Packard Forum Index » Project Blogs

Wednesday 17th April 2013

Wade was working on a spare exhaust manifold flapper valve counterweight when I arrived, trying to separate it from its shaft. The pin through the counterweight and shaft was proving very reluctant to be driven out. Rather than continue with that frustrating task, instead moved to clearing space in Packard corner, with another patient due to arrive today. After that I turned to blasting the donor exhaust manifold in the blasting cabinet. The "new" cabinet is bigger and accepted the manifold with a couple of inches to spare. A lot easier than manhandling it using the wire wheel but still posing problems of its own. Found it difficult to reach and shoot at the ends of the manifold with the built in gloves not quite offering enough reach. While trying to manouvere the gun, restricted as it was by the end of the cabinet, was also challenging. Still need to finish one end and a section in the middle but getting there.

Then the Packard arrived, owned by RossM, it had landed in Oz a few weeks back but took some time to clear quarantine and customs. It's a '35 Super 8 Rumbleseat Coupe and arrived on the back of a Tilt Tray Tow Truck together with a trailer load of parts, a large tool chest and 6 new WWW's. But straight after I saw the Packard, the TTTT driver really caught my attention. You've no doubt heard of a one armed paper hanger? Well this guy was a one legged tow truck driver! And he didn't miss a beat, even using the stump of his mainly missing leg as a convenient place to hold a crutch when needed! While Wade had been expecting the Packard he hadn't been expecting the trailer load of stuff. The trailer was unloaded with the tyres rolled into the workshop while the forklift, with John at the controls, was used for the tool chest and pallet of parts. These were all parked under Fleurette, together with the running boards which were separate from the rest of the Coupe. The TTTT was then backed into the workshop and the Coupe winched off. But at this point I had to bid farewell as our Granddaughters were expecting us! Even only had time to say G'day and Goodbye to TonyW and Noel who had arrived only minutes earlier. Will provide a more indepth update on the Coupe tomorrow, as well as providing O_D with the relevant numbers!

Attach file:

---

  (31.86 KB)


  (43.81 KB)


  (54.05 KB)


  (50.19 KB)


  (25.19 KB)


  (44.32 KB)


  (40.66 KB)

Thursday 18th April 2013

Today was spent on the '35 Super Eight Coupe. Not that a great deal was accomplished but there was progress. First thing though was to move Fleurette off the hoist and the '35 onto it. After a couple of Ricks cars were moved, under their own power, the 2 Packards were shuffled under our own power together with help from Tim and John. Up on the hoist a preliminary undercar inspection revealed there is still much to be done to bring this historic vehicle back to the glory it once shared. Now, why would I use words like historic, glory and shared to describe this Packard? Because of it's prior ownership! Does the name Amelia Earhart ring a bell? When it comes to this Packard it certainly does, because this is the car that was presented to Amelia Earhart by the PMCC! Apparently after she left on her last flight, the Coupe sat in an airport parking lot for 2 years waiting for her to return! Ross purchased the Coupe from it's previous owner, who had owned the car for 45 years, in 2007 but it was in pieces. It was being restored in the US until Ross returned to Australia and brought it with him. Besides the Packard, also brought over were a Bentley and a TD Classic Prototype, Ross being the Principal of Marshall Groups TDClassic.

