Wednesday, July 25, 2007

Misty mountain hop

July's monthly DLCV Sunday run took us into the Yarra Ranges north-east of Melbourne. It was a cold, foggy, drizzly day... and as we climbed higher into the mountains toward the Upper Yarra Reservoir, it was like driving straight into the clouds. The picture shows Michael's V8-250 and Marilyn's SP250 at the top of the climb.




















The reservoir had benefited from the recent rain, but was still well under capacity.



















An escape from the cold and damp was promised at the Reefton Hotel, an old pub that was built to serve the lumberjacks who would cut down trees, have some lunch, etc, etc in what must have been incredibly rough and remote country way back when.


Having missed the start of the run, Keith Vaughan raced to the meeting point in his 1948 Special Sports, then promptly raced back down again when the word 'lunch' was mentioned!


How to recreate the Exxon Valdez at home

Dame Zara was overdue an oil change, and there were a few other service jobs I'd not got around to, so a few Saturdays ago I was determined to get them done.

First job: replace the alternator belt, as the old one was beginning to show its age. It was easy enough to undo the four bolts holding the fan and to rest it loosely inside the cowl, then to loosen off the alternator and get the old belt off. I had two spare belts in the garage, one unmarked one I'd bought ages ago from a well-known Jag/Daimler spares guy, who'd assured me it was the correct size. Too short by miles. Number two I'd picked up at the local Autobarn, whose 'computer said no' when I asked for a 10A0660 belt, so I bought the nearest they had, which was wider (13mm instead of 10) and, as it turns out, waaaayyy too long. So I set off into the 'burbs in Beryl the Galant in search of the correct belt. On the fourth try, at Repco in Airport West, I found one 10A0665 on the rack ('what's it for, a washing machine?', asked the gormless yoof who served me) and luckily there was enough adjustment in the alternator bracket that it fit. For good measure, I'd asked shop #3, which didn't have anything in stock, to order me in two spare 11A0660s, which came in later in the week, so I now have about 20 years worth of spare alternator belts!


Next job was to fit new spark plugs. Following a conversation on the Daimler Forum, I'd found a box of 20 NGK BP6ES plugs on eBay for a good price. Despite the fact that they come in 'Nissan genuine part' boxes, the pundits think that they are the ideal plug for the Daimler V8.
A few months ago I'd follwed a tip from DLVC stalwart Jack 'Fast Eddy' Edmonds and put used toilet rolls into the long spark plug tubes to soak up the inevitable pools of oil that form at their bases.

As you can see from the photo, some of the tubes had their work cut out, and were completely black and sodden with oil. (One day, in the fullness of time when the rockers come off for a tappet job, I should unscrew the tubes and seal them proplerly). The old plugs (I have no idea how old, as there is no indication in the service records I got with the car how long ago they'd been fitted) were a little black, but none were wet/oily or excessively burnt.

Next up was an oil and filter change. So I fired up the engine--starts first time with the new plugs--and go for a quick drive to warm up the oil. Once I got back, I jacked up the front, emptied the sump and took the old filter out. Easy. By now it was getting late in the afternoon, and Kathy and I had an early dinner date with some friends. I'd just screwed the oil filter back on with its new canister inside when Kathy came home from shopping in the city, stuck her head out the back door and asked when I'd be finished. 'Just have to refill her with new oil and clean myself up and I'm right,' quoth I.

So, make sure the sump plug is nice and tight (with a bit of teflon tape on the thread to help prevent leaks). Check. Filter screwed up tight. Check. Slowly pour in five and a bit litres of Penrite HPR30. Check. Stick head under car, no drips. Excellent. Check dipstick--almost there, but the car's jacked up, so I'll give it a final top-up once she's on the level again. Get in, turn the key, press the starter, look at the oil gauge as the engine fires. No movement whatsoever. Mild panic! Switch off engine and wonder 'what's that thick, drippy noise?'
You guessed it--as I had rushed putting the filter on, I hadn't checked the seating of the rubber sealing ring, nor 'primed' the ring with some fresh oil to help it seal. But at least I proved I have a healthy oil pump--I estimate two litres pumped out of the filter onto the floor in a matter of seconds!
Needless to say, we were running very late for our dinner date by the time I'd attempted to clean up my very own oil slick ... but you'll be pleased to hear that with a quick loosening of the filter (spilling more oil, of course), two turns to seat the seal properly and re-tighten, continence was restored. When I started up again, the oil gauge swung quickly over toward 60psi and there was nary a drip to be seen.