Follow the Restoration of a Type 169B Three Window Sedan model L Lincoln
Photo Summary of the Restoration
1930 Lincoln 169B Three Window Sedan is rolled into the garage
Notice the height of the rear portion of the Lincoln. Rear is too high and must be adjusted before removing the body.
Rear leaf springs were measured and rearched 3 1/2 inches.
A special heavy duty body dolly is assembled resembling the dimensions of the chassis frame. Body bolts are removed and body is carefully lifted 1/8-1/4 inch at a time at all points until a 4X4 can be inserted.
Body with 4X4 timber running underneath body which will carry the weight.
Body is carefully jacked up off the chassis using a floor jack and timber while a crew of people steady the body.
Once the body is high enough, the chassis is rolled forward out from underneath the body.
Body dolly is rolled underneath and the body and the body is lowered. Notice the extra blocking at the rear of the body to maintain body alignment.
Friend Joe Melina inspects the rolling chassis.
Body on dolly, would eventually get covered in white marine shrink wrap for the winter.
Engine, fenders, gas tank, axles and leaf springs are all removed and chassis is stripped down of all other brackets and peices. Frame is mounted into a special wooden rotisierre and sand blasted.
Passenger side tail light bracket is riveted onto the frame. Model L Lincolns originaly only had one tail light on the driver's side. The extra tail light is being installed for better visibility when stopping and for including directional signals.
Front and rear leaf springs are disassembled, cleaned, ground if necessary, and sand blasted.
Front and rear leaf springs are temporarily suspended on saw horses while they are primed and painted.
Assembled leaf springs are mounted back onto the frame. A motorcycle jack works well for this task. Notice the frame is still elevated via the wooden rotisierre.
The front axle assembly is raised to mount to the underside of the front leaf springs using the motorcycle jack.
The rear axle assembly has been cleaned, new high speed ring and pinion gears installed, and finally painted and is ready for installation. Notice the rear of the springs
are held via the shackles while the rear axle is moved into place using the motorcycle jack. Unlike the front axle, the rear axle is mounted on top of the leaf springs.
Gas tank suspended upside down using the engine hoist. This three point suspension method allows one person to flip the tank in all axis. Notice the light duty chain (window sash chain) that was used while the tank was right side up and inserted
into tha tank while the tank was rocked and shakened (and not stirred!). Chain removes some foriegn debris, but the baffles prevent the chain from entering other
parts. Using the sending unit hole also works. Tank is Mig welded in a few spots and an internal sealer from POR is sloshed around before the tank is primed, painted and reattached to the frame.
The Lincoln's power plant is removed and resting on a special wooden dolly with heavy duty swivel casters.
The engine and transmssion assembly weighs approximately 950 pounds. Note that the heads and intake manifold were painted a light blue sometime during this car's life. Also
note the original grey paint color on the cylinders and the black on the hand crank shaft (timing chain cover) in front of the front motor mount. The rest of the
timing chain cover is silver.
Passenger side view of the Lincoln engine. The starter, water pump and accessory shaft have been removed to overhaul them while the rest of the engine is restored.
Note the heat fabric wrapped around the special exhaust manifold "Y" pipe. This wrap also goes around the first exhaust pipe that connects to the manifold. Also note the
items that are either plated like the oil return line or items that are painted like the air cleaner cover (black) and the small carburator flange pipe (engine grey) between the intake
manifold and the carbarator itself.
Back driver's side view of the Lincoln engine. Note the hodge-podge mounting of the ignition coils. The correct location for mounting the coils is on the inside of the firewall
and the coil high tension and DC power leads are routed inside the flexible and rigid loom to the distributor. Also note the water temperature fitting on the
intake manifold's embossment proving that this is a late 1929 - 1930 Lincoln engine (the water temperature gauge was introduced in May 1929).
Front view of the Lincoln engine. Note that the chrome loom covers near the distributor are missing, a common occurrence with model L engines. These covers will have to be reproduced. While reproducing
hard to find or obsolete parts, consider making additional quantities for other Lincoln collectors. Also note the top of the distributor cap is missing.
