DavidMc

I have just returned from driving Perth to Sydney (Australia) 2,600 miles in a 1912 Maxwell 2 cylinder, it took 20 days. There were about 30 cars and bikes all around 100 years old and all one or 2 cylinder that made it all the way. I was a great adventure not without problems but we did trailer the Maxwell to the start. As we live in Sydney we thought that driving the 2,600 miles to Perth for the start was a bit over the top! We also have 1920's Packards all restored to excellent original condition and all driven on tours. We have covered about 15,000 miles in the oldest a 1922 Packard and it has always made it home under its own power. Each car has been entered into concours/show type events in its first year after restoration then maintained in good condition but not to show standard so that it can be driven in all weather without being concerned about it getting dirty. If you don't drive them you are missing out on great experiences. However the best part for me is the years spent restoring them .

Bernie, This is my second attempt to respond re the return spring, it connects to a lug on the underside of the toe board . David McCredie

I am not familiar with your particular model Studebaker but I would expect that there is a simple ball and spring that slips into a groove on the selector shaft for each gear. If the spring is broken or weak then it will not hold in gear. I had a similar problem with top gear on a 1929 Packard and a stronger spring stopped it jumping out of top gear. If its anything like mine its a simple job. David McCredie Australia

I agree, I have had occasional dealings with Bill Hirsch over many years and his service and personal attention has always been exceptional.

Ben is right on, that is a very likely cause of your problem, it can takes a few attempts to get the pin on the underside of the float to enter the centre hole in the bottom of the tank. If it is not entered the float will hang up.

<!--[if gte mso 9]><xml> <w:WordDocument> <w:View>Normal</w:View> <w:Zoom>0</w:Zoom> <w:PunctuationKerning/> <w:ValidateAgainstSchemas/> <w:SaveIfXMLInvalid>false</w:SaveIfXMLInvalid> <w:IgnoreMixedContent>false</w:IgnoreMixedContent> <w:AlwaysShowPlaceholderText>false</w:AlwaysShowPlaceholderText> <w:Compatibility> <w:BreakWrappedTables/> <w:SnapToGridInCell/> <w:WrapTextWithPunct/> <w:UseAsianBreakRules/> <w:DontGrowAutofit/> </w:Compatibility> <w:BrowserLevel>MicrosoftInternetExplorer4</w:BrowserLevel> </w:WordDocument> </xml><![endif]--><!--[if gte mso 9]><xml> <w:LatentStyles DefLockedState="false" LatentStyleCount="156"> </w:LatentStyles> </xml><![endif]-->Did you replace the tension springs on the lever arm with the correct ones? The lever arm needs to snap over centre up and down, if its not snapping down maybe the springs are incorrect. Also there is a half round flat spring between the lever and the float, if that is missing or broken the vacuum tank will not work. There have been a number of previous threads on this site that are worth reading plus webs sites such as this one which also shows the flat spring I am referring to: <!--[if gte mso 9]><xml> <w:WordDocument> <w:View>Normal</w:View> <w:Zoom>0</w:Zoom> <w:PunctuationKerning/> <w:ValidateAgainstSchemas/> <w:SaveIfXMLInvalid>false</w:SaveIfXMLInvalid> <w:IgnoreMixedContent>false</w:IgnoreMixedContent> <w:AlwaysShowPlaceholderText>false</w:AlwaysShowPlaceholderText> <w:Compatibility> <w:BreakWrappedTables/> <w:SnapToGridInCell/> <w:WrapTextWithPunct/> <w:UseAsianBreakRules/> <w:DontGrowAutofit/> </w:Compatibility> <w:BrowserLevel>MicrosoftInternetExplorer4</w:BrowserLevel> </w:WordDocument> </xml><![endif]--><!--[if gte mso 9]><xml> <w:LatentStyles DefLockedState="false" LatentStyleCount="156"> </w:LatentStyles> </xml><![endif]--><!--[if gte mso 10]> <style> /* Style Definitions */ table.MsoNormalTable {mso-style-name:"Table Normal"; mso-tstyle-rowband-size:0; mso-tstyle-colband-size:0; mso-style-noshow:yes; mso-style-parent:""; mso-padding-alt:0cm 5.4pt 0cm 5.4pt; mso-para-margin:0cm; mso-para-margin-bottom:.0001pt; mso-pagination:widow-orphan; font-size:10.0pt; font-family:"Times New Roman"; mso-ansi-language:#0400; mso-fareast-language:#0400; mso-bidi-language:#0400;} </style> <![endif]--> Rebuilding a Vacuum Tank / Basic Vacuum Tank Repair If I may be a pedantic, these are not strictly "pumps". They are vacuum tanks that simply use engine vacuum to reduce the pressure in the vacuum tank to less than the pressure in the fuel tank which draws the fuel up into the vacuum tank where it flows under gravity to the carburettor.