But back to the '35 Coupe. After I left yesterday Wade had looked it over closely and noticed a number of items requiring attention which weren't correct. Ross had also called in and ended up borrowing Wade's Ute to haul away the 6 new tyres and pallet load of boxes which arrived with the Coupe. Ross returned the Ute today, accompanied by his sister Gloria to show her the Coupe, but then took another load of parts with him, freeing up much needed space in the workshop. Wade's initial brief is to get the car running, although the engine had been rebuilt in the US fairly recently, but it's not running right. I think Ross wanted Wade to tear into the engine but Wade wants to hear and see it run before he goes that far. To achieve the end of the engine running Wade first wanted to attend to the basics, spark and fuel. Here was the first problem, finding the battery. Unlike many Packards, it wasn't under a seat accessible through the floor. Instead it was in an even more inconvenient place, under the golf club compartment. A very restrictive environment for installing and removing batteries! But seeing the Coupe was now on the hoist it was removed and replaced, because it was dead flat, from undercar. Two bolts and the battery tray drops down with the battery on it. Replaced with an Optima, out of The Fossil, it turned the engine over. At least that was a start. However trying to get it to key start, it turned over on the starter button, was another matter altogether. Although it has a new wiring harness in it, most of it is not connected, besides it was routed incorrectly through the pedal area instead of the allocated hole on the left side of the firewall. It and the dash will have to come out for the wiring to be rectified.

Putting that aside, started looking at the fuel system. First order of business was determining if the electric fuel pump was working. It didn't appear to be even though it was getting power despite the failings of the new wiring. Then drained the tank, made that much harder by a rounded off drain plug. But finally got the plug out along with about 1/2 a tank of dank foul smelling fuel. Next turned to the mechanical pump, but by this time Ross had returned and advised Wade that the dual action pump wasn't operational because it didn't have an arm on it. There had been a problem when rebuilding the engine so the mechanical pump, doesn't! It's there to fill the hole on the side of the block and to link up with the the fuel line plumbing to the carburettor. The pump has a blank off plate under it's top so that fuel enters one side, does a couple of turns(with pike and double somersault, degree of difficulty 1.9) and exits to the line to the carb. But before the top came off the pump the sediment bowl was removed, it too had dank foul smelling fuel in it along with sediment and what had been the remains of it's gasket. Also, Ross tells us, the fuel was about a year old so well past it's use by date. Then took the top off the pump to be met by the sight of the sealant used looking like slimy spaghetti spread over the blank off plate. Apparently the sealant didn't agree with the fuel used. Next the carb came off, it too had sediment in the float bowl and the accelerator pump was cactus. The float bowl was cleaned out, a new accelerator pump came "out of stock", some replacement gaskets, new idle screws(these last 2 from various EE22/23 rebuild kits used in Big Red and others over the last few years, the '35 Super Eight being EE23 equipped as I found out from the Model Info page for a 858 Super Eight Coupe. Have also cleaned up the fuel pump top and made a new gasket to replace the fuel incompatible one in use. Still need to clean the blank off plate and either make new gaskets for it or source a silicon impervious to the fuel being used.

O_D, pic's as promised below.

Attach file:

---

  (38.62 KB)


  (44.51 KB)


  (41.12 KB)


  (17.67 KB)


  (27.19 KB)


  (45.59 KB)


  (47.86 KB)


  (45.53 KB)


  (33.46 KB)


  (35.20 KB)


  (31.99 KB)


  (43.34 KB)


  (24.08 KB)


  (51.90 KB)

Friday 19th April 2013

Found Wade under Amelia, just had to be the name for this Packard, when I arrived. He was looking at the various brake linkages which weren't connected or were incorrectly connected. But before attending to that took the front seat back from The Fossil to Mowads, a panel shop around the corner, for some work. Wade had been "promised", just about every day this week, they were coming down to look at and advise whether they could do what was wanted. And what was wanted? Creating the "cutout" on the right side of the metal seat so the seat adjustment handle could be mounted. But because Wade is using a LHD seat back, it's on the wrong side! Because Mohammed wouldn't come to the mountain Wade took the mountain to Mohammed or in this case the seat back round to Mowads! Left it with them and back to Amelia.

