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Monday 7th July 2008

As the granddaughters came to visit this afternoon, only a couple of hours at the workshop this morning. In that time cleaned up the Overdrive Solenoid while Wade was re-timing the Super 8 as it still wasn't running right. Wade had a thought over the weekend that the timing mark on the harmonic balancer/pulley might be showing 0 degrees and not the 6 degrees he wanted. Wade checked it but as it still didn't fix the problem called the guy around the corner, who rebuilt the carb last week, for him to come and help sort things out as it might be the accelerator pump playing up.

And soon after arriving I got the phone number from John of the guy who does in-car broken stud repairs and called him to tee-up his services. In between a seemingly never ending coughing bout, as I'm just getting over a touch of the "lurgi", managed to arrange for him to come tomorrow after lunch. Besides the 2 snapped intake/exhaust manifold studs there's the snapped transmission locating rod ball joint thread in the bottom of the tranny housing and about 5 of the front fender studs, where they mount the rear of the fender to the front of the body.

My major task this morning was dis-assembling the fuel pump, and was accomplished with a fair bit of help from Wade as he was waiting for the carby guy to arrive so he filled in the time riding shotgun and closely examining the fuel pump. This was because neither the '41 Packard Manual or the Motors Auto Repair Manual we have let alone the "instructions" with the pump repair kit contain much in the way of an explanation on this. Anyway it's now apart, partially cleaned and should be re-assembled tomorrow with the new kit in it.

Left Wade with the carby guy, as he arrived just as I was leaving, so we'll find out tomorrow how things went. Wade had also mentioned that, if time permits this afternoon, he'll take John's 110 clutch and pressure plate over to the re-builders.

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Tuesday 8th July 2008

Workshop only in the afternoon, Wade was cleaning up the '39 110 gearbox which he'd disassembled since I last saw him yesterday. As he was loading the pieces into the parts washer I included the dis-assembled fuel pump pieces because I was expecting the guy to arrive to do the stud removal at any time. In the meantime, after taking off the brass nuts from the 3 manifold studs that had detached from the block I cleaned the 3 studs, 9 brass nuts and 1 steel nut. Then when the stud guy still hadn't arrived called him to discover the small jobs he'd been doing had all grown into big jobs. So now he's coming tomorrow morning at 8am and that'll be my earliest start at the workshop!

Onto the fuel pump re-assembly, had all the new parts, cleaned all the pieces, now to work. By work, I mean watching Wade do about 90% of the hands on work of course! He'd spent a bit of time, while I was on the wire wheel, studying the '41 Manual. I'd also done some study, last night, reading the Motors Auto Repair Manual I have and it differed from the one Wade has at the workshop. But not to worry, as both sources provided help along the way. First the valves were fitted in the case of the pump. Then the oil seal washers and spring were fitted to the other half of the case. Some difficulties were experienced in firstly inserting the replacement seal but, with further examination and deduction because it differed from the seal that came out of the pump, it was successfully inserted. Next was compressing the diaphram and bolting the 2 halves of the pump together to assist in the next phase of hooking the pump arm to the slot in the diaphram post. It was very uncooperative to say the least but at last we managed to align and loosely bolt it together. And I say "we" here as I did get to turn a screwdriver at this point. Next was hooking the arm to the diaphram post, a task necessitating a
an alignment rod through the pump arm pivot bush and the alignment rod is driven out when the new pivot rod is driven in. Almost all done, as the diaphram has to be tensioned before the 10 screws holding the 2 halves of the pump are tightened properly. Here I was also hands on as Wade held the pump pushing against the lever while I tightened the screws up. The metal "bowl" hasn't been tightened on as yet for 2 reasons. 1) The inside of the bowl has some rust which I'll clean out and POR-15 tomorrow, and 2) There is a "mechanism" or "device" inside the bowl which we need an explanation for. See the anodized piece in the pic's please. It may be a filter with 2 nuts on posts which do not screw off but will screw down. 2 questions: Is it a filter, or if not, what is it? And should the nuts be screwed down or opened to the full extent of their travel?

I'll be left to my own devices over the next few days as Wade and Gina are going up the coast in the '37 Super 8 as it's their wedding anniversary. Sorry but I didn't ask how many years. The problem with the Super 8 hasn't been fixed but the carby guy believes it is because the seals for the new accelerator pump are being made "bigger" now to allow for wear on most Super 8's of that period and therefore preventing the pump from operating successfully. Wade is going to drive it for a while with this limitation in mind to see if it will free it up with use.

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Wednesday 9th July 2008

Quote:

Have to answer my own question here as I seem to remember something like "when all else fails read the manual". And that's what happened today in reading, rather than skimming the '41 Packard Manual, there it was all set out in glorious black and white. It's a filter and needs to be screwed right down, see pic's.

