scott12180

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Everything posted by scott12180

  1. Hello -- I am thinking of installing a set of Phil Bray's high speed ring and pinion gears into my 1932 Packard. I know that installation of these is a precision operation and not something for the shade-tree mechanic. Does anyone know of an exerienced man in the northeast who I could inquire to? I live near Albany and would like to find someone within 100 miles or so. I can remove the differential and bring it to whomever can do the set-up. On the other hand, has anyone done this themselves? Just how difficult is it? Should I try it myself? I've rebuilt a coule of engines, so I'm a little better than shade-tree. --Scott
  2. Hi, all. The hood hinge on a 1932 Packard, and others I'm sure, uses a brass rod with a complex C-shaped cross section which forms the working part of the hinge. The other chromed steel parts are fixed to both sides of the hood itself. Being brass, that C-shaped inner part tends to crack with age. Is anyone making these things? Any suggestions how to repair or replace this thing? --Scott
  3. You can switch grounding without much trouble, at lesat on early cars. My 1926 Eight had been switched to negative ground because the previous owners fitted a fuel pump that was sensitive to the proper ground. I went back to vacuum tank and put the system back to positive ground. SOmetimes I've heard it said that you will need to "flash" the generator to give the field windings the proper polarity to start charging correctly. Just once -- the first time. Momentarily close the cut-out or touch the battery hot wire to the generator directly, bypassing the cutout. I did not do that (out of curiosity) but had no trouble. Starters don't care about polarity, neither do lights or horn. If you are using an electronic ignition or ignition booster, then be VERY careful about the proper ground. (Ask me how I know :-) ) --Scott
  4. Hello -- On a closed car from the early 1930's that has a fabric insert in the roof, is there any suggestion on how to treat the top to make it waterproof without ripping it out and installing a new one? It is in very good condition but being old is probably brittle. I am also concerned about water leaking around the edges and staining the upholstery. Any suggestions for a coating or treatment will be most appreciated. --Scott
  5. Does anyone have recent experience with Egge pistons? I heard alot of bad things about them. Managemnet changes, Mexican labor, poor quality, etc. My last car was done with Arias pistons which were beautifully made. Trouble is they are well over twice the cost and take four weeks to make. Egge pistons are in stock and off the shelf. If they have improved then I might give them a try, but I am still wary. Any opinions on Egge these days? --Scott
  6. What is a good modern spark plug that I can use on a 1932 Standard Eight Packard? References I have call for original equipment A-C type K-9 or K-7. This nomenclature is not currently available. Any recommendations on modern equivalent? --Scott
  7. Classic Car Club First Place #1787. Very handsome, properly restored car from a particularly solid and sound original. Dark green and midnight blue on black, proper tan broadcloth upholstery. New engine bearings, new waterpump by O&G, rebuilt Detroit Lubricator carburetor by "Old Carb Doc". Bedford blackwall tires with proper tread design. Looks good. Runs and drives very nicely. Plenty of power and pep. Heater for comfortable touring in all weather conditions. Needs nothing. Asking $55,000. Scott Dwyer Troy, New York dwyers@rpi.edu 518-276-8414 leave message. Photographs sent on request.
  8. Classic Car Club First Place #1787. Very handsome, properly restored car from a particularly solid and sound original. Dark green and midnight blue on black, proper tan broadcloth upholstery. New engine bearings, new waterpump by O&G, rebuilt Detroit Lubricator carburetor by "Old Carb Doc". Bedford blackwall tires with proper tread design. Looks good. Runs and drives very nicely. Plenty of power and pep. Heater for comfortable touring in all weather conditions. Needs nothing. Asking $55,000. Scott Dwyer dwyers@rpi.edu 518-276-8414 leave message. Photographs sent on request.
  9. I have a recently acquired 1932 Packard 902 Victoria Coupe. The top insert appears to be original and is in good shape. However, being original I am concerned that it is brittle and may be prone to leaks should I get caught in the rain. (And in this climate that will happen eventually.) Any suggestions for a top dressing or sealant that I can apply to waterproof the top? I am especially concerned about the edges where the top meets the body. I expect this would leak first. Thanks --- Scott
  10. I have a recently acquired 1932 Packard Victoria Coupe. The top insert appears to be original and is in good shape. However, being original I am concerned that it is brittle and may be prone to leaks should I get caught in the rain. (And that will happen eventually.) Any suggestions for a top dressing or sealant that I can apply to waterproof the top? I am specially concerned about the edges where the top meets the body. I expect this would leak first. Thanks --- Scott
  11. 1914 Series 4, 5 and 6 parts, TWO Eisemann EDAJ-6 magnetos. One complete and working (was checked over by magneto specialist but I never ran it on a car), the other is complete except for points. TWO cylinders. One whole, good and useable. The other has one broken ear. Neither appear to have cracks on the cylinder wall. Both need to be rebored to clean up. ONE complete spring, taper leaf as correct for S/4,5,6. Sell as one lot for $1500. Will ship for cost, deliver to Trek or you can pick up near Albany, NY. Scott Dwyer dwyers@rpi.edu
  12. While is is true that for sustained high speed driving insert rods are better than poured babbitt, I think that one reason why auto and engine companies don't use babbit connecting rods today is also due to the cost of manufacture. It should be alot cheaper to use insert bearings that don't need to be fitted. You avoid the costs of careful pouring or spinning, too. And all inserts and rods and crankshafts are interchangeable and a lot easier to replace than babbitt. I think that new babbitt is perfectly good for an antique car that is not stressed too hard. If you want to drive 70+ mph on the interstate all day and participate in drag races, then you obviously want inserts. But most of us can get along fine on babbitt. I've driven 25,000 miles on a Franklin with babbitt rods, and about 10,000 miles on a Packard with recently babbitted rods. No troubles, no perceptable wear. It's all how hard you push the engine. Keep it sane and drive these cars like they were antiques that they are. It's not only the bearings that can give trouble, you know.
