DavidMc

I recently became aware of a new approach to woodgraining that thought I should share. I was talking to friends who run a father and son signwriting business about the best way to reproduce a woodgrain effect on car interiors. They suggested the use of an adhesive backed on woodgrain patterned film. This can be purchased from signwriters supply outlets with a very realistic woodgrain pattern. It is made for exterior exposure with a 5 year life so it should last indefinitely on the dash of a car that is indoors most of the time. The only problem I found was that the choice of woodgrain was limited to 2 patterns, I chose a walnut burl and the result was very pleasing. My friends have now installed equipment that scan a sample from a photo, or part of the original and reproduce it on film large enough to cover the dash in one piece. They can experiment with the color tone to get any desired effect and the result is very good. All of my experience has been with flat dashes however the process can be used on curves as well it just takes more skill to apply. Well worth considering.

I like the use of a small 2 way toggle switch with centre off position mounted on the lower edge of the dash near the steering column. I think it looks much better than a large conspicuous modern lever on the steering column, it is barely noticeable. Another solution is the use of the Logo Lites set up made for A Fords, they are very bright LED's that mount neatly between the bumper bars if you have bumpers and the controller has a magnetic base that can be mounted behind the dash with only the push buttons visible. Logo Lites Automotive LED Lighting Products

Keep in mind that any battery needs to held down not just held from moving sideways. The consequences from a serious accident with a dislodged battery shorting to the frame and leaking fuel do not bear thinking about.

The Optima batteries have protruding lugs at each end at their base. To hold them down you need to make "L" shaped brackets bolted the base of the battery box. I have 6v Optimas in 3 cars and the oldest Optima is 11 years old - it still starts the car although its not as strong as it used to be. I recently did a tour in our 1929 Packard that required a few hours of night driving and with only about 8 amps from the generator it does not keep up with the current draw of the lights so I fitted 2 Optimas in the car. The next morning there was still plenty left to start the car. Here in Australia the 6V Optimas are up around $200 each so 2 per car is getting a bit expensive but it gives a huge reserve of available current.

Laheyth, I have sent you a PM

The running boards on the 1920's Packards were covered with "Battleship Linoleum" according to the Salemans Facts books and confirmed by remnants found on unrestored cars. This dark grey material is available in US however dark grey vinyl counter topping makes a very acceptable and readily available substitute. It is thinner than linoleum and 2 layers givers about the right thickness. The same material was used for the front floor and the mat on the rear deck of the roadster models.

Bill, If the engine overheats I would much rather that, if the thermostat fails, it fails open. With "normal" thermostats when they fail closed they isolate the engine from the radiator causing extremely high engine temperatures instantaneously often too quickly to avoid damage. The worst that will happen with the FailSafe unit is that it will be wide open and with no control the engine will overcool. This is a vastly preferable failure mode to a cooked engine. Also the radiators on these old cars are marginal in capacity so overcooling is not a short term issue. In my case with the failed thermostat removed the car was running around 140 deg. I am currently in contact with the vendor, they have 160 deg fail safe units, we are looking for one that can be adapted to suit. The vendor's web site states that the FailSafe units will lock open if the car overheats. As these old cars are inclined to overheat under adverse conditions I have asked whether the locked thermostat can be removed and reset.

Thank you Wildcat465, I will contact MotoRad to see if they have a thermostat suitable for about 160 deg F. The cavity in the head where the thermostat is mounted is quite large so it should be possible to adapt one. Exactly what I am looking for - thanks again.