I would be very interested to see a photo showing how you have attached the mirrors. I have a 1929 Packard with disc wheels and side mounted spares.

Greg, The 326 Packards had a "Cigar Lighter" on the dash, it has a recoil mechanism, I have one in my 633. They come up on e-bay from time to time. The body of the speedometer unit is made from pot metal (diecast) and typically cracks and swells. Its not unusual for the speedo to continue working but the mileage indicators to stop because of movement of the pot metal. Glenn Smith from Brisbane makes a new replacement internal support for the 6th series speedos which may be the same as yours. I think the fuel gauge on yours is the "Grolan" type that has a float in the tank driving the needle on the gauge via a cable connecting the two. There is a good write up on these units in the Service Manual. I can send you a copy if you need it. Incidentally I recommend purchasing both the Service Manual and Parts books , they are readily available as reproductions from Kanters etc. I can't help with a an old radiator. David

Bernie, I just enjoyed catching up on the progress with the Packard over the last 4 weeks. In an earlier post the subject of air cleaners was raised and you mentioned my name. I have a copy of a letter from Packard to the dealers dated 15 August 1928 informing them that an air cleaner is being offerred as an after market product for models 426, 526, 626 343, 443 & 640. I have one on my 633 which obviously has the same engine as a 626. Its a complicated casting because it connects to the two air inlets. They were being repoduced by a Packard enthusiast in Victoria some years ago but he has told me that the patterns have been lost. Also I have a crank hole cover on my 126 if you need details As for you comments on our "Across Australia" it was a memorable event driving a 2 cylinder 100 year old Maxwell from Perth to Sydney. That's 4,000 kms or 2,600 miles for our non Australian readers. We covered it in 20 days, there were 37 cars and bikes at the start and most finished and most had lots of problems including us. We only had a mobile phone with Optus so comunication was almost non existant and it was one of the pleasures of the trip to be devoid of radio, TV, phone, computer etc. More information can be found on this web site <!--[if gte mso 9]><xml> <w:WordDocument> <w:View>Normal</w:View> <w:Zoom>0</w:Zoom> <w:PunctuationKerning/> <w:ValidateAgainstSchemas/> <w:SaveIfXMLInvalid>false</w:SaveIfXMLInvalid> <w:IgnoreMixedContent>false</w:IgnoreMixedContent> <w:AlwaysShowPlaceholderText>false</w:AlwaysShowPlaceholderText> <w:Compatibility> <w:BreakWrappedTables/> <w:SnapToGridInCell/> <w:WrapTextWithPunct/> <w:UseAsianBreakRules/> <w:DontGrowAutofit/> </w:Compatibility> <w:BrowserLevel>MicrosoftInternetExplorer4</w:BrowserLevel> </w:WordDocument> </xml><![endif]--><!--[if gte mso 9]><xml> <w:LatentStyles DefLockedState="false" LatentStyleCount="156"> </w:LatentStyles> </xml><![endif]--><!--[if gte mso 10]> <style> /* Style Definitions */ table.MsoNormalTable {mso-style-name:"Table Normal"; mso-tstyle-rowband-size:0; mso-tstyle-colband-size:0; mso-style-noshow:yes; mso-style-parent:""; mso-padding-alt:0cm 5.4pt 0cm 5.4pt; mso-para-margin:0cm; mso-para-margin-bottom:.0001pt; mso-pagination:widow-orphan; font-size:10.0pt; font-family:"Times New Roman"; mso-ansi-language:#0400; mso-fareast-language:#0400; mso-bidi-language:#0400;} </style> <![endif]--> VETERAN CAR CLUB OF AUSTRALIA (N.S.W.) 2012 Expedition Home David McCredie