Part of the brake system fix involved the pedal which was half way depressed and wouldn't move. The reason for the half way pedal and lack of movement was found to be the stop light switch which was bent and out of position. The switch was removed for remedial action and will be reinstalled later. Next was sorting out the brake rods, these were held roughly in place by cable ties. They were also missing some shouldered bolts which fortunately were found in a large plastic bucket of nuts, bolts, washers, screws, springs, etc, etc which accompanied the Coupe. The mounting bolts for the brackets the cranks pivot on also required tightening. Assisting in this task was none other than Eleanor, aka The Fossil, which has an almost identical brake setup so reference was made on a regular basis. Good to see one grand lady helping another to regain her composure. While all this was going Ross arrived and not being directly involved with the brake linkage work proceeded to sort and package some of the parts and the large plastic bucket full of nuts, bolts, washers, screws, springs, etc, etc which accompanied the Coupe. Finishing with the rod and linkage setup undercar, there is still one connection to be attended to from above, then moved onto the brake cables. These too were weren't connected or incorrectly so. Required finding clevis pins, more consultation with Eleanor, cleaning of pins and clevises (or is that clevii?) and assembly. Wade also was able to supply a couple of rubber grommets for the front brake cables, although they won't rattle now they are very stretched and do require replacement.

Turned then back to the fuel system and cleaned up the fuel pump blank off plate. Also made a pair of gaskets to seal the pump top and plate, these were made from a pair of old fuel pump diaphragms by cutting out their middles. Also used plenty of gasket cement, but not Silicone, to assist in sealing. Along the way there was identification of parts for Ross and a firewall grommet retaining ring presented by Wade to Ross to replace the pieces of alloy presently used. Oh, and in an excursion under Amelia, Ross discovered some damage! At some point in it's transport from the US to Oz a forklift had been used to lift it, what an indignity! Has slightly damaged a chassis rail, greater damage to a cross-member, the tailshaft, is the source of the damage to the stop light switch plus more. Luckily Ross was on the phone straight away and learned he only had three days to make a claim for transit damage on his insurance. This was the third day!

At this point lunch intervened and all adjourned to the Pub to drown our sorrows for a good meal, liquid refreshments of your choice and great company. Then on returning from lunch, what's that lying on the floor of the workshop? Why, it's the The Fossils seatback complete with a new cutout on the right side and the old left side cutout filled and finished. Made for a pleasant ending to the day.
Mowads!

Won't pick up the running on the workshop again until next Friday because there wont be any. Ross is going up country to a friend with his Bentley. Wade is visiting his daughter up North. While, I'm accompanying Noel on a journey of discovery looking for a possible venue for our 2015 National Packard Rally, that's Monday and Tuesday. And on Wednesday and Thursday I too am heading North to visit my Dad on Anzac Day. Being a 92 yo digger he will be accommodated in one of the local Early Ford V8 Club vehicles members provide for any veterans needing motorised transportation in lieu of marching.

Attach file:

---

  (50.22 KB)


  (52.75 KB)


  (33.81 KB)


  (35.16 KB)


  (47.71 KB)


  (46.08 KB)


  (33.80 KB)


  (43.34 KB)

Mal,

I'm just curious, but why aren't you (collective) repairing the mechanical fuel pump on Amelia?

Cheers,

Tom

Tom,

Good question and, although I've tried to tip-toe around it by ignoring the obvious elephant in the room, your question deserves an answer. The trouble is that the pump is not connected to operate off the cam! As you're aware the operation, or rather non-operation, of the vacuum portion of the pump is also affected. Apparently the US rebuilder of the engine had a problem, which I don't fully understand, but relates to the rod that runs through the block to the cam to operate the double action pump and couldn't fix it. Wade, is perplexed as to why this wasn't fixed but, in the current situation, is stymied unless the engine is pulled down. But that scenario might be available in the near future, after the engine is heard running. This is because there are issues with the way the engine runs, including I think "noise/s" after the rebuild. Rather than jump straight in and tear it down, Wade first wants to hear it running then start diagnosing from that perspective. Teardown will be a major task which may not be necessary. Or, if it is, hearing the engine run could point to the source of a problem rather than going in blindly.