That is what I have found but I cannot understand why it is so. Some years ago the thermostat in my modern car failed closed cooking the engine, it was being driven by a relative who did not realise the problem and it caused a cracked head and blown gasket. In my view the thermostat valve should be held open by the spring and closed on heating so that it fails open. However if such devices are not available then I will take my chances with a new thermostat as you suggested. The car is a 1929 Packard 633, it had a thermostat originally and it is not difficult to adapt a modern one to fit the housing. An even easier solution is to use one of the thermostats that Restoration Supply Co offer that simply clamp into the radiator hose. The car also has thermostatically controlled radiator shutters that work but they open too early allowing the car to run a bit cool (140 deg F)

A recent incident with my 1920's car has raised a question regarding thermostat design. I had adapted a NOS thermostat from an unknown make and it failed in the closed position causing a very rapid rise in engine temperature because the thermostat isolated the engine cooling from the radiator. Fortunately no damage occurred as the car was only travelling slowly and I stopped immediately. However it raises a question, Why do so may thermostats (or at least the ones I have looked at) have a spring holding them closed and they open against the spring when heated. With this design if they fail they fail closed with potentially very serious consequences. Surely a better design would be for the thermostat to have the spring holding them open so that they close on heating against the spring. That way if they fail the worst that happens is the engine is overcooled. I am a now looking for this type of thermostat - one that would fail open. I asked Restoration Supply Co whether the thermostats they sell fail open or closed but their answer indicates they did not understand the question. Can anyone comment on the Restoration supply thermostats or suggest any other units. The thermostat needs to open around 160 deg F as the cooling system is not pressurised so modern ones are not suitable.

That should read 1920's Packard!

I aways thought using higher octane than you needed was just wasting money not that it would not run ok. This comment by Jim Bollman has always been my understanding, I believe octane rating is irrelevant to the performance of very low compression cars. I have tried the high octane fuels to see if they are less prone to vapour lock but I have never detected any difference in power or economy between the various fuels or for that matter fuel with up to 20% kerosene or diesel in my 1902's Packard.

I agree with motoringicons and if the vacuum tank is not working it can be fixed however if you must have a pump Bill Hirsch has an economical 6v pump kit. <!--[if gte mso 9]><xml> <w:WordDocument> <w:View>Normal</w:View> <w:Zoom>0</w:Zoom> <w:PunctuationKerning/> <w:ValidateAgainstSchemas/> <w:SaveIfXMLInvalid>false</w:SaveIfXMLInvalid> <w:IgnoreMixedContent>false</w:IgnoreMixedContent> <w:AlwaysShowPlaceholderText>false</w:AlwaysShowPlaceholderText> <w:Compatibility> <w:BreakWrappedTables/> <w:SnapToGridInCell/> <w:WrapTextWithPunct/> <w:UseAsianBreakRules/> <w:DontGrowAutofit/> </w:Compatibility> <w:BrowserLevel>MicrosoftInternetExplorer4</w:BrowserLevel> </w:WordDocument> </xml><![endif]--> 6 VOLT FUEL PUMP-Hirsch Automotive Products <!--[if gte mso 9]><xml> <w:LatentStyles DefLockedState="false" LatentStyleCount="156"> </w:LatentStyles> </xml><![endif]--><!--[if gte mso 10]> <style> /* Style Definitions */ table.MsoNormalTable {mso-style-name:"Table Normal"; mso-tstyle-rowband-size:0; mso-tstyle-colband-size:0; mso-style-noshow:yes; mso-style-parent:""; mso-padding-alt:0cm 5.4pt 0cm 5.4pt; mso-para-margin:0cm; mso-para-margin-bottom:.0001pt; mso-pagination:widow-orphan; font-size:10.0pt; font-family:"Times New Roman"; mso-ansi-language:#0400; mso-fareast-language:#0400; mso-bidi-language:#0400;} </style> <![endif]-->

It behaves as though somehow there is enough vapor pressure inside the float chamber, so that the float doesn't fall as it should to open the needle valve. I have spoken to the owner of an older car who discovered that this was exactly what was happening when his car vapor locked. He had insulated everything and fitted a heat shield but the vapor lock persisted in hot weather. He claimed to have eliminated the problem by fitting a large vent line to float chamber, even though the float chamber was vented with a very fine hole.

