© 2016 Canada's Capital A's.

The Heney Report

CCA Meeting Oct 10, 2019

Submitted by Steve Heney

Meeting was chaired by Pete Seguin and Ed Galea “former 1975 president” (as substitute for Tom’s absence at Hershey)

Meeting started 7pm

 

Introduction of two new members. One bought a car on Vancouver Island and mentioned he was picking up a rolling chassis tomorrow and asked if there were any leads on people or companies that would be willing to ship from Vancouver. Dave Jamieson has used TFX to transport his Austin Healey from North Vancouver to Portland, Ontario.

John Cruise mentioned Rick Price as a possibility although he usually only travels as far as Winnipeg. Mr. Cousineau in Richmond was also suggested for car transport but John also mentioned one can check online at kijiji Canada for vehicle transport.

The other new member got involved with the Model A hobby through a purchase through Steve Latimer.

 

A brief reminder was brought up about the Flaming Leaves tour being scheduled for October 19th.   Omer talked on behalf of Dan Dunwoodie who helped organize it. The trip is set for a cruise around the Gatineau Park so that it’s not too far for most members to attend. Bates Island (leave from there about 10:30am) go to Étienne Brule lookout followed by a brief drive to the Champlain lookout.  No stopping will be done at Champlain lookout as it's fenced off due to a wall collapse near the edge of the lookout. From there, the trip will loop around Chelsea and stop at the visitor centre for break prior to having a meal at 1:30pm at the chosen restaurant (Resto Chelsea). About $25 per serving; (Fish & Chips) $5 extra for dessert. $2.25 coffee. They had looked into the Chelsea Pub but it doesn’t have any parking and the traffic may be limiting. Ed suggested Omer provide detailed instructions via email while others suggested that drivers can be briefed the day of the trip at the meeting area at Bates Island.

Omer needs positive confirmation from participants for restaurant reservations.

 

Ed proceeded to talk about carburetor jetting (Part 1 was covered in Radshell in Jan. - Feb. 1995, Part 2 was covered in Radshell in Mar-April 1995) Ed attended a Model A meet in 1994 as a combined Marc/Mafca meet in Tacoma, Washington. He attended a seminar on speedometers and carb rebuilding/jetting; he brought handouts back at that time and entered some in library.

A retired engineer had studied the flow patterns of jets for the Zenith carburetor and had done some flow testing. Ed displayed a mock up flow testing setup that can be used to measure the flow rates of all the jets.

For example, the Main jet should provide liquid flow of 140cc per minute

He found reproduction jets flowed on average 1/2 as much flow to over 30% more flow than what’s prescribed in the Service Bulletins for the NOS jets.

Ed had an NOS main jet he tested at 180cc per minute then he tested a repro main jet and it showed a flow rate of only 99cc per minute

Likewise Ed mentioned he tested an NOS cap jet at 216cc per minute while one of his reproduction jets tested at 195cc per minute.

Testing the Compensator jets, he noted the original should be 140cc per minute while a reproduction tested at 205cc per minute

Idle jet tested at 54cc per minute while the batsky version of the similar jet tested at 74cc per minute

 

When testing the jets in the test setup, it is important to flow test the same direction gas would flow through the jet otherwise faulty measurements will be taken.

 

Should jets be found to be out of specifications as to what’s listed in the service bulletins,

Repair consists of soldering tip and using number drills or pen vises to drill out the solder at precise diameter. Pen vises are small hand held holders (resembling a ballpoint pen case) that allow the user to drill out precision holes by hand. One can require multiple attempts until right flow obtained. Ed then gave an overview of some of his repairs he did.

Reproduction cap jet (216cc untouched) should be 165. Ed's repair brought it to 163.

Reproduction jets are also notorious for improper length as well which can also affect performance. Repaired Drill holes should also be concave at the opening and not a sharp edge to allow better flow and dispersion of fuel with the air.

Measurements are based on Zenith carb jetting for the later single venturi models.

Check Service bulletins for proper lengths of jets and orifice sizes.

 

Early carb had double venturi and requires different jetting specs.

 

Marvel, Schleber or Tillotson were suggested as good replacement carbs as they have less jetting and seem to be less finicky than the Zenith’s to properly setup.

