My brother in law and I drove down to Bob’s house on Sunday to install a new bathroom vanity, and I was glad for his help. It’s not heavy but it’s bulky, and having two people to get it up the stairs, into the bathroom and over the toilet to fit in the corner was super helpful. 1970’s bathrooms were made for hobbits, I think. We had to return the original sink that had been delivered with a giant chunk broken off the backsplash, and were able to exchange it with another off the shelf. Then we spent most of the rest of the day chasing plumbing fittings down. His house seems to be nonstandard in all the most annoying ways; by the time I had the sizing sorted out it was 5PM and the standard-sized reducer we found to go on the paint waste pipe didn’t fit the P-drain kit we’d bought—which claimed it would fit anything. Good times. So we contented ourselves to cut and fit some kickplate, swapped out the original plug with a GFCI unit, and measured for a new medicine cabinet.
Renie, you will be glad to know I’ve figured out the notification preferences out for my AirTags. There’s a handy little setting to specify not to be notified at certain locations—so I’ve got notifications off for when I leave the AirTags and all my other location-aware devices at home, for example. Down at Bob’s on Sunday, the tag I put in my messenger bag worked exactly as advertised when I left to go to the store. So I’ve got three of them activated and serving different purposes, and I have an idea for the fourth.
For the last three weeks I’ve been battling a weird form of insomnia. For my whole life I’ve been able to go to sleep almost anywhere, and make it the whole night through, even when I’d have to get up to go to the bathroom. But lately I’m waking up at 3, sometimes 4AM and I’m unable to get back to sleep. My mind is off and running, and I’m working through problems and issues from the day and I can’t calm it down to return to sleep. I might doze off and on until Finn’s alarm goes off—this morning I had a pleasant dream where Emma Watson delivered a pizza to our house, and I sat down with her and had a wonderful conversation about shooting the Harry Potter series with her even though I’d never been there or knew her—but more often than not I’m just awake. I don’t drink caffeine after 11AM anymore. I’d spent a good part of the day running up and down Bob’s stairs. The previous day I was on my feet for 14 hours straight. Something is clearly going on with my brain or my metabolism; I just haven’t figured out what.
I got started early on Saturday to prepare. First I humped all my tools outside and got the garage and the truck opened up. Then I organized all of the parts and tools and pulled the battery off the trickle charger. Then I pulled Autolite 303 plugs out of the Travelall and replaced them with a used set of 10,000 mile Autolite 85’s from my Scout. Feeling optimistic, I then swapped out the old ignition barrel with a new one I’d bought from RockAuto.
Brian showed up around eight, and we ran out to get coffee and donuts. Stephen and Bennett showed up a little after that, and we tried starting the truck—but nothing happened. Bennett began diagnosing what I’d done to bodge up the ignition system while Brian, Stephen and I began tearing out some of the useless mechanicals on the engine: the A/C system came out completely, the aftermarket cruise control was removed, and part of the trailer brake system. By noon we had the ignition problems sorted out and paused for some pizza and beer. Then we began diagnosing the starting problems.
The starter worked fine. We actually removed the passenger wheel and a bunch of the metal shielding along the inner fender to expose the starter and the engine stamping boss, and jumped the starter several times to chase down the electrical gremlins. When Bennett had the key sorted out we worked our way through the system with a tester to find the coil was OK but we weren’t getting spark to the plugs. I went around and swapped all the plug wires out with no change.
After a lot of tinkering, cleaning, and testing with the distributor we finally broke down and ran to the store for a new cap and rotor. We got the engine to catch several times but it didn’t run—we were frustrated at this point because we’d come so close. But the sun had gone down behind the house, the wind was picking up, the battery was running down, and it was getting cold, so we called it at about 5:30 and packed things up. I left the trickle charger on the battery to recover and packed things up.
We do have a few new discoveries: The engine is more than likely a 266, but we have no way of knowing for sure: there’s no stamping on the boss like there are in more modern SV engines. This one has a strange IH valve cover I’ve never seen—all the V8’s I’ve come across have four bolts. This one has two on the top and four on the bottom. And having pulled the valve cover off on the driver’s side, I have to say I’ve never seen a cleaner, newer looking valvetrain in my life. That’s VERY encouraging. More and more I think this was a municipal vehicle of some kind that was driven very sparingly, and then someone came along and built it into a summer camping vehicle. So the 40K miles on the odometer may be true mileage.
Either way, it was great to hang out with friends, spin wrenches and drink beer, and spend the day outside messing with old iron.
→ This is a syndicated post from my Scout weblog. More info here.
I got a bunch of goodies delivered for the Saturday workday: I picked up a fresh battery at the auto parts store, and Rock Auto dropped off a set of spark plug wires and a new ignition lock last night. Amazon delivered points, a condenser, and a carb rebuild kit. The spark plugs should be here sometime next week, which is kind of a bummer.
I also grabbed a new tub for all of the stuff I’ll be collecting as I work on the truck, and a pair of small plastic plugs to hopefully close off the two holes in the roof. The first thing I’ll probably tackle Saturday morning is replacing the ignition lock—provided the one they sent is the right size—and then pre-oiling the cylinders. Hopefully with Bennett’s help we can diagnose and get the rig running; I’ve got pretty much everything we’ll need.
I also got a bunch of helpful advice on the forums about some questions I had. The first big news is that the doors actually do lock—the whole mechanism is cleverly built into the handles. What you do is: get in, close the door, and push the handle down. That locks the door. Then you pull it up to unlock and unlatch the door. It’s a little inconvenient to have to lean in and lock the back doors, but it’s also kind of cool to not have visible locks. I also found instructions to get the doorhandles off: you basically pull the escutcheon back and push a pin out of the post, freeing up the handle for removal. Now I can pull all four door cards off and see what the door interiors and glass scissors look like.
Somebody also mentioned that my rear door latch was probably flipped, which would be the reason why it won’t latch, so I pulled it out of the door and looked it over. It’s not engineered the same way the tailgate latch on the Scout is (which lends itself to being spun internally, like overwinding a watch); it looks pretty much impossible to spin further than it’s supposed to go. So I replaced it and moved the latching post on the door outward as much as I could—and that did the trick. So now the rear barn doors close properly. I’ve got to pull one of the door handles off and figure out what lock barrels I need to replace all three locks on the same key.
Meanwhile the IH fridge in the garage is stocked with beer; I’ve got the engine resurrection toolkit collected on the workbench downstairs, and I have to put the new battery on the conditioner overnight. The boys should be arriving sometime around 9AM tomorrow, for which I’ll have warm coffee and donuts. I can’t wait to play with trucks!
→ This is a syndicated post from my Scout weblog. More info here.
Font nerd alert: Fontsinuse.com does archeological digs on interesting fonts in the wild; there’s a blog with deep dives on subjects like the font used on the original printings of the Dune series (a modified version of a font offered by one phototypesetting shop in New York City) and the origins of the SEGA logo.