The entire engine is dissassembled and all parts are thoroughly cleaned. Shown is a special way of cleaning the inside channels of the Lincoln's crankshaft.
The counter weights are removed and the clean out plugs are temorarily replaced with bolts except for one which has a fitting connected to the parts washer hose. Cleaning fluid
is run through the crankshaft and each journals holes are cleaned and plugged with long Q-tip cleaner sticks which forces the fluid out the open holes. Dirt and sludge build up in the
crankshaft is a common occurrence with a model L engine and it must be cleaned thoroughly before engine reassembly.
After thorough cleaning and reassembling the bottom end, the cast iron cylinders are ready to be reunited to the crankcase. A common problem is the seal between the
the cylinders and the crankcase. Shown here is a special cut gasket made out of 1/32 inch non-asbestos NBR multi-fuel rated sheet (part number 660-031250) and then a layer of Dow Corning Sealastic #731 is applied to both sides before mounting the cylinders. Other Lincoln restorers
use just the Dow Corning compound without the gasket.
After the cast iron cylinders are reattached to the aluminum crankcase, the connecting rods and pistons are inserted. Fork connecting rods are inserted in the driver's side cylinders and blade connecting rods are inserted in the passenger side cylinders. Note that when correctly installed, both fork and blade connecting rod identification numbers face down, toward the oil pan. The number one fork & blade connecting rod pair (marked on both the side of the bearing and the side of the rods) are installed in the cylinders furthest forward and the remaining pairs are installed in order, front to rear. The timing cover gasket is made from the same 1/32 inch non-asbestos NBR multi-fuel rated sheet used for the cast iron cylinders. Note: Cylinder fastening hardware is 1/2X20 chrome nuts with lock washers and the timing cover uses 5/16X24 chrome nuts with lock washers. The accessory shaft, accessory shaft retainer ring, locking keepers, nuts and lock washers are all chrome plated. The accessory shaft ecentric bushing is left natural bronze.
The basic Lincoln power plant is shown as nearly completed with clutch installed and transmission re-attached. The transmission is painted the same silver enamel as the crankcase along with the nuts and lock washers that hold the transmission to the rear of the crankcase. Using an engine hoist rated for 1500 pounds or greater, the power plant is lifted back into the frame. Only three mounting points are used: the two ears on the rear of the crankcase and the hand crank shaft on the timing cover. Note the shaft is painted black foward of the rubber mounting bushing regardless of the chassis color. Commonly the rubber bushing has hardened and should be replaced. A simple solution is to use a rubber bicycle tire rim (spoke) protector that is wrapped aroundd the shaft, shaping it on each wrap like a ball (much like a golf ball is made od a rubber cord). The shaft mounting cover and its two bolts are (hand) painted chassis color, (typically black). Pictured is Tom Burke steading the Lincoln engine as it is lowered into the frame.
A layer of protective plastic is taped onto the chassis to protect the frame while the body is reunited. The plastic will later be removed knowing there will be a space between the top of the frame and the body sills.
The Lincoln body is being reunited with the rolling chassis. The body is raised off the temporary dolly, high enough to permit the rolling chassis to be rolled under it. The firewall was painted engine grey while it was exposed.
The chassis is rolled further under the body while several people steadied the body.
The body is carefully lowered back onto the chassis using blocking and hydrailic jack much like it was removed. Fabric body shims were inserted on each of the chassis body mounts. Shims would later be adjusted (increased or decreased in thickness) to align the body starting at the firewall and then door alignment.
The rolling chassis with the body back on it is pushed back into the garage
The task of mounting the body back on the rolling chassis is complete. Left to right: Eddie Caulfield, Glenn Leonard, Tom Burke, Chris Wantuck, Dino Bochicchio, Jim Campbell, Brian Morris, and Jules Baron. Thanks to Carolin Muchmore for taking the pictures.