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John,
Yes, the rubber runs the full length of the board. What is it that you are trying to do?
My 1703 has a 73-1/2″ running board.”
I can see two problems with your reproduction sticker; the company name should be hyphenated, and the perimeter should be a double line vice single. If you look carefully, you can see both of these features in your pic of the original. The outer line is slightly wider than the inner and the hyphen is barely visible. Otherwise your reproduction looks identical to the original on my Model B Travelodge and I would like to purchase two from you if they can be corrected.
Better yet, send them to Arnold Romberg so we can all get them in a PAS Service Bulletin.
I might add that a weak spring can be a problem. A common misconception is that the camshaft-driven arm does the pumping; not true. The arm pushes the diaphragm against the spring pressure and the rebounding spring does the actual pumping.
Tony,
The screw-off top is on the vacuum check valve. Oil added here would free up and help seal the check disc. The intake manifold vacuum draws air out of the system allowing atmospheric pressure to operate the brakes. All air flow is towards the engine, so the answer is no.
Steve,
You would need to remove the power cylinder from its mounts only if it is frozen. Bragg-Kliesrath did provide for lubrication in place. One of the four front mounting bolt bosses is drilled through to the inside; the other three are blind holes. The drilled one should be at the lower left, when facing the cylinder. According to my B-K instruction booklet, two ounces of vacuum cylinder oil (not motor oil) should be added every 10K miles. Remove the clevis pin and move the piston four or five strokes by hand, rotating one-half turn with each stroke to distribute the oil over the cylinder wall and piston leather. The rubber piston guard should be removed and three or four drops of oil applied to the piston rod and spread out with the finger; then move the rod in and out two or three complete strokes to lubricate the rod bearing and packing.
The original material was called Pantasote. The only reproduction of this material that I have found is Jonarts Classics, Pantasote Replication, #200/B. I obtained this material from Eric Haartz, at Haartz Corp., Acton, MA.
My 1948 National Service Data book shows the 1935 845 to be a 3.5″ x 5″, 385 cu. in. engine.
The only source I found that reproduces the original rubber pattern is in Canada. Kris Arneson did beautiful work on my 1703.
The instruction in PASB 97-5, applies only to the forward front spring bearings. The toothed nut is to be adjusted with a pin spanner wrench.
The rear shackle adjustment is with the proper pin length (and spacer washers as required). The bolt does not preload the bearings, and should tight.
Given the condition of your bearings, I would suggest replacement with modern needle bearings; these are available from Dave Murray.
My model 1703 molded firewall cover came from Quiet Ride Solutions. www. quietride.com. ph 209-942-4777
Sorry Jak, I cannot agree with your math. These bearings are deep groove and are designed for zero end-play. They are to be adjusted via the Shackle bolt length with shims at every lubrication interval. This keeps all seven balls in each cage under load, thus about 125 lbs on a line contact – not a point load! I suspect, as you said that very few cars were properly serviced over their lifetime.
Happy motoring, Bob
I must take issue with the discussion thus far. The criticism of the engineering of the ball bearing shackles is unwarranted. Suggestions of Brinelling failure in this application are incorrect. Brinell failure is associated with impact loading which is impossible at the end of a leaf spring. The failures I have seen have been due to failure of the felt seals after many years exposure to the elements, and failure to re-grease the bearings at the prescribed interval (every 20k miles).
This design subjected balls to an acceptable stress level of about 125 lbs/ball (7000 lb car on eight 7-ball bearings) which were deep groove, so loading was a line, not a point, load.
The only valid criticism is one related to the company decision to not install zerks for periodic lubrication, vice requiring dis-assembly at 20k mile intervals. This was a management decision, vice design engineering decision. The plan was to require dealer service instead or user, or local garage, maintenance. There were, undoubtedly, no Pierce-Arrow owners who would opt for personal periodic maintenance of spring shackles; it would be beneath the dignity of any who could afford the purchase price of a Pierce. I suspect that few cars were lubricated at the prescribed interval.
The photo is the wiring arrangement on my 1703. Just out of the pic is the disconnect switch which is accessed under the front of the driver’s seat. Hope this helps.
The only reproduction material that I know of for the original “Pantasote” is “Jonarts Classics Panatsote Replication”. I obtained it from The Haartz Corp, their part code “F12273678”, in 2005. Call Eric Haartz at 978-263-2741.
My previous is related to Travelodge trailers. Sorry.
I am also seeking the following:
1) An original of “The Arrow” Series 69, model 3. The pics in my Xerox copy lack detail.
2) Original sales brochures (or digitized copies of originals). One is a 6-page folder and the other is a large 8-page catalog.
3) Original type window weatherstripping. It has an unusual cross-section.
If anyone has a link to an obituary, please share it here.
PASB 80-1 says that 17″ wheels for 8’s and 12’s do not interchange, as the 12 wheel is 1/2″ wider. Anyone know the correct widths for 8 and 12 wheels?
