2011 Mooneyes Xmas PARTY!

This years Mooneyes Xmas Party was Bigger then ever in every way!  I'm so glad I went, because it took a lot of willpower to get out of my warm bed this morning.  I got there at about 9am, as a spectator only, and the parking lots were filling up fast.

First thing I noticed, nobody couldn't have asked for better weather!  Having an outdoor show in December is risky, use last years rained-out show as proof.  This year everybody was having a great time --the sun was warm, and even the ladies could dress up (or down).

Car styles for everyone! Yes all genres of classics were represented.  So in this post, rather then my usual ramblings, I'll give you one-word descriptives:

(the ladies are at the bottom, by the way)

VANS

Vans are getting crazy popular again, who would have thought!

 CLUBS

 COUPES

 CUSTOMS

I like the hot-pink ones, what can I say!

 TRENDY

I saw Iron Man drive in.

 LOWRIDER

 CROWDS!

The most popular place at the show.

 XMAS

 BLING

 RATS

 MUSIC

 MOON

It wouldn't me Xmas without Moon.

 SCOOPS

4 cars, 10 scoops

 CELEBRITIES

 TRADITIONAL

 ODD

7.50x16 front and back

 HAMB

LADIES!

Thankx ladies.

Vintage Sprint/Midget Dirt Track Meet at Willow Springs

It's a rare opportunity to get to see vintage sprint cars race around a track.  And for me, it was my first time seeing sprints or midgets run, ever.

November 25-26 was the 19th Annual Walt James Classic hosted by the Western Racing Association (WRA).  It's held every year at Willow Spring Motorsport Park in beautiful Rosamond, CA, just over the Kern County line.  Among the 7 races courses at the venerable Willow Springs is Walt James Stadium --a 3/8-mile clay surfaced track with no walls, perfect for track-roadsters, Sprints, and Midgets.





This was an awesome sight to see.  Although it wasn't  a real competition, all these people were really here to do was celebrate these old racing cars with a go around just for show & fun. Owners get to drive their pride-and-joy for about 10 minutes before another class of car gets their turn, in a rotation that lasts until dark  Nobody get hurt and the cars get to do what was meant of them: get dirty, or at least that's the plan.








Awesome cars were all around. Vintage racers from the 30s to the 60s.  With Halibrands, V8-60s, Hilborn injectors, long tail pipes, nerf bars, chrome & aluminum galore!

I really went to see how they were made, but I saw so much more.

1936-1940 Ford V8 60hp, here with dual intake, 81 carbs, and magneto.

Fortunately there was one vintage track roadster there.  It's a '27 Ford with Dodge turtle-deck, on an Model A frame, Ford suspension parts, ans a highly modified Ford 4-banger.  It had an airplane seat and a real Bell steering wheel.

The owner also owns the vintage sprint car behind it.  These were the two roughest cars there, can you believe it?

The driving was intense!  Not really.

The cars had to maintain distance from one another or be black-flagged.  But that didn't stop them from going fast and kicking up some dust!

 
Even with all the cautiousness an accident did accrue.  Late in the day two sprints tangle tires, spun around and got airborne for a short distance.  Flattening the tire on one car at least, denting the other.  No one was hurt, just some bruised egos I guess.

Ford Flathead Transmission --Clean, Gaskets, Bearings

This trans isn't going to be a big challenge.  Because lucky for me this transmission was in good shape.  This one is going into the Model T.

It is a 3-speed, typical flathead tranny, late case; part number 78-7006.  But it is a 1950 truck transmission, and because of that it has some upgrades that makes it a good one for me.
I bought the trans attached to my first flathead, way back in 2003 and saved it all this time. 

It is an open-drive, with a sliding yoke instead of a closed torque tube.

That's the speedo sender sticking off the top of the tail housing.

It also has the light-duty truck gears, only found in these transmissions.  But they are in fact heavier-duty then popular passenger car gears.
It has a 27/16 tooth count main gear, it's a gears set that can't be mixed & matched with any other gears.









Taking the gears out for the first time, they all seem to be in good shape.  The bearings inside the main lower gear of this later transmissions has the loose pin roller bearings, rather then the caged type.  So I had to make sure I don't loose any.

You can see he pins falling out the front >>>>






I've stored this trans for years, I really should have drained it.  There was about a cup of water hiding under the oil,  But I have a feeling I let it get rained on a few times.

Luckily, no harm done.











My biggest worry was these pits in second gear.  But Jim Gordon assured me, they are a quite a minor defect and I should ignore it.  Jim has much info on transmissions, and he's happy to share it.

Compare the new & old trust bearings.

Jim is also best source for all flathead & trans parts I know in the LA area.  He own and operates Specialty Ford Parts in Rosemead CA --I'm just so glad it's there sometimes!
I bought all the parts I needed to freshen my trans up; gaskets, seals & thrust bearing.

There are also other sources like MacsAutoParts.com.

Some decreasing and ta-da!  Like new again.

The case & gears now clean, it is time to put in the gears.










Remember those loose pin bearings in the main gear.  Well you need something like this: heavy transmission assembly grease.  It's really the only way to keep the pins stuck in place when sliding in the main gear shaft again.

Here is that main gear shaft I'm talking about.  That is its retaining pin at the end.  Use it as a handle to help slide the shaft in again.

The main gear has to be sitting on the bottom of the case to disassemble the gears and also at reassembly.
Getting this shaft in and out may be the hardest part of building a Ford trans.  It couldn't all be as easy as cake, could it!

I wouldn't forget to replace the front seal or I might be sorry later.


Reference material may be helpful, but honestly the only way to really learn is take it apart yourself.

These transmissions couldn't be easier to work on.  And frankly, it's pretty fun doing this kind of stuff.







Before that top goes back on for the last time, I'll make sure I have the shifter's arms in the gear slots, and a new gasket to seal it.

 And it's just about done --ain't she a beaut!  A little more wire brushing perhaps and it's ready for paint.