So there we go, bared my soul as to why the pump wasn't repaired. Would prefer there be no further comment on this, it should have been done "correctly" in the first instance, because circumstances have given us what we've got.

Friday 26th April 2013

My first task today was removing the knob from the top of a spare oil filler tube top because the knob on Amelia's is broken. To access the screw holding on the knob the lid for the oil filler tube first needed to be removed. Then the plate under the lid was removed by carefully, very carefully, bending back the tabs holding the plate to the lid. Following the plate being out of the way, the old metal mesh between the plate and the lid comes out, also very carefully. With all that out of the way the screw retaining the knob to the lid is now accessible. Screw out, the knob was cleaned up in the blasting cabinet and the screw lost when I was cleaning it on the wire wheel! Into a junk box and another screw found as well as a replacement spring washer because the original was broken when it came out. All that remains now is to paint it and affix it to Amelia's oil filler tube top.

While I was dealing with the knob, Wade was dealing with Amelia's stop light switch. The switch had been brutalised when Amelia was forklifted at the container wharf. Wade thought knew he had another one on the shelf but, as can happen, it couldn't be found. Wade was going to use his spare as a model for the repair of the bent switch assembly. Repair work to the switch involved bending the tube at the top of the switch back into alignment, then bending the large tab of metal that acts as a bracket bolting it to the frame. Without a sample it took a number of attempts to get it right but right it is. And now that Amelia's switch is fixed, the one on the shelf is bound to be found!

Then turned to Amelia's electric fuel pump, although connected it wasn't working. This time Wade didn't turn to the magic parts shelf, instead he went to his desk and appropriated the 6V electric pump ex pepepackard, but intended for Roy when he returns for further attention. It's the same as the non-functioning pump and would have been a bolt in replacement, except an in-line filter was also installed between the tank and the pump. Although there is a filter on the inlet side of the pump Wade was taking no chances because of the demise of the old pump. Besides, with the mechanical pump being non functional, the electric pump MUST work! So this precaution was taken to preclude contamination of the pump.

About this time lunch intervened and on our return who was there to meet us but Ross and his partner Robyn. Ross had brought over his prototype TD2000 which following crash testing as well as meeting everything else required, has been certified for US acceptance. A lovely car and I even managed to drive it. That is, out of the workshop and then back in, must have been 60 metres all up! But while it was outside in the sunlight, I took a few pic's as is my bent. Reason Ross was there was twofold, delivery of more parts and a wiring diagram for Amelia, and to see if he can get the TD2000 up on a hoist. This is because it's making a lot of exhaust noise, which it wasn't before being shipped to Oz. Unfortunately all the hoists were full but Ross gets a hoist opportunity tomorrow about 9:00am. And a little aside here. Last week, I'd jokingly said to Ross we were almost related. Why? Because his partner Robyn and my son-in-law's mother Jan have been friends from childhood and remain so. But today that came closer to the truth when Robyn advised she was also my son-in-law's Godmother. Maybe not related, but the world can be a small place at times.

Last thing today was setting up a leak test on Fleurette's inlet manifold, will sit over the weekend, see pic.

Attach file:

---

  (35.96 KB)


  (17.18 KB)


  (26.01 KB)


  (49.45 KB)


  (61.45 KB)


  (66.87 KB)


  (68.09 KB)


  (50.95 KB)


  (50.84 KB)


  (26.92 KB)

Monday 29th April 2013

On Saturday Wade had connected up the vacuum valve, that Ross had provided, to the brake rod assembly on Amelia. But to get it to fit some adjustment of the brackets were necessary which resulted in the stop light switch now being out of alignment. Added to that, another session under The Fossil revealed there's a part missing from the top of the rod of the brake light switch and Wade doesn't have one on the magic shelf. Anyone out there have a spare? But, as predicted, he did find the spare brake light switch he was looking for last week! Still needs to have vacuum hoses connected. Although there is one hose there, from the booster, but it's too short! Also on Saturday Wade had put Ross's TD2000 up on one of Rick's hoists and they found a loose panel but there's also an exhaust leak which hasn't yet been resolved.

