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| Duncan du Fresne with '58 Pontiac |
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| Steve Harling and Duncan working on the Front end. |
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| Pontiac Ready to Go |
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| Duncan getting ready for Engine Startup |
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| Ed Sr., Steve and West Carleton Automotive Mechanic |
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| O.A. Boivin with driver Albert Lemieux Montreal - Pte Claire Nov 1958 |
CSTM Photo of Pontiac in 1958
Greetings Everyone,
I'II keep the BRS report brief and to the point. I'm typing this update seated at the table in my kitchen, which has several ceiling to floor south facing windows. Early morning sunlight is streaming in warming the room with spring sunshine. The net effect on me is a bad case of "cabin fever". What a contrast from Monday which dawned under dark sky's and began with rain, which quickly turned to freezing rain, ending with an all day spring snow event. By 3:00pm we had 3 inches of high moisture "heart attack" snow on the ground. Fire Punxsutawney Phil! That said his spotty track record on weather predictions would probably put him on the fast track for a senior position in The National Weather Service.
The Pontiac Chieftain Hy-Rail Car No. 26:
Things continue to move forward with the restoration of the Hy-Rail car. Last Wednesday Duncan scheduled in the engine re-builder to do the contracted break-in run up of the engine. About an hour before his arrival l said to Duncan, "ok lets check all our wiring, hose clamps, and fluid levels before the engine folks arrive". Every thing was ship shape until l filled the radiator with water. Ed Sr. walked by the engine bay as I was finishing up and uttered those most crushing of words, "why do I hear running water"? After a frantic half hour of crawling under the Pontiac trying to source the leak, Andy spotted a loose bolt that secured the power steering pump bracket to the block. That same bolt also transitioned through the metal thermostat cover which was loose as a result and the source of our water leak. We no sooner got the thermostat tightened down, the large pool of water mopped up from under the car when in walked the gentleman from the engine shop!
I ran out and purchased five gallons of fresh fuel for the Pontiac given our newly refurbished gas tank was still empty. On my return I dumped most of the gas in the tank but saved about a pint which we would need to prime the carburetor jets. Duly primed, Duncan slipped behind the drivers seat and on a signal from the mechanic who was manually holding out the throttle linkage, cranked the engine. After lying dormant for nearly a year the old doll roared to life and from the crowd around the engine bay was heard a collective sigh of relief. Since even the fuel lines had been replaced, it took about 4 or 5 gas primes to the jets before the engine ran continuously. At that point the mechanic jammed the throttle linkage open so the engine was running at a continuous 1800rpm. We held it there for about 25 minutes and then checked and adjusted the timing. What a milestone in a challenging undertaking for all connected with the project.
Buoyed by the successful start-up of the engine we decided to take another run at reconnecting all the hydraulic lines associated with the Fairmont Hy-Rail System. Duncan had a new hydraulic hose Malmburg made up for us to replace the defective line we discovered last attempt. With the pump reinstalled, lines connected, l refilled the reservoir with transmission fluid. Duncan switched on the pump and this time Andy let out the "whats that all over the floor under the car" cry. Turned out the fitting for the line to the rear wheel set hydraulics was leaking badly.As Andy and Duncan attempted to properly secure the line I once again found myself on hands and knees in the humbling exercise of mopping up bright red Dex. with Cotton waste. It was at this point that Paul glided by and dryly commented "you know guys we don''t have an endless supply of transmission fluid in our inventory". I think it was his way of trying to boost our moral, after all it was our second load of transmission fluid on the shop floor. In an attempt to save face for the team I pointed out that as a result of the radiator dumping its watery contents on the floor we managed to mop up any transmission fluid residue from the previous hydraulic failure. Despite our initial despair at the thought of having possibly stripped the rear lines front fitting, Duncan and Andy, (now armed with his glasses) coaxed the fitting onto the pump. Using a pry bar to alter the path of entry for the fitting to the pump also facilitated a less stressed connection. Holding my breath and attempting to convince myself "Third Try Charmed", was a valid observation I poured in the our last quart of transmission fluid into the reservoir. Duncan then put the front and rear Hy-Rail unit through its paces and nary a drop of bright red on the (now very clean) shop floor!
Yesterday Duncan, Jim and I jacked up the rear end of the Pontiac, placed floor jacks under the rear axle in preparation for this coming Saturday morning when we hope to begin manually bleeding the brakes. Finally as a symbolic gesture, I suggested to Duncan we bring down the Pontiac's hood from the storage area over the workshop. With Paul running the forklift Jim and I climbed up the ladder to the upper deck and pushed the hood through the guard rails onto the forks. I am pleased to report all the original mounting hardware was found, the mounting of the hood took only one attempt, (although alignment of the hood did need one minor adjustment) and no fingers were lost or jammed in the spring loaded hood mounting mechanism. On that upbeat note we all left the shop around 12:30pm.
The OCR Woodings CBL Speeder:
As previously noted, Jack and Jim have completed all the mechanical and electrical work on the speeder chassis. Last week Charles, utilizing formed galvanized skirting fabricated by Ross, began rebuilding the lower leading edge of the speeder shell. He slid the u shaped galvanized skirting over the damaged lower leading edge of the shell and pop riveted them in place. Next he applied a layer of fibre glass over the galvanized to smoothen the transition from the skirt to the shell. Finally he applied a coat of bondo to the fibre glass, then sanded and primed the restoration area. He has done a fabulous job! Once the shell is in its operating paint scheme the rebuilt lower portions of the shell will be undetectable to any casual observer. Charles also mounted a new front grill constructed of expanded metal, did some bondo work around the mounting, then sanded and primed the immediate area surrounding the grill opening. He has only one side to reskirt and the shell will be ready for a test mount on the chassis. At that point new permanent mounting brackets can be drilled, Ross can size up interior stability braces and the "Electrifying duo of Jim and Jack can begin the interior shell wiring.
Sundry Bits:
On the previous Wednesday, Dave Elliot requested we retrieve from the dark confines of the museum's dead storage area, some portions of running gear associated with the American Class 4-4-0, number 40. He and Paul had spent a day the preceding week driving around town to all Science and Tech's storage sites trying to find all the missing running gear, appliances, gauges etc. not currently on No.40. The only relevant discovery was what they found on an upper deck storage area at St. Laurent. The artifacts in question turned out to be the four eccentric rods and straps belonging to No. 40. As per Dave's request John, Paul, George and Ringo.....(sorry that just fell out, substitute George and Ringo with Steve and Andy), went back into the dead storage area with Paul operating the forklift, and retrieved the eccentric rods. They were, interestingly, tagged by museum staff as belonging to 40 and the tags were dated 1967/68. After examining one on the shop workbench and not beinging able to see any type of identifying stamps, Dave asked us to place them all in-between the rails on track two behind the overhead doors. To the best of my knowledge no further actions have been sanctioned or requested.
Finally I have attached a few photos Jim took last week at the shop.
Regards...
Steve Harling
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