Just recently though Ed mentioned his Marvel seemed to drip gas from the GAV area. Ed suggested placing a fibre washer around end of gav with O-ring. He also noted a spring should be under the GAV which should hold the GAV and seal up against the shoulder. Many of these Marvel Carburetors picked up at swap meets seem to be missing the small spring so Ed mentioned it’s another item to keep note of when looking at these carburetors when purchasing or doing a rebuild.

 

 

John Cruise also took this opportunity to offer apologies for not returning phone calls due to absence on the following trip.

 

John talked about a Model A meet in Nebraska (hill climb with bulk of cars being Model Ts). Just lately he went to South Georgia shore (Wildwood, New Jersey) to see the "Oilers" Group racing up and down the beach. The event is getting more popular as they have expanded to operate at California as well.

It consists of a Mile Run on the beach with at least 25,000 people in attendance as spectators. Several 100 cars pre 1935 and earlier, as well as pre 1945 and earlier for motorcycles.

Spectators ranged across all years. Spectator registration was at least 1/4 mile lined up 4 abreast.

Running same weekend as Carlisle so John Suggested the car hobby is doing well.

Mentioned majority of the Model A's should stay with vintage Model A Components or original components when participating in this "Race of Gentleman" as it’s termed.  Also referred under the acronym “TROG”

 

-----Coffee Break------

 

 

Mac Lachappelle then covered his broken clutch experience. He was driving down Hunt Club and turning onto Conroy and about 50ft he hears a loud bang and the car began to freewheel. It was towed to Tom’s place the following day where (with the help of Pete, Garry, Tom, and Arnold) it was discovered that it was in dire need of clutch repair. The clutch plate had grenaded with plate separation and springs vacating the clutch disc however no other damage was done.  Springs not secured /attached to disc was mentioned as a likely candidate in the Restorer or Model A times. Others mentioned it can also be caused by popping the clutch as it will put unnecessary strain on the disc when the clutch disc engages the flywheel in a rapid moment.

 

John mentioned if anyone is looking to convert to hydraulic brakes there is a new group offering new sets of backing plates for hydraulic brake conversions.  The Boling Brothers, through Speedway are the suppliers offering these conversion kits. They offer flat belt pulleys as well to allow for better belt performance with less slipping on the pulleys.

 

Ed ended the meeting by recapping an issue he discovered on the last trip he attended. He experienced a small oil leak under car and noticed a small leak from rear main and oil pan gasket as he followed it around the pan. He tightened the oil pan to 20ft-lbs according to the Les Andrews red book but he was unaware at the time that this is actually one of the errors in the manual. It should only be about 5-9 ft-lbs on the oil pain gasket bolts otherwise warping can occur.

 

He mentioned it will be a good winter project to replace the front seal with a one piece seal at this time.

John suggested to use Hi-lo mar as extra sealing material but to apply it thinly on the one piece seal.

 

Meeting adjourned at 8:30pm.

CCA minutes for November 14, 2019

Meeting started at 7:05pm

Tom mentioned elections for committee members is starting so if you or anyone you know wants to be part of the committee, feel free to send nominations to the club executive. All positions are open to allow new membership participation on the committee. Three awards will be given out at the Christmas party so members can nominate people under the following three categories;

                 Hard Luck or Mr. Fixit

                 Most Valuable member

                 Henry’s Lady

Tom announced that Real Proulx will be celebrating his 100th birthday this November. This event will take place on November 21 from 2pm to 4pm at Windsor Park Retirement facility. This is located on the East side of Hunt Club Rd. situated between McCarthy Rd. and Aviation Parkway. Live entertainment will be onsite and members wanting to attend should contact Louise.

Pete Seguin was accepting club dues for 2020 as well as the cost for the 2019 Christmas party. The dues have been raised to $40 and the Christmas party cost per person is set at $35. Important for members to let the executive know whether or not you will be attending the Christmas party as this will help them decide whether or not the party is feasible (minimum 50 people needed to attend). Electronic payments are also available through Amir.

To help raise funds for the club, Terry McCann donated a Ford poster which was quickly auctioned to the members present. Bidding started at $3 and went quickly to a final sale at $22 to Lyall. Bill Truscott also donated original advertisements (some Framed and some loose) for auction to the club. It was suggested that these sell for $10 apiece. 50-50 tickets were also on sale with the lucky winner being Pete Seguin who took home $51.