Forgot to attach the link: <!--[if gte mso 9]><xml> <w:WordDocument> <w:View>Normal</w:View> <w:Zoom>0</w:Zoom> <w:PunctuationKerning/> <w:ValidateAgainstSchemas/> <w:SaveIfXMLInvalid>false</w:SaveIfXMLInvalid> <w:IgnoreMixedContent>false</w:IgnoreMixedContent> <w:AlwaysShowPlaceholderText>false</w:AlwaysShowPlaceholderText> <w:Compatibility> <w:BreakWrappedTables/> <w:SnapToGridInCell/> <w:WrapTextWithPunct/> <w:UseAsianBreakRules/> <w:DontGrowAutofit/> </w:Compatibility> <w:BrowserLevel>MicrosoftInternetExplorer4</w:BrowserLevel> </w:WordDocument> </xml><![endif]--> Vapour Lock Blues <!--[if gte mso 9]><xml> <w:LatentStyles DefLockedState="false" LatentStyleCount="156"> </w:LatentStyles> </xml><![endif]--><!--[if gte mso 10]> <style> /* Style Definitions */ table.MsoNormalTable {mso-style-name:"Table Normal"; mso-tstyle-rowband-size:0; mso-tstyle-colband-size:0; mso-style-noshow:yes; mso-style-parent:""; mso-padding-alt:0cm 5.4pt 0cm 5.4pt; mso-para-margin:0cm; mso-para-margin-bottom:.0001pt; mso-pagination:widow-orphan; font-size:10.0pt; font-family:"Times New Roman"; mso-ansi-language:#0400; mso-fareast-language:#0400; mso-bidi-language:#0400;} </style> <![endif]-->

I am enjoying reading your methodical approach to this subject that has been discussed so much. You may be interested in the attached link, even though it deals with the very specific problems associated with the earlier Autovac fuel supply system.

What model 1929 Packard do you have? There are 3 different radiator shell part numbers listed for 1929: Standard Eight 626 & 633, Super Eight 640 Super Eight 645. Once you know what you are looking for you need dimensions and photos of the correct shell and the remote one for comparison. I can provide details of the correct shell for the 626 /633 model if that is your model.

Regarding the comment by NTX5467 about replacing the felt seals with modern lip seals. I have done this on all of my cars and strongly recommend it but don't be put off if you cannot find an exact fit, often you will only be able to find a modern lip seal that matches the inside diameter and the outside diameter will be too small. In this case you simply machine a ring to bring the seal out to the diameter of the housing, Its worth the effort.

Bernie, Getting the car registered might have been a PITA but the result is a much better system than we have in NSW. Our Historic Car registration allows us to drive only on event organised by the nominated club. I wish we had the log book system, its much more flexible. So how does driving the Packard compare with the Lagonda? Chalk & Cheese I would think! David

Donald, the photo of your old cowl light on post # 1575 of this thread is not clear enough to see the Packard profile that you refer to, you may have a better photo. As for the fuel gauge, I was fortunate to have one on my car, the nut that holds it to the tank is pot metal so I made a new one in brass. Internally its just a simple float attached to a toothed sector that turns the needle. The face has the Name "Triumph" on it which is curious. It is totally obscured by the rear mounted twin spares! Good luck with your "obsessive" search, who knows where it will lead but its bound to be interesting. Might be easier to just make one, I would think that it would be possible to have the original face reproduced.