Arrived just after Rick at 7:40am and found Greg the Mobile Thread Repair guy already there and raring to go. Pointed him in the right direction, stood back, and about 2 hours later he removed the 2 broken manifold studs and inserted Tine-Sert's because of contact through to the water jacket. He also removed the broken thread of the trans stabiliser rod from the base of the tranny and the 5 broken fender bolts and inserted Heli-Coils into these.

In the meantime I carried on scraping the overpaint from the surfaced intake/exhaust manifold and applying a thin smear of grease as protection. Also POR-15'd Silver the air-dome cover which was rusty inside and the wheel studs. I know this isn't "correct", but I'm happy. Also made up a new rear battery clamp as I wasn't happy with the previous one I'd made. In making the 2 clamps some weeks ago I ended up swapping them around and the front one is just fine but what was the rear one left something to be desired.

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Thursday 10th July 2008

Couple of hours at the workshop this morning as we're off to visit our grand-daughters this afternoon.

Tidied up yesterdays painting. Then cleaned off the sealing edge of the bell chamber for the fuel pump, cleaned the pump filter and installed the filter and bell and then the flexible inlet hose to the pump. Next, examined the heat shield to determine how to re-install it and the other pump mounting bolt which I left with it. Took off the bolt, copper sleeve and washers and including a fibre washer in the set-up. This solved a little mystery because there was another fibre washer with the parts when I dis-assembled the pump but then couldn't figure out where it went or even if it was part of the pump dis-assembly stuff. Now I knew, so hunted up the other fibre washer which I found in the trash with the other discarded parts from the pump re-build. Then realised I should wait to put the pump back on as the upper heat shield bracket secures to the front inlet/exhaust manifold stud which hasn't been bought yet let alone replaced. So cleaned up the inlet/exhaust manifold block surface of overpaint then the surrounding areas of the drill chips and swarth from yesterdays Tine-Sert and Heli-Coil operation.

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Mal, if I am reading your last post correctly, then I believe that the correct fuel pump installation should have the following: a fiber-type bushing that goes into each hole through which the cap screws that attach the fuel pump to the engine block; also, there should be a fiber-type washer for each cap screw (the order would be: a fiber washer next to pump, then a steel washer, then a steel lock washer next to the cap screw head); in addition, you should have a fiber-type insulator between the fuel pump and engine block. It would be in the shape of the gasket and probably no more than 1/4" thick. You probably had some or none of this because over the years these insulators were not re-installed when fuel pumps were replaced or serviced. Many times rubber hose or copper tubing was used instead of the fiber bushings in order to "fill-up the hole". Regards - John

Quote:

John,

There wasn't an insulator between the pump and the block just the gasket. And there is copper tubing and not fibre bushings where the bolts pass through the pump flanges. The rest of the hardware is as you described "fiber washer next to pump, then a steel washer, then a steel lock washer next to the cap screw head" with the cap screw heads drilled for wiring. Thanks for your insights.

You should check the parts book to see if you should have an insulator/spacer. If so, it's important for two reasons, thermal insulation (reason for the sleeves on the studs) and because it sets the correct distance between the pump arm pivot and the cam lobe. Incorrect spacing can result either in stress to the pivot, arm and cam lobe, or insufficient gas volume delivery. If you should have the spacer/insulator and don't have it, it's easy enough to make from any number of materials once you have the thickness dimension.

Friday 11th July 2008

No work on '41 but did go to Lee Bros, specialist fastener supplier, and picked up some nut/bolts/washers required for the Coupe. Also picked up 2 castellated nuts/spring and flat washers for Wade for his '34, these are for the bottom radiator mounts. The radiator needs to be fitted, connected and filled before the engine is fired up. However wasn't able to pick up manifold studs for the '41 to replace the 2 broken and 3 which screwed out when the manifold was removed. Apparently the old guy who made them has retired and they don't have an alternate source of supply, so the search will continue.

Quote:

And Dave,

Checked my 1935-1941 Parts Listing and the only insulator listed seems to be for 1939 Packards, see Pic.

This brings me to reference material. I have a 52 Hollander, the 1935-1941 Packard Parts Listing and a 1935-1952 MOTOR'S Auto Repair Manual. The Hollander lists a number of years with the same pump. The Parts Listing shows the Packard Part # 348092 for model 1901 and this is without a vacuum pump! And on another page refers to "Detail parts for AC Fuel Pumps - Type.....1537067(my emphasis). And the MOTOR'S identifies the Fuel Pump by Mfgr's number which is stamped on the pump and mine is 7067. MOTOR'S identify 7067* as referring to 1940-47 Eight and for 1941 the number is 7416*. The asterisk denotes "Combination Fuel and Vacuum Pump"! Additionally Wade also has a MOTOR'S at the workshop and when I referred to it a few days ago it had another reference "AH" to the pump for the 1901. I'll check that tomorrow at the workshop. What I am saying here is that there is some confusion, well on my part at least, in trying to fit what at times seems to be conflicting information together. Have included pic's from the 3 manuals for reference.