So on to today. Wade firstly demonstrated another of Amelia's forklift inflicted injuries - a bent tailshaft, don't seem to get any better! When I arrived Wade had Amelia's had the oil filler housing off and on the bench in pieces, and a sorry sight it was too. Whoever had it apart previously hadn't taken very good care of it. Besides being full of silicon gasket sealer, parts were bent or missing. Reason Wade had taken it off was to put on the knob, I'd cleaned up on Friday, after painting it. It's a much easier task to do this off the car than on. Except it turned into a full reconditioning job on the whole oil filler housing! Spent a lot of time scraping silicon out of the housing and out of it's base. While I was doing that Wade had his spare housing apart and from it donated the baffle structure, because Amelia's was missing a piece of hers. Also cleaned up Fleurette's intake manifold, it had passed the weekend leak test.

And, speaking of Fleurette, next was a trip to Redi-strip to pick up Fleurette's hot-tanked block and head. On the way called into Pirtek at Rydalmere and picked up a brass plug for Amelia's carb as well as 1 metre of hose for the connections to and from the brake vacuum valve. At Redi-strip the block and head "weren't quite ready for pickup". This though Wade had heard from them a week ago that it was. But it was OK, the reason being it was still in the Caustic tank and had been left there for safe-keeping. It was a matter of lifting it out, pressure washing it inside and outside, drying it and finally applying a protective coating. Interesting to see the procedure as well as the same being done to a BMW body just as we arrived. Told that the procedure for car bodies is caustic, to remove the paint, then acid to remove the rust. During this step the body is taken out of the tank every day and pressure washed then back in the tank and repeated until all rust is gone. Then back into the caustic tank, to neutralise the acid, and at this point an electric current is introduced because the pressure washing doesn't get into any seams. Then pressure washing, drying and protective coating applied. Probably mixed something up, or got it wrong, with this explanation but I tried. Then dropped off the block and head at Wilkins Engineering, the parts required for the rebuild arriving in the country next week ex DAF and courtesy of Barry Smith's hand luggage! On the way home it was into ABC Bearings for a new pilot bearing for Fleurette.

Back at the workshop, who should be sitting there reading the March 2013 issue of The Cormorant News Bulletin but Ross, with Wade showing Ross the latest forklift misfortune. Ross had brought over more small parts, some readily identifiable as belonging to Amelia, others more puzzling.

Attach file:

---

  (38.78 KB)


  (35.42 KB)


  (46.83 KB)


  (11.45 KB)


  (23.90 KB)


  (24.33 KB)


  (42.61 KB)


  (51.15 KB)


  (21.35 KB)


  (28.50 KB)


  (39.22 KB)

Tuesday 30th April 2013

Wade was working on the cap for Amelia's oil filler housing when I arrived. In lieu of reusing the wire filter that was in the cap he was going to reshape a wire wool scouring pad instead. However to save some effort I suggested the use of the wire filter from the housing and cap on the shelf, it being already shaped and bona-fide Packard, and this he agreed to do. Not often a Mal suggestion gets acted on! While he was doing that I was set to work on a pair of MBM gaskets for the base and the housing. One for between the housing and the base, the other for between the base and the crankcase. The other part that needs attention in the oil filler housing is the baffle/filter assembly. Wade has donated the baffle structure from the unit on the shelf but it's missing its mesh filter. While the mesh in Amelia's is cactus. Searched the internet for something suitable last night but not wanting a 1m x 1m sheet of stainless steel mesh found instead a kitchen utensil, which 'might' be a suitable substitute, a hand held strainer. Only trouble is the mesh looks to be too fine and would be restrictive when filling or topping up the oil. But I left before a test was performed to determine suitability. Not to worry though, I have another thought for something which should be suitable, see pic.