  13. Quote: Virginia? Yes you can (buy regular tags), but you'll have to get an annual inspection and be at the mercy of inspectors who might not be familiar with your car. Same in New York, even if you have antique tags. But what we do is not to take your old car to just any garage for inspection, but to someone you know or someone who is reasonable or enthusiastic about old cars. And someone who knows that the law says that whatever worked on the car when new must be working today, nothing more. (Although most people install turn signals and brake lights for safety.) Yes, it's a pain, but with many small independant shops you can usually find someone williing to help. I would certainly rather not deal with the stupid inspection every year, but it sounds better than what you folks are dealing with in Virginia not being able to drive your car as you want. As for New York, most people never have any problem with antique tags here. I just recall that once a car is registered as an antique you can't revert back to regular passenger tags. And as Virginia as an example, I don't want to be locked into fickle legislative restrictions that may someday be enforced on antique tags. Besides, they didn't have antique tags in 1926, so regular passenger tags just look more authentic on my car and are the same cost if not cheaper. --Scott
  14. Reading through this thread, I have to wonder if the problem is only the use of antique tags on an antique car. Here in New York I've never registered an antique using antique tags. Just too many potential problems. Both my 1926 and 1932 Packards (and other pre-1930 cars I've owned) are registered using normal passenger tags. I can use my cars however I want, except for insurance restrictions. And if I get regular car insurance (liability only) I can drive my antiques anywhere, any time for any purpose. Do you have this option in Virginia and other states? -Scott
  15. scott12180

    Champion plugs

    Here's a story on Champion plugs. Recently I put a new set of Champion W-18 (or similar) into my 1926 Packard Eight. The car ran terribly. I could barely get it home from once around the block. I removed the plugs and found them to be wet with gasoline. But more importantly, one plug had it's electrode mashed together. What happened was that the Champion plugs are longer than AC or Blue Crown or similar plugs. The long plug was interfering with the VALVE. In other words, the exhaust valve had hit the bottom of the spark plug and closed the gap on one plug. I got lucky on the other seven. Did not bend the valve, thankfully. I also think that possibly the long Champion plugs extended too far down to properly ignite the fuel mixture. When I put in a set of old-time Blue Crown Husky plugs, the car ran perfectly. Your theories as to why the Champion plugs didn't work are welcome. NAPA accepted the eight plugs back as defective returns, by the way. Very good of them. --Scott
  16. Headlight lenses are now on E-Bay. Scheduled start Feb 14th 12:00 EST/9:00 PST for 7 days. Auction # 180085867601
  17. Is anyone interested in a pair of Bausch & Lomb 10-1/4" headlight lenses that fit Franklin Series 11 and maybe 12? These are the ones that are fluted and very thick at the bottom and gradually thin to the top. They are lightly hazed purple from exposure to UV light, but about as clear as I've seen. One lens is perfect. The other has four thumb-sized chips around the edge that should not effect the lens once it is mounted in the headlight. Not sure what they are worth. Any offers? --Scott
  18. Hi all, Could someone suggest how deep a scratch in a cylinder block (or head) must be before it might compromise a new head gasket? I have a 1932 Packard Standard Eight cylinder block that has several scratches, some of which appear deep. (How deep is deep??) I can catch them with my fingernail easily.) One scratch goes between combustion chambers. I will use copper head gasket sealer and a new copper head gasket, but will a scratch that deep eventually cause the gasket to fail? It appears that the scratches were there a long time, certainly before the studs were in place. The old head gasket did NOT fail. But that doesn't mean the new one will be OK, does it? Yes, I should have the block planed (skimmed) but that entails alot more work than was bargained for. Suggestions welcome. --Scott
  19. Well, Packard never made a 5th Series Eight, so the car isn't a 533 Eight. They jumped from the 4th Series Eight in 1928 to 6th Series Eight in 1929 to get the series designations in synch between the senior and junior cars. The car is a six cylinder without much doubt. It's a 1928 for all the reasons cited here, but as for model look at the length of the hood and the size of the headlamps. The 443, the Eight for 1928 as well as the Eight for 1927, had a VERY long hood and much larger headlamps to create a very imposing presense. The hood on the Eights for that vintage was a full ten inches longer than the Sixes, all of that length being the additional space taken up by the two extra cylinders. --Scott