Nov 16 Garage Sale of Model A parts and other equipment (see ads section below) from the estate of Doug Hahn. When: 10:00 am, Where: 463 Avenue Gatineau, Gatineau QC. Take Hwy 50 East, exit at Boulevard la Vérendrye over bridge then right onto Avenue Gatineau. Park only on the house side of the street and avoid the zones of the traffic calming markers so traffic can pass by.

No vehicles will be auctioned at this time.  Suggested pricing will be affixed on the items and these are based on internet searches of equivalent items or ½ price of equivalent items listed for sale at some of the NOS parts suppliers (i.e. Snyders)

Colin also recapped the MARC Canyonlands Tour he had attended with Dave and Pam Jamieson in Utah. Members can consult current Radshell for in-depth summary but Colin also added that 350 cars were in attendance with buffet style catering handled for 700 people. Ken Arenhaffer (who is heavily involved with MARC) has recently bought a Model A bus and donated it to the Gilmore Museum. The bus is currently under restoration, but when completed it will return to the museum for use as a local shuttle vehicle around the grounds.

Dave Welsh mentioned his recent find at the Hershey Swap Meet was a hand held oscilloscope for testing spark plugs on the Model A. Dave drove a hard bargain but managed to meet the fellow’s price of $10.

Ken Morgan restarted the meeting after the snack break by showing slide show and video compilation of the July 14, 2019 Cumberland Museum Show that was held this summer. The “Vintage Vehicle Experience” will be an annual event comprising static displays, car games, as well as spectator rides around the grounds for those owners wishing to offer rides to the public.

Colin finished the meeting with a quick technical seminar about wheel painting and wheel balancing.

The wheel painting is done by clamping a front axle spindle with front bearings on a metal post or clamped to a fixed location. Front hub without brakes is also attached to the spindle with a slight drop of oil on the wheel bearings to allow easy rotation of wheel.

Place carriage bolts or any other item in the lug nut holes of the wheels being painted to prevent paint from being sprayed on the surface where the lug nuts will be tightened. Should you paint the surface where the lug nuts tighten to the wheel, in time with vehicle vibration and use, the paint will wear down or chip and could allow for the lug nut and wheel to come loose. Paint can then be applied with a spray bomb working from both sides of the wheel as you rotate the wheel on the spindle. Gradually spray paint from the hub and work your way towards the outer edge to reach all the spokes and other areas of the wheel being careful not to spray too close and cause runs.

The same apparatus can be used to balance wheels and tires by bolting a wheel drum onto the hub and then mounting a wheel on the drum. Make sure you pick a drum that has a relatively flat surface around the lug nut holes. Rims have a tendency to become lighter near the valve hole as water gets in over time and produces corrosion. Colin uses flat washers about ¼ ounce each with a clamp/vice grip of known weight to use as guides and clamps these in succession at the wheel edge until such time as you can rotate the wheel and it tends to not want to oscillate to a given spot. (The heaviest point of the wheel will always tend to stop at the bottom so providing a slight rotation of the wheel will see roughly where the heavy spot is if the wheel always tries to stop at that point)

Once the desired number of washers and clamp(s) are used to equalize the weight of the rim, attach stick on weights (available through Harbor Freight, Princess Auto or UAP) to the rim at the same location where the added weight is temporarily attached to the rim.

 Colin suggested checking the tires themselves for balance as well. Some tire manufacturers place a dot on the tire to identify the light side which should be positioned where the tire valve will be sitting on the tire.

 Garry Lynch suggested even balancing the wheel rim and tiring together by finding the heavy spot through the same procedure and placing the necessary amount of weight under the tube liner after pushing the wheel and inner tube off to the side.

After rims and tires have been properly balanced and mounted, additional balancing can be achieved by using glass or ceramic balancing beads that go into the inner tube. NOTE: some inner tubes or tires have been known to have adhesive material on the inside so balancing beads should not be poured in to that type of tube as the beads won’t be able to find their proper resting spot to remove the residual imbalance of the wheel.  Balance beads will migrate towards the low weight spot once the wheel speed gets sufficient to throw the beads within the tire.

Meeting was adjourned at 9:16pm