I have been working on the driveshaft for Lucy in order to complete the driveline. Â I have done this many times before but always need to measure more than once, sleep on it and measure again. Â The results were the same but in the past they have been different many times. Â I know you have some leeway to play with but being an engineer I like things exact. Â I took the driveshaft to Wenco for shortening and installing the yoke, U-joints and balancing. Â They balance the complete unit on some very sophisticated machinery which ensures trouble free operation once installed. That trip killed the morning and some of the afternoon. Â I know most of you know about driveshaft selection but I have included a few photos of the Pewsplace backyard operation using a used Chevelle shaft.
I had a fellow stop by yesterday to look at the roadster to see if he would fit in a model 40. Â I am 6 foot, 200 pounds and fit just fine with room to spare. Â This fellow was 6′-4” and about 250 pounds and guess what… he fit just fine also. Â The Glide seat moves 7 inches forward from the rearward position and allows the largest and smallest driver to feel comfortable while driving the car. Â I have not advertised the car for a long time and really want to finish this one so I referred him to SAR for one of their metal bodies. Â Mine is a Wescott and I am very happy with it. Â If a real one shows up some day I will let the restorer have it. Â I could not cut up a real one.
I picked up the water pump and fuel pump at NAPA with the hopes of getting them detailed for installation tomorrow. Â I made sure the fuel pump was indexed correctly for my application. Â Mine is not adjustable as the Edelbrock model is. Â I am ready for a battery box and battery next but that is another story for later.
Somewhere in LA this sedan is being assembled like I like them. Â Split bones are more popular than ever. Â Those chop lines on the door look severe.
The yoke on my driveshaft was the long one and needed to come off prior to going to Wenco.
Since I don’t have a press handy and the vise isn’t large enough I choose to use a 1 1/6″ socket for the receiver and a 11/16″ socket for the driver. Â All you need is a couple of easy hits with the hammer and out they come.
The job took less than 10 minutes and now for a quick cleaning with the Brake Kleen.
My roadster visitor yesterday liked the Buick drums on the rear so I thought I would show you how simple the process is to complete. The backing plate has been trimmed on the bottom lip which protrudes on the stock Buick. Â A lathe works fine but I use a grinder cause I don’t have a lathe with the 13 inch swing.
The back side shows where the holes have been welded up and the new 9 inch pattern drilled. Â I use the ends from a large bearing 1/2 hole unit as a jig. Â The center hole fits the large Ford bearing (3.160″) with a little sanding. Â The backing plate is now ready to go.
The drum has been drilled for a 5 1/2 ” bolt circle. Â Fred has a jig that makes it simple. Â You don’t want to drill them by hand or they will not just slid over the lugs. Â Do this one correctly.
The backing plate and drum have been mated together for a real traditional look on the rear of Lucy’s Halibrand. Â The parts are getting harder to find but the effort will provide the look without the cost of the SO-CAL covers.
I like the finished look and the natural “as cast” finish matches the Quickchange. Â The work is done by P&L deburring in Chatsworth, CA.
A view from the inside shows how well the 40 housing fit in the backing plate. Â You use stock 60 Buick brake parts from NAPA. Â I like the look. Â The backing plates are painted to match the “as cast” finish. Â Seymour paints supplied the rattle cans.
Today’s 40 coupe….dreaming!
Santa Barbara is home to some beautiful 1940 Fords and this is one of them. Â Those are gold 16 inch wheels and bias tires. Â $55K and it could be yours.