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About DavidMc

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  1. Thanks Frank but why? I should have explained the question better. The question only relates to when the car is running with the ignition circuit powered by the low voltage magneto with points and coil in parallel. (The starting circuit, powered by the battery, has the coil and points in series.) On a car with the coil and points in series, as is normal practice with later cars, when the points are closed current through the primary windings creates a magnetic field around the core of the coil , when the points open, breaking the current through the primary windings, the magnetic field collapses and a high voltage occurs in the secondary windings connected to to the spark plugs. With the Maxwell, and apparently other low tension ignition cars, the coil and points are in parallel , with this arrangement when the points are closed all current bypasses the primary windings of the coil so no magnetic field is is created. When the points open, the in rush of current through the primary windings creates the high voltage in the secondary windings connected to the spark plugs. So my question is why wasn't the same series circuit used for both battery and magneto? Both circuits work. It just seems odd and it complicates the switching from battery to magneto so there must have been an advantage. What is that advantage?
  2. I have a question about 2 cylinder Maxwell cars From 1909 these cars use a 6V low tension magneto with coil and condenser for the ignition system. A battery is used for starting on hand crank. The ignition systems on these Maxwells has the coil in parallel with the points when running on magneto, which, according to my Dykes(16th) is “the one in general use where a low tension magneto is used with a high tension coil” (page 253). With this arrangement the coil is bypassed when the points are closed and the high tension current to the spark plugs occurs when the points open and current from the magneto passes to coil. This is contrary to my experience with later cars where the coil and points are in series and the spark occurs when the points open collapsing the magnetic field in the coil. Can anyone explain why this arrangement with the coil and points in parallel was used on early cars with low tension magnetos?
  3. My daughter at 1 year old , 30 years later with her 1 year old son. Same car 1922 Packard (different registration plates)
  4. My car had the brass professionally clear coated by the previous owner. It looks good but not in the same class as recently polished brass. Its been on for about 15 years now and there are a few spots where the coating is failing. Maybe time to get it done again or stripped. In either case I suspect it won't be cheap. I have also seen gold plating and would not have known had it not been pointed out. I thought it looked great. I did not ask about the cost.
  5. Interesting but I wonder about the technology being in its infancy in 1910. The crankcase in the Maxwell was intruduced in 1904 and its not a simple casting. It houses the transmission and carries the two cylinders of the engine all in one piece and it carries the rear main bearing of the engine. Also early Pierce Arrow car used cast aluminum bodies. http://www.pierce-arrow.org/features/feature26/index.php We are straying from the issue originally raised which needs a photo of the cracking for it to progress further.
  6. Back in Nov 15 I posted that my friend had ordered the new DL 51 carburetor, It arrived and was installed with instructions not to touch the adjustment. The car immediately ran better than ever and is still going well. Not cheap but highly recommend. The body of the previous original DL 51 had stared to crack and is now an ornament.
  7. DavidMc

    logo lites

    I have fitted these to 4 1920's Packards, they are an excellent product with very bright lights, unlike the many turn signals using motor bike lights BUT I have had two of the 4 controllers fail. The first time I received support from the supplier, the second time I received no response. So as much as I like their function I won't be using them again.
  8. Excellent result. Laying down that much weld without any porosity takes real skill. Any tips?
  9. I have no idea what car that is but it is obviously very early , maybe its a one off. Have you tried the HCCA Forum, https://hcca-org.thenetpros.net/BOARDS/ Its far less active than this one but worth a try. If that does not work I would write to HCCA and maybe they will publish your letter in their magazine the HCCA Gazette, it has wide circulation. Good luck. I hope you let us know of anything you learn.
  10. I use the pump when leaving home for a drive so that most of the leakage has finished before returning. A post on the PI site some time ago, advised that straight 50 grade oil is the closest modern equivalent to the original Bijur oil.
  11. Unfortunately I do not have the same lubrication diagram for the 5th Series cars but I doubt there would be a difference bearing in mind the the 633/626 cars were essentially 526/526 cars with an 8 cylinder engine squeezed into the engine bay. Also I would reuse your dripper, the slight difference in drip rate (if it is not the recommended one is unlikely to be critical). I would be more concerned with oil reaching every drip point.
  12. The flat end goes into the fitting , see the attached drawing . Its a total loss lubrication system, what goes in drips out. I have restored the Bijur systems on 2 Packards and had everything working before fitting the body but over time the drips no longer come from all of the lubrication points and tend to migrate to areas of less resistance - (the oil will take the line of least resistance) so other points receive less or no oil.. My last project has a dummy Bijur system with grease nipples . Note that it is Bijur.
  13. In addition to the reasons already stated, machining out the block or head to take the seats can weaken a casting already weakened by internal corrosion leading to cracks especially where the valve are close together. I had to discard a 1929 Packard block due to multiple cracks that developed between the seat inserts. Replacing the machined out material with the inserts does not compensate for the material removed and the stress from the interference stress may further increase the risk of cracking. Don't do it apart from being unnecessary it can be detrimental.