  20. Right --- I want blackwalls. And right again --- it's the size 700x19 that makes it so tough. Converting to a 20-inch rim would be pretty expensive, I think. Cheaper to run Excelsiors. I typically run nearly 5000 miles a year. There is a British "tyre" company which sells Michelin's in 700 x 19 as well as 700 x 21 for my 1926. They look even better than the Excelsior tires, but with the currency conversion would amount to $500 a tire. I'll live with Lesters for that much dough. (When I rode a late-model motorcycle, tires usually ran about $500 for the pair every 8000 miles. And that was once a year, often more frequently. So, vintage car tires don't seem all that expensive by comparison.) I'm not really against Excelsior. I just would like to hear from someone who had a good experience with them. I am 99% sure my rims are good, hence why I blame the out-of-roundness on the Bedfords which came on the car. I should, however, remove a "bad" tire and carefully examine the rim. Especially before I am about to blow $1600 on tires. --Scott
  21. >>Since, I was the only one that Replied, I suppose you are talking to Me? If so, 'You are Very Welcome'. Gee, now that I look back, you were the only one who replied with an answer. Thanks ! Thanks, also, to Wayne for posting my photos. And yes, it was a good party --- 4 guys owning 1926 Eight Phaeton, 1926 Eight RHD Phaeton, 1927 Eight Roadster, 1932 902 Sedan, 1932 902 Victoria Coupe, 1936 120 Sedan, 1937 Twelve Sedan, 1938 Super 8 Sedan. Would have made a nice car show ! --Scott
  22. In regard to the price of Excelsior tires, it's not really the outright price that one can or cannot afford. If tire brand X costs $150 each and tire brand Y costs $300 but lasts twice as long or more, then it's false economy to keep buying cheap tires. Especially if the tread pattern on the expensive tires is preferable. Someone also commented that if I drive my car I should buy modern tires. Yes, I agree. But 700 x 19 tires are only available in vintage-style tires. :-( I thought about finding modern truck tires but none are available on 19-inch rims. My other car, the 1926, takes 700 x 21. Another hard-to-find size. Man, I sure have a knack for owning cars with weird tires. --Scott
  23. Happy New Year to all my fellow Classic owners ! I need a new set of tires for my 1932 902 Victoria Coupe. A set of Bedfords from the previous owner are on now but they are highly out of round, both side to side and up and down. (Rims are OK). They look great but are not good for driving. Coker offers Firestone in 700 x 19" as well as Excelsior in 700 x 19". Firestones are $143. The Excelsiors are $386 !! Of course the Excelsiors look alot better, but are they worth the extra money? Are they a better tire? For instance, I have Lesters on my 1926 236 Phaeton (700 x 21). They look awful but more importantly, they wore out uniformly and completely in about 12,000 miles. Others have reported similarly poor wear on Lesters. I won't buy them again. If the Excelsiors will last least twice as long as the Firestones, they are worth the price. I also need the tires to be high quality, ie: ROUND !! Thanks for the advice. --Scott
  24. Happy New Year to all my fellow Packard owners ! I need a new set of tires for my 1932 902 Victoria Coupe. A set of Bedfords from the previous owner are on now but they are highly out of round, both side to side and up and down. (Rims are OK). They look great but are not good for driving. Coker offers Firestone in 700 x 19" as well as Excelsior in 700 x 19". Firestones are $143. The Excelsiors are $386 !! Of course the Excelsiors look alot better, but are they worth the extra money? Are they a better tire? For instance, I have Lesters on my 1926 236 Phaeton (700 x 21). They look awful but more importantly, they wore out uniformly and completely in about 12,000 miles. Others have reported similarly poor wear on Lesters. I won't buy them again. If the Excelsiors will last least twice as long as the Firestones, they are worth the price. I also need the tires to be high quality, ie: ROUND !! Thanks for the advice. --Scott
  25. There is a company called "Gear Vendors" who makes planetary overdrive units for a wide variety of applications --- most of them modern stuff, but they do work for vintage and restoration applications, too. They specifically say that they have a unit that can be fitted into a torque tube. I have no idea of the cost. Of course, you need to give them a torque tube cadaver. My opinion is that if you really want to drive your car, and especially in hilly counrty, an overdrve is the best option. It preserves the low end grunt of the standard gears yet with the flick of a switch gives you a fourth gear when you want to cruise on the highway. I have a Mitchell overdrive unit in my 1926 Packard, and I wouldn't be without it. (Although I am not happy with the Mitchell.) I am planning to install a Gear Vendors on my 1932 Packard. --Scott