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Re: 1941 Packard 110 - Column Shift Adjustment Help!
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Home away from home
 
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Hello Ragtime:
And anyone else looking for 1941 110 parts. A guy in Motor City Packards is selling some 1941 110 parts at the PPG show and swap meet on Sunday. He has the following ad in our club newsletter. 1941 Packard 110 parts for sale. Complete front end suspension. Engine with all accessories, drive shaft and rear axle assembly. Steering column with gear box, steering wheel and all linkage. I will part out items separately. All for parts for $1000.00 Call Gil at (810) 750-9945 or e-mail at gilsherry.rebar@gmail.com Call him if you are interested. I see he has the steering column and all linkages.
Posted on: 2014/6/6 16:05
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Re: 1941 Packard 110 - Column Shift Adjustment Help!
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Just can't stay away
 
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They mention the spring washers in a few of the bulletins addressing the problem of sticking in gear. Check Service Letter Vol 17 #5 for a summation.
Posted on: 2014/6/7 0:48
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Re: 1941 Packard 110 - Column Shift Adjustment Help!
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Home away from home
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Thanks Drew,
Very helpful as I will be putting my linkage together this week. I'm wondering why in '43 they said to ditch the spring washers and then built Clippers in '47 and used spring washers....hmmm...
Posted on: 2014/6/7 1:49
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Re: 1941 Packard 110 - Column Shift Adjustment Help!
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Home away from home
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Hi All,
Just got done pulling apart and putting together the entire linkage system and the results are GREAT! Huge difference. Shifting is clear and positive. Someone had spray painted over the various components with black paint and the combination of this, 74 years of grease and grime, and the wear and slop was all contributing to an indistinct feel on the gear shifter and inaccuracy in shifting. I separated all the components, cleaned and degreased them, stripped the paint off, then reassembled. I found spring washers at every connection and discarded these and replaced with new steel washers. In some places I had to fit several washers side-by-side until there was no more play and the cotter pin could just barely be forced back in. I also found the center of each of the two bellcranks was worn out. There is a bronze bushing in here and on mine they had been worn oblong and were rocking side-to-side on the pivot shaft. I drilled these out and replaced with a new bronze bushing found at Ace hardware (which, surprisingly, was exactly the right length and didn't need to be modified in any way). The new fit is much better although a very slight wobble remains which, I suspect, is due to the shaft they pivot on being worn as well. Short of finding a NOS shaft, I'm not sure there is much to be done about this. I next installed a thicker spacer washer between the two bellcranks so that when I tightened the end bolt, it eliminated any wobble and allowed no lateral play. On the steering column shaft, I replaced both castings at the top as well as the selector piece that travels between the two when you pull back on the gear shifter with NOS parts. Lastly, I did adjust the rod connecting the bellcrank with the transmission shift fork to shorten it slightly and thereby slightly bias the transmission closer to "1st" gear while the gear shifter and assembly are all in neutral. This makes the neutral-to-1st shift shorter and the neutral-to-Reverse shift longer and is hopefully giving me the protection I need form inadvertently contacting reverse on the upshift from 1st to 2nd. This was a worthwhile upgrade as it has made the car much more enjoyable to drive. Thanks again to all of you for your guidance and quick help!
Posted on: 2014/6/7 13:21
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