So instead of getting 3 elements I settled on making 2 only, each 3" high, out of the new paper element.

To do this I measured and marked around the centre of the paper element with the thought of hacksawing it into 2 equal pieces. However use of a hacksaw to cut the paper itself was obviously overkill and instead used a Stanley knife to cut through the ribbed paper down to the metal mesh cylinder. And that's when the hacksaw came into play, carefully cutting around the centre of the metal mesh cylinder. The only small difficulty were a few stiffening ribs between the two end plates but these were also relatively easily cut through. Filed the rough edges of the metal mesh as smooth as could be obtained and thoroughly cleaned and blew out the two paper elements. Then because of the extra length of the new filter the short threaded post in the middle of the bracket at the top of the air filter body which holds the domed metal top plate by a little wingnut needed to be lengthened. Cut off the threaded post, filed it back and drilled a hole to accommodate a bolt in lieu of the post. Need to find a longer bolt because the ones that Wade has are at least 1/2" too short, will source a longer one tomorrow.

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Great blog!!!!!!! I love it!