The accessory cowl lights in the Packard accessory book show cowl lights similar to scaled down head lights not like the ones in your photo. I think those lights are from a 1927 Studebaker. You can see them clearly on the Studebaker on the You Tube clip below, also on various photos on the net. When I got my 126 Sport, it had cowl lights but they were English Lucas lights, definitely not Packard. I removed them when I restored the car. <!--[if gte mso 9]><xml> <w:WordDocument> <w:View>Normal</w:View> <w:Zoom>0</w:Zoom> <w:PunctuationKerning/> <w:ValidateAgainstSchemas/> <w:SaveIfXMLInvalid>false</w:SaveIfXMLInvalid> <w:IgnoreMixedContent>false</w:IgnoreMixedContent> <w:AlwaysShowPlaceholderText>false</w:AlwaysShowPlaceholderText> <w:Compatibility> <w:BreakWrappedTables/> <w:SnapToGridInCell/> <w:WrapTextWithPunct/> <w:UseAsianBreakRules/> <w:DontGrowAutofit/> </w:Compatibility> <w:BrowserLevel>MicrosoftInternetExplorer4</w:BrowserLevel> </w:WordDocument> </xml><![endif]--> <!--[if gte mso 9]><xml> <w:LatentStyles DefLockedState="false" LatentStyleCount="156"> </w:LatentStyles> </xml><![endif]--><!--[if gte mso 10]> <style> /* Style Definitions */ table.MsoNormalTable {mso-style-name:"Table Normal"; mso-tstyle-rowband-size:0; mso-tstyle-colband-size:0; mso-style-noshow:yes; mso-style-parent:""; mso-padding-alt:0cm 5.4pt 0cm 5.4pt; mso-para-margin:0cm; mso-para-margin-bottom:.0001pt; mso-pagination:widow-orphan; font-size:10.0pt; font-family:"Times New Roman"; mso-ansi-language:#0400; mso-fareast-language:#0400; mso-bidi-language:#0400;} </style> <![endif]--><!--[if gte mso 9]><xml> <o:shapedefaults v:ext="edit" spidmax="1026"/> </xml><![endif]--><!--[if gte mso 9]><xml> <o:shapelayout v:ext="edit"> <o:idmap v:ext="edit" data="1"/> </o:shapelayout></xml><![endif]-->

I have driven my 126 for many years without the fuelizer plug connected and without this causing any problems. Most of the driving has been in warm to hot conditions with some occasional very cold conditions. The function of the Fuelizer would have been to warm the carburettor to assist in vaporizing the higher boiling point fuels of the era of the car but with today's very low boiling point fuels the fuelizer would be detrimental as it would increase the tendency for these cars to vapor lock. We need to avoid heating the fuel system not warm it.

PM sent

<!--[if gte mso 9]><xml> <w:WordDocument> <w:View>Normal</w:View> <w:Zoom>0</w:Zoom> <w:PunctuationKerning/> <w:ValidateAgainstSchemas/> <w:SaveIfXMLInvalid>false</w:SaveIfXMLInvalid> <w:IgnoreMixedContent>false</w:IgnoreMixedContent> <w:AlwaysShowPlaceholderText>false</w:AlwaysShowPlaceholderText> <w:Compatibility> <w:BreakWrappedTables/> <w:SnapToGridInCell/> <w:WrapTextWithPunct/> <w:UseAsianBreakRules/> <w:DontGrowAutofit/> </w:Compatibility> <w:BrowserLevel>MicrosoftInternetExplorer4</w:BrowserLevel> </w:WordDocument> </xml><![endif]--> There has been some productive activity on the Packard Information site over the last couple of days, including my 2 cents worth, regarding Pullman bodies. The information all points to Pullman being one of a number of body builders that Packard out sourced to for manufacture of its standard bodies. Pullman did not custom build special orders like the famous coachbuilders. <!--[if gte mso 9]><xml> <w:LatentStyles DefLockedState="false" LatentStyleCount="156"> </w:LatentStyles> </xml><![endif]--><!--[if !mso]><object classid="clsid:38481807-CA0E-42D2-BF39-B33AF135CC4D" id=ieooui></object> <style> st1\:*{behavior:url(#ieooui) } </style> <![endif]--><!--[if gte mso 10]> <style> /* Style Definitions */ table.MsoNormalTable {mso-style-name:"Table Normal"; mso-tstyle-rowband-size:0; mso-tstyle-colband-size:0; mso-style-noshow:yes; mso-style-parent:""; mso-padding-alt:0cm 5.4pt 0cm 5.4pt; mso-para-margin:0cm; mso-para-margin-bottom:.0001pt; mso-pagination:widow-orphan; font-size:10.0pt; font-family:"Times New Roman"; mso-ansi-language:#0400; mso-fareast-language:#0400; mso-bidi-language:#0400;} </style> <![endif]-->

1940 Packard