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Models with electric wipers used a single action (no vacuum section) fuel pump.

Saturday 12th July 2008

Went to Repco, an Australia wide automotive spares and parts shop chain, before going to the workshop. Looking on eBay for manifold studs last night thought I'd found some 1925-1946 Packard NOS Manifold Studs but on querying the seller their dimensions were 1&1/2" length with 5/16"UNC and 5/16"UNF threads at either end. This didn't equate to the studs I had of 2" with 3/8"UNC and 3/8"UNF threads so didn't pursue that further. And funny thing is I can't find the studs listed in the 1935-1941 Packard Parts Book. Anyway struck out at Repco, they basically had metric studs and very few others, but they suggested Tuffey's a muffler shop at Epping, where I live, so backtracked the 3 miles. Tuffey's also didn't have the right studs but did have 2" studs with 3/8"UNC at both ends so I purchased 6 of those "just in case". Arriving at the workshop Wade soon rang Harvey about his fastener supplier, this was Rocket Industries a hot rod parts supplier, but on calling them struck out as well. Next rang Peter from the club but he couldn't help, so I rang a number of different fastener businesses but doing that on a Saturday morning is not recommended and those I reached couldn't help. And then Wade had an insightful moment recalling that for the '28 Essex he'd restored the chassis and running gear for he'd bought some parts for the engine rebuild but never used them including STUDS! They were about 1/4" longer than the Packard ones, and have 3/8"UNC and 3/8"UNF threads. After a hack-sawing and grinding session, where I shortened the UNC end by probably about 1/8" after checking the length required at each stud hole of the 5 being replaced, I had 5 new studs ready to go! After that it was a comparative breeze, wiped the grease off the newly machine manifold surfaces, installed the gaskets on the studs and gently manoeuvered the manifold onto the studs, didn't hang up or get cross-ways or get caught so I must have done something right. Next on with the thick manifold washers and the new brass nuts although there were some tight situations all were installed and tightened up without drama. Also installed the fuel pump heat shield because it's top bracket is held by the front-most manifold bolt, and aligned it with the rear pump cap screw in place but not fully tightened. It's good to see tangible progress in the re-build of the '41, gives a sense of achievement and encouragement.

As you'll have noticed Wade has returned from his 2nd honeymoon, sorry 26th wedding anniversary trip, although I didn't expect to see him in the workshop today. Reason he's there is that the '37 Super 8's generator wasn't charging and yesterday morning on going to start it at Kincumber, on the Central Coast of New South Wales their holiday spot, nothing! Fortunately a bump start got them mobile so Wade was in today and he's put the battery out of his '34 in the '37. The '37 generator was up on the bench and the brushes looked OK. Next was the regulator, the contacts there looked a little sad so Wade swapped in a spare regulator he had and then put the generator back in. Generator still dead, so out with a spare '34 generator which first of all had to have the pulley changed over as they were different sizes. Then after getting the pulley changed over a spacer had to be inserted because the '37 pulley was rubbing on the face of the '34 generator. With this setup in the car, current again flowed. And Wade said the Super's going really well after the carby and distributor overhauls and re-set timing. On the way to Kincumber there's a windy stretch of road with hairpin type bends and he didn't have to get out of top gear it was so smooth and effortless.

Now Wade and Gina can attend tomorrow's Packard Club run to Linnwood House, in style in the '37 Super 8 instead of the '37 120. Linnwood House is at Guildford, a western suburb of Sydney, and only about 20 minutes from my place in the '38 Eight Sedan. Below is a link to the Linnwood House site and each year they have an "American Independent's Car Display" as a club run site for US cars other than those of the Big 3. I'll post a report tomorrow in the General Forum about the run as well as some (probably lots) of pic's.

http://www.linnwood.holroyd.nsw.gov.au/index.htm

Quote:

Dave,

I understand my '41 has a single action pump, 1) from direct observation and 2) reference to the Packard Parts Book and to the Manual. My comments were meant to refer to the fact that my 1952 MOTOR'S had the asterisk which identified it as a dual action pump, just trying to point this out for others. And I'll have to have a clearer choice of words in the future. By the way, below is a pic of Wade's 1948 MOTOR'S with the different identification for the pump of AH in lieu of the 1952 "7067".

Isn't there an old chinese proverb about "The more you dig, the greater the confusion"?

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