During the course of rounding up the gasket paper to make the oil filler housing gaskets for Amelia, know what happened? The Fossil scratched me! When the front seat back returned from Mowads a week and a half ago it had been stowed under the rear of The Fossil itself. Only trouble was there are two sharp corners on the base and these were pointing out and up because of the position it was in. As I swung around the end of The Fossil ouch, an instant sharp pain, the result being a scratch about 4" long on my right leg! Fortunately the scratch wasn't deep so sprinkled it with black pepper, that stops the blood flow, and carried on. However once the gasket making and filler housing cap were finished turned to temporarily installing the front seat back in The Fossil as a shop safety measure. Meant removing the RHD drivers seat and removing the two front seat squabs and squab bases. Then sliding the seat back in and temporarily bolting it in place and returning the sliding seat, bases and squabs.

Workplace safety taken care of turned back to Amelia and readying her for startup. Part of this was the need for a rod for the choke mechanism because the rod between the choke control on the exhaust manifold and the choke butterfly rod on the carb is missing. To aid in this process I had brought down my bucket of rods, rod ends and heim joints from my misspent youth days. Surely there had to be something in there that would fit? I also brought down a couple of rods off the incomplete electromatic clutch that formerly graced my Coupe in case these could be adapted. First rod, although looking promising was too short. Also determined the choke assembly had been installed 180 degrees out on the exhaust manifold so that needed fixing too. Turned out that a combination of rods was required, most were too short by themselves but a couple of rods coupled together might do the trick. With a change of one clevis end for another on the left hand threaded end of a brass rod body together with the longest 'small' rod on hand we were in the ballpark. But the longest 'small' rod had the wrong thread for the brass rod body. Contemplated retapping the thread to suit the thread on the longest 'small' rod but didn't have a tap that size, everything else but that! However the tap and die set has two halves, one side is SAE while the other is Metric. So, and here it's best kept low key, the longest 'small' rod and the brass rod body were rethreaded and retapped to 5mm. Might not be kosher, but then hardly ever is this type of course of action contemplated let alone proceeded with. Suffice to say, Amelia now has a working choke linkage, I'm sure she at least will appreciate that.

Also had a couple of drop ins. Ross with some more wiring details for Amelia. Ross was returning later but I had to leave before he returned. And Noel with the '41 interior door handles I'd sent back with the other handles and stuff a couple of weeks ago. A Texan benefactor is going to provide the missing link, in this case a '41 120 interior door handle. Noel also brought over a new head gasket for Fleurette, ex pepepackard. Wade also took the opportunity to talk to Noel about a couple of matters relating to Fleurette's engine. Being the necessity for a new set of head studs, had thought these might not be necessary but after the hot tank it's apparent the old ones have to go. Also that K liners are also required and hardened exhaust valve seats are recommended. Fleurette won't know herself after all this! All the parts being sourced from the US arrive with Barry on Saturday. So, come Monday, they together with crankshaft and all the other parts required will be going to Wilkins Engineering for Graeme's tender touch.

Attach file:

---

  (34.83 KB)


  (31.22 KB)


  (16.06 KB)


  (22.01 KB)


  (24.18 KB)


  (36.31 KB)


  (53.18 KB)

Wednesday 1st May 2013

Wade and Ross were working on pressurising Amelia's fuel system when I arrived, that is the part of the system from the tank through the fuel filter, electic pump and through the line to where it exits in the engine compartment. After the initial pressurising Amelia's new electric pump was then able to do the job. It took three passes before clear fuel came through. It was decided to be safe rather than sorry so another filter was plumbed in between the end of the chassis line and the fuel pressure regulator and blanked off fuel pump. Not pretty, it's a temporary measure, and will be removed once clear fuel is evident through the entire system after the engine runs for a while. Next was pumping fuel through the system including the new filter, regulator and blanked off mechanical pump to the disconnected line to the carb. This too took three flushes before clear fuel was coming through.

