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Owen_Dyneto

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  1. Or as an alternative to vacuum deposition you can use an electroless copper process. This is the process used to plate thru "thru holes" on double-sided printed circuit boards. A rather elaborate 15 or so step chemical process.
  2. Yes, you need to belong to a club and have them apply for a visit. The Packard Club visited in 2015, I believe it coincided with his first "opening".
  3. Glad to hear of your interest, perhaps I should send you a swatch first to confirm the match? I bought enough to do an entire 1100 and only used what was needed for two front seats so I have PLENTY. Let's hope that the moths haven't gotten to it over the years. First, how about you PM me with your mailing address and I'll send a small swatch for you to check against yours. If that's a go-ahead, we'll have to work out something to confirm that the material is still in good condition. I'm in northeastern New Jersey, hopefully you're nearby and could help me drag it down (it's a very large and heavy roll) from the attic and open and examine? Awaiting your PM, how about including an email? Dave
  4. Bingobob, some 40 or so years ago I decided to reupholster the front seats and door panels on my 1934 1100. It had the brown Laidlaw pinstripe broadcloth looking just like the sample pictured above and Bill Hirsch had a run of the material made in Scotland for myself and several others. I purchased enough to do the entire interior and still have the balance left after only doing the front seats. I haven't examined the material in years but if you're interested in the brown pinstripe material let me know.
  5. A couple more photos, taken at a well-known restoration shop back in 2012. Full leather interior IIRC.
  6. I don't know what the mounting issues might be, if any, but you might look for a Packard 5-bladed fan as used on the 356 engines 1940 thru 1950.
  7. As noted above, first make sure the thermostat is functioning. Then, with the engine and coolant at the temperature rating of the thermostat or higher (typically 160 F. or more), the thermostat should have reached it's full extension. Then simply adjust the linkage rod so that the shutters have just reached their wide-open position.
  8. It is not entirely correct to say that the Theft Proof or Body Serial Numbers (the embossed 6-digit number between the triangular brackets) were not stamped into the firewall in 1940; more properly they were not stamped for the first approximately first third of production but then resumed again as in the past at that point. This number is NOT the vehicle number, that number is stamped on the patent plate ("B" in the excerpt above).
  9. Definitely NOT a 1932 Packard gauge. HH56's description of the 1932 Packard oil level indicator is correct, it's within the fuel gauge and activated by a small button under the lower dash edge.
  10. Those carbs were originally painted black as factory installed.
  11. I've never seen nor heard of an actual "catalog" of mongram information but I have seen a single page from some Packard publication which showed various styles of available mongrams for the rear doors.
  12. Chilton's lists #23214 as the number for a factory exchange armature for the CL-1005.
  13. George Jepson of Hillsdale NJ (an early President of the CCCA) had one of the L29 Murphy town cars. George lived just a few miles from me and was in several ways responsible for my introduction to the hobby, I still have that same 1934 Packard Eight that I had when I first met George, that would have been in the late 1960s. I don't recall whether his Murphy had sidemounts or rear-mount spare. I had occasion to drive his L29 once, in a local July 4th parade while George drove on of his 734 Packard Speedsters. Of course the driving was all at very low speeds and I do recall that, even as a 20 something fit young man, steering it was a considerable effort when the road had even a modest crown. A fine gentleman was George, I was privileged to know him.
  14. Well-engineered and maintained mechanical brakes can be superior in reliability and performance to poorly designed and maintained hydraulic brakes. And the reverse can also be true. The Bendix mechanical brakes with Bragg-Kliesrath booster system on my 1934 Packard and extremely competent brakes, certainly at least the equal and perhaps better than many hydraulic brakes of the era. In my view the only drawback is the once or twice in a lifetime major adjustment done at reline times. The advantage is impressive stopping power and never having to be concerned about fluid, hoses, moisture, hydraulic seals, etc., just requiring an occasional check and lube of wear surfaces.
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