Bernie, Picking up on your question about "How would the judges see this?". This is just my view, after restoring 4 - 1920's cars from junk, to as close as I could get them to as they were when delivered new. The only judge I concern myself is me (and my better half who is far more critical than any concours judge). Having said that all of my cars were judged in that brief period from when they were finished until we started using them on tours and they did well. I doubt that you are too concerned with what the judges think!! BTW I have just mailed you some good stuff on SPA cars. We leave next week on the "Across Australia" tour. VETERAN CAR CLUB OF AUSTRALIA (N.S.W.) 2012 Expedition Home

Bernie, referring back to one of your posts a few days ago, my 1929 Packard Roadster has a light in the dickey seat area that is operated from a switch local to the dickey seat . I just checked the "Facts Book" for the First Series and strangely it does not describe the Roadster (Runabout) even though one was offerred. The descriptions for the 2 Coupe bodies make no mention of a luggage compartment light, which is not to say that it was not provided

Bernie, There is a good article about a 1924 SPA in "Restored Cars" magazine no.28 dated May/June 1978. I met the owner many years after reading it and after he had sold the car and he spoke of it with great admiration. Let me know if you would like a copy. Certainly a very worthwhile project. David McCredie

I would be very interested to know the source of those low pressure check valves. I have my vacuum tank set up with a bypass electric fuel pump exactly as you propose for use when the car vapor locks. The check valves are spring loaded and I have reduced the spring tension but I am not confident that they will allow flow from the vacuum tank under gravity and prevent reverse flow when the pump is operating.

Bernie, I can't help ypou with a speedo cable but if nothing comes to lighgt I will remove mine and get you some details so you can make one. David

Bernie, My battery box is under the floor as original and I have not provided any heat shield. The exhaust pipe is about 1 1/2 " to the side of the battery box which should provide enough air gap to prevent any significant heating of the battery, although I have never checked it. David.

Bernie, I have not seen any evidence of lead in the bottom of the battery box of mine or other similar cars. I painted mine with 2 pack then placed a piece of 3/8" ply in the base. Its been like that since 1985. The last 10 years it has had an Optima, and still has the same one. Must be getting close to its "use by" date, (hopefully before I do!!) David

I have used Penrite Steering lube for many years, its an extremely thick oil almost a semi fluid grease but it does flow so it will not channell. Penrite products are available from Restoration supply company and no doubt other suppliers.

Thats 9824 7406 for BCA Friction Materials

Try BCA Friction Materials. They are at Minto on 8247496. www.bcafm.om.au. They are very good with all old car applications for brakes and clutches. I used them recently for some veteren brake linings. Worth a visit to their premises if you can make it.

Donald & Bernie, Some photos of the tilting windshield arrangement on my 1922 Packard Sport

Hi Donald and Bernie, Those fittings are for the windshield on the closed models, the open cars are different. What body style is yours Donald. I can photograph my tourer if it helps. David

Pat, I can't help you with those wheels, they are later than the ones I am fmailiar with on my 1929 Packard. I am sure others will be able comment.

Pat, Need more details, the late 1920's Packards had 8 stud wheels and were 20" diameter. How about a photo.

There are grease nipples on the 733 bearings that I have and they are also on both of my 633's. I wonder if the large "U" shaped brackets that support these bearings have been left off your car at some time. If that support was missing there would be a very high load on the flanges that have broken. BTW these parts look the same on my 633's . There were many more 6th Series cars so it could widen your search.

I have a 733 rear axle and just checked those parts, one is broken like yours the other seems OK. It must be a weakness with that model. Maybe Packard improved the design on the later models such as an 833. However I can help you with one. I am in Australia so if you can find the parts locally it would be better.