This brought Amelia to start up point but unfortunately Ross left before this juncture, having an appointment to keep. To facilitate start up, the Start-u-bastard spray was employed but the engine was turning so slowly that didn't help. To alleviate this situation a 12V booster was employed and by this means Amelia sprang into life. However she made quite a racket for a grand old lady. A lot of rattling from within the engine accompanied by exhaust leak/s and without a return spring at a few revs too. Hand throttled back by moi, as I was on the carb side of the engine administering Start-u-bastard as required, that was my responsibility. However soon shut it down, rattles aren't a good sound. Wade then rigged up a temporary return spring and tried again this time monitoring the oil pressure, but there was none! Wade checked the oil pump pressure regulator and found it to be right out, not good. Also rigged up a remote oil pressure gauge, John's, in lieu of the line to the dash gauge. But back to the oil pressure regulator, the lock nut had rounded off corners so was a bear to remove. Wade thought he had a spare on the shelf but although two regulators were found neither had the locknut. Turned to the various "junk boxes" and found some very large nuts that fitted but they were too big, there wasn't a spanner(wrench) which would fit them in the space available. But there was one very old and very rusty nut that was close. Didn't fit, too small a thread, but there was a spanner(wrench) that fitted. So drilled out the nut and retapped it for the 3/4" NF thread required. Regulator then adjusted to provide oil pressure and another start up, but same result, barely any oil pressure. At that point I had to leave Wade to it as I too had an appointment to keep.

Wade thinks the noise inside the engine may be metal hitting metal as he doesn't believe it's bearing related. Could also have something to do with the rod for the double action pump not being connected. However, because of the lack of oil pressure, he's first going to demonstrate where we are when Ross returns this afternoon. Upshot will undoubtedly be the sump(pan) coming off as well as the oil pump and regulator being closely inspected.

Attach file:

---

  (25.86 KB)


  (35.69 KB)


  (35.07 KB)


  (26.77 KB)


  (41.37 KB)


  (29.64 KB)

Thursday 2nd May 2013

Been somewhat lacking in updating the Blog recently. So a just a quick catchup here. Upshot of the days activities after the sump(pan) was dropped is that Amelia needs at least a partial engine overhaul. And Ross is keen to get a message out that when it comes to things Packard that experts need to be involved and that preparation is an essential element of this. Apparently he's had three different mechanics do three rebuilds of the engine while the car was in the US, with guys in Texas, Tennessee and Kentucky each trying their hand. Finally, he's brought Amelia 'home' to Australia for Wade to work on. Plans are being formulated of what to do from this point and another rebuild of the bottom end only is one scenario. Whether it's more will depend on what's found when the rest of the engine is dis-assembled.

And an aside: Forgot to include in my 13th March post that I surprised Wade with a little gift that day, being a '34 Packard wiper motor. At that moment he had none! Last year during my Hershey trip, acting on Wade's behalf, Noel and I dropped in a pair of '34 wiper motors to Rob at Ficken Wiper Service for rebuilding. But Rob took one look at them and expressed grave doubt they were rebuildable. After this setback, Noel and I scoured Hershey and eventually found another pair. This pair also received the same sentence of death from Rob. However both pairs of motors were left with Rob for a detailed inspection and assessment following return to his shop and, if possible, rebuilding. Following Rob's preliminary diagnosis, although that was for unopened motors, from time to time I've searched eBay looking for '34 wiper motors. Among the few I've found, and very few come up for sale, this one sold for a reasonable price while all the others were very expensive! Recently heard from Rob that the four wiper motors are not rebuildable and arranged for their return to Wade. Yesterday Wade was able to advise that they'd arrived home.

Attach file:

---

  (46.71 KB)


  (41.32 KB)


  (47.69 KB)


  (33.24 KB)


  (39.68 KB)


  (35.35 KB)


  (32.92 KB)