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Ken_P

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    Fernandina Beach, FL
  • Other Clubs
    CCCA, PAC

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  1. Matt, it was great meeting you and Melanie. The car looked great! Hope you did well!
  2. I'm attending Hershey this year from Florida. Looking to buy a bellhousing, flywheel, clutch, starter and generator from a gentleman in Wrentham, MA. Is there anyone from that neck of the woods who could bring that small but heavy pile of parts to Hershey? If so, please shoot me a PM and we'll see what we can work out. Thanks in advance!
  3. Matt, hats off to you. That was one hell of a journey, and I think you capture in a single post what makes it all worth it - time with family. I'm getting misty eyed thinking about it. Really glad you got to share that with your dad, and thanks for sharing it with us, and making our days just that little bit better.
  4. Thanks Peter for making the title more descriptive. Just bumping back to the top for a day or two.
  5. Hey! So I live just off I-95 north of Jax, and looking at buying a flywheel, bellhousing, starter and generator from a guy in Ma for a ‘53 Willy’s F134 engine. Obviously that’s a lot of heavy stuff to ship, but too small for a commercial carrier/guy with a trailer. Anyone making the trek before mid Jan? Thanks!
  6. My first car was a 1984 Nissan 2WD extended cab pickup with a straight 6 and a 5 speed. Bashed in bed where my little sister kicked it out of gear on top of a long hill. Bought it from my dad at 15 a few months after that incident. 3rd car was a 1989 Buick Regal with the hot all aluminum 3.6L V6, 2 doors - kind of wish I still had it!
  7. I'm in AACA, CCCA (want to own a full classic some day), and PAC. Previously joined MARC, dropped it. Likely to join MTFCA or the HCCA in a few years after I quit moving every few years and can actually expand my collection.
  8. Jeff and Rusty, thanks! I did find one problem - upon cleaning the u-bolts, it was evident that they were a little bit loose. I think this is what was allowing the axle to shift laterally. I also measured the leaf spring arch. Per Eaton spring, factory arch is 8-1/2". Passenger was at 8-3/4" and drivers was at 8-1/4". I swapped sides of the leaf springs, reassembled everything, and got her back on the road. Clunk is still present, but much softer. I suspect the clunk is from the rear end as Jeff suggests. Perhaps it was made worse by the loose u-bolt, or it sounds the same and it's just my wishful thinking that it's better. Either way, I'm going to drive it! I am also renewing the shock oil and installing new shock links. We'll see how she rides when I'm all done.
  9. Trying to troubleshoot what I hoped would be a simple suspension problem. Unfortunately tear down didn't reveal any problems! 1937 Packard 120, HPOF car, 54,xxx original miles. I've owned the car for 7 years (time flies!) and I've spent time each year improving it mechanically and cosmetically while keeping it original. I also often work in fits and starts because of my career, moving, young family, etc... The problem: the car would "clunk" from the rear of the car upon takeoff. It initially sounded like a u-joint to me. They felt fine, but I replaced them anyway. No change. The exhaust is also really tight where it goes through the X-frame, but the noise seems more substantial, and the exhaust was inspected several times and doesn't appear to be the problem. Finally, this spring, I had a helper look under the car while we tried to re-create the noise. Found there is significant pinion rotational motion, especially if taking off in reverse, subsequently stopping, and then taking off in first gear. This rotation of the pinion corresponded exactly to the clunk. I thought the problem was solved - a broken shackle, shackle mount, or leaf spring. The problem is, I've taken apart the entire rear suspension, and other than breaking a shock link (argh!) and cleaning off 85 years of grease buildup, I haven't found any smoking guns. I removed the leaf springs, carefully removed the gaiters, and cleaned everything up. The only issues I've found so far: 1. With the axle removed but the springs still attached, the passenger leaf spring seemed to have slightly more lateral motion than the drivers side. 2. Both leaf spring bushings (on the forward eye of the spring, opposite of the shackle) appear to have some wear, although there is no wobble that I can see with a prybar through the hole. 3. Upon disassembly, it was apparent that the passenger rear wheel was contacting the inner fender occasionally (rub marks) and there was grease from the passenger side shackle on the fuel tank, both indications that the entire axle assembly is moving left, relative to the frame. 4. The passenger leaf spring is about 1/4" taller than the driver's side spring when they are upside down and side by side off the car, fully unloaded. Exercising the spring (me standing on them and cycling a few times) changes nothing. No cracks that I've found anywhere, the mounts are solid, shackles are solid, etc. etc. I can source new leaf springs, but I hate to just throw parts and money at the car without finding an actual problem. Both springs are the same part number, so right now I'm tempted to swap the two leaf springs side to side, re-assemble, and see what I find. The car rides well, perhaps a bit harsher than my previous Packard (37 115), and wallows a bit on larger bumps. Again, just trying to solve the "clunk". Anyone have any ideas? Thanks in advance!
  10. My first time driving I was about 6 or 7 - it was about 1988. My Grandpa had an early '60s GMC 2 ton with a flatbed. He asked if I could keep it straight in the field, then put it in low gear, slid out onto the running board, and jumped onto the bed of the truck to spread hay. I was having a ball steering (couldn't reach the pedals), when he suddenly swung back in, slid me over, and wrenched it to the right. There was a ditch I couldn't see. By 9 or 10, I was driving the wheel tractor and riding dirt bikes, and by 11 or so driving around the ranch in his 1985 Chevy 1 ton 4x4. When I was about 12, my mom would let me do parking lot laps in our 1984 Pontiac Bonneville. Got my license at 15, and that summer hauled grain for harvest in a Mack 10 wheeler with an Eaton 13 speed. Two years later, the wheat truck was a 1965 White-Freightliner cabover 10 wheeler, with a 5 speed main transmission and a 4 speed brownie. Air assist power steering made that truck a chore to drive, especially loaded! Every once in a while the brownie would get stuck in 3rd, which made pulling out onto the highway loaded a lot of fun. Loved working for farmers, but the ones I worked for taught me a lot about how NOT to maintain a vehicle!
  11. Well, that should be easy to find 😂 🤦‍♂️. Seriously though, thanks for the input.
  12. Fair enough. And I should note that my car (‘37 Packard 120) only has a mechanical fuel pump, and I haven’t had any issues. When you re-jet for modern fuel, do you go slightly smaller or slightly larger? Main jet, idle circuit, or both? (I assume main) What’s the theory behind it? Thanks! Also, sorry for the slight thread hijack.
  13. Check out oldwillysforum.com - tons of great info.
  14. While I appreciate your perspective, this is a bit of a straw man. Fuel has fundamentally changed since these cars were new. With modern fuels having a much lower boiling point, an electric pump can correct problems that didn’t exist when these cars were new. The many fuel atomizing systems of the past (heat risers, spark plugs in the intake, etc) highlight that 70-100 plus years ago, manufacturers had the opposite problem, because of the high boiling point and difficulty atomizing the fuel of the day.
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