WCraigH
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Posts posted by WCraigH
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See this chart on my website:
I can't remember where I got this data, so I can't vouch for the absolute accuracy, but I believe that the CFM ratings are in exact ratio to the throttle bore area, so the relative CFM numbers should be pretty good.
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I have a note that says it's: 10.610", based on rod length = 6.7182", half stroke = 1.7500" and pin height = 2.1418" for zero deck clearance, but don't take this as an absolute value.
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Excellent arcania about the Packard "piano" shift! <img src="http://www.aaca.org/ubbthreads/images/graemlins/cool.gif" alt="" />
I've got two of the the pushbutton shift assemblies from both of my 1956 parts cars. I'll use one on my Panther (maybe for a 700R4) and Paul has removed the one from my 1956 Exec 4dr parts car for use on his 1956 Exec 2dr resto. I have both T-Us and both servo assys on the tranny, but I don't know if any of it actually works (yet).
I'll be in contact, if it doesn't.
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Randy: Thanks! Both glitches are now fixed. They worked on my home computer whilst testing, but not via internet...go figure.
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Many, many pictures of Paul's ongoing resto of his 1956 Executive which should be informative to everyone, even those amongst us who are pedantic about keeping a Packard original.
Just click on the link below to my Panther website, either click on Updated" on the title page and follow that link or click on "***special*** Paul's Executive" and then on "Updated" below that title. Only the "Restoration" section was added; there are no changes to any of the special projects.
Please let me know of any typos, broken links, missing JPGs or whatever.
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Fab looking Patrician! When you take it to the "mixed breed" type collector car shows, it should kick butt. <img src="http://www.aaca.org/ubbthreads/images/graemlins/grin.gif" alt="" />
I also really like the 1951-54 Packards. My Dad had a 1951 200(?) 4dr for a few years before Mom intersected a palm tree at moderate speed. The palm tree won. I believe alcohol was involved. Scratch one Packard (human survived).
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<div class="ubbcode-block"><div class="ubbcode-header">Quote:</div><div class="ubbcode-body">Here's a view from the opposite side... (snip) Catastrophic enough? </div></div>
Ouch!!! <img src="http://www.aaca.org/ubbthreads/images/graemlins/shocked.gif" alt="" /> <img src="http://www.aaca.org/ubbthreads/images/graemlins/shocked.gif" alt="" />
And then you have the subtle, yet catastrophic failure. The 352 in my 1956 Exec 4dr parts car has a serious crack next to one of the "freeze plugs" in the block. In this case, the term "freeze plug" is appropos since it spend most of its dormant life in the high desert of So Cal, which (for you Easterners) actually can get below freezing at night in the winter, albeit without much precip. My supposition is that before it was parked, it had nothing but H2O in the cooling system.
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<div class="ubbcode-block"><div class="ubbcode-header">Quote:</div><div class="ubbcode-body">Craig,
I don't find this answer to be too "terse" at all. In fact, it doesn't give the whole story: 104.7 mph average speed INCLUDING ALL STOPS. <img src="http://www.aaca.org/ubbthreads/images/graemlins/grin.gif" alt="" /> </div></div>
Which leads one to wonder what was the actual [color:"red"] RUNNING speed if approx 105mph was the [color:"red"] AVERAGE speed?
Doing some math: 25,000 miles at 105mph takes 238 hours. The 1955 Patrician has a gas tank capacity of 20 gallons. Conservatively figuring 10 mile per gallon at wide open throttle means a stop every 200 miles which means 125 stops. If each stop took 2 minutes (this is pre-NASCAR pitstop days <img src="http://www.aaca.org/ubbthreads/images/graemlins/grin.gif" alt="" />), that's 250 minutes (4.167 hours) at zero speed. So, of the 238 hours, let's say 4 hours were at zero speed. That means that 25,000 miles were covered in 234 hours of actual driving. So: 25000/234 = [color:"red"] 106.84 mph
If the average pit stop took more than 2 minutes or the average mileage was less than 10 mpg, then the results of this first order calculation would increase the running speed even more. For instance, if the mpg were 8 mpg and the avg pit stop took 3 minutes, then the running speed would be [color:"red"] 108.7 mph.
If course, I haven't figured in how long it took to get to the running speed (0-100 plus mph) or slow down at the pit stop. These would increase the running speed even more. But considering that, I expect that the pre-production Patrician was running about 110 mph most of the time. Very impressive! <img src="http://www.aaca.org/ubbthreads/images/graemlins/grin.gif" alt="" /> <img src="http://www.aaca.org/ubbthreads/images/graemlins/grin.gif" alt="" />
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Rick L: If you're going to put the trailer hitch back on just for looks, great. But don't tow anything with it. I've heard from several sources that towing *whatever* behind a T-U was the surest way to burn it up. <img src="http://www.aaca.org/ubbthreads/images/graemlins/frown.gif" alt="" />
BTW, my 1956 Panther (nee Clipper) had a trailer hitch on it, but it was welded into the frame. It must have been some aftermarket add on. Anyway, I cut it off and discarded it, returning the frame rails to near original. <img src="http://www.aaca.org/ubbthreads/images/graemlins/smile.gif" alt="" />
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If you absolutely insist on replacing the T-U, I'd go this route instead of the Ultra-Torqx 727:
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<div class="ubbcode-block"><div class="ubbcode-header">Quote:</div><div class="ubbcode-body"> Just wanted to chime in here and mention that not ALL '55-'56 Packards had Torsion-Level suspension.
In '55 the "Seniors" (which in the 2-door category means the Caribbean and 400) had Torsion-Level (T-L) standard or as a "mandatory option," but it was optional on the "Juniors" (the Clippers such as the aforementioned 2-door Panama and Constellation) which could have conventional suspensions. About 1/3 of all production was non-TL in '55. </div></div>
And comparing this to Brian's info, there ought to be a few 1955 Patricians and 400s extant with standard suspension. Anybody actually seen one?
Also, as a data point, my Dad once owned a 1955 Clipper Super 4dr with T-L, which according to the above would be a relatively rare combo.
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If the TC is truly beyond repair (torn up internally), then you could get a good used one from Mike Dulinsky <mnpacsler@aol.com> for way less $$$ than a tranny conversion.
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I agree with Clipper 47; sounds like too much charging voltage to me.
The 2/0 cables are a good idea regardless.
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<div class="ubbcode-block"><div class="ubbcode-header">Quote:</div><div class="ubbcode-body">Any 2-door hardtop. However, I am merely asking about the cars. I have no intention at the present to purchase one. Don't have the money or time right now. I am probably the only 21 year old out there who knows what a Packard is. (snip)</div></div>
Great to hear from you and welcome to the forum. It's good to hear from a younger member considering owning (well, caretaking) a Packard. Please excuse my original terse reply and skepticism. <img src="http://www.aaca.org/ubbthreads/images/graemlins/grin.gif" alt="" />
Please see my website for some additional info. WRT V-8 engine reliability, the only problem I've had with my 55 Pat is "valve recession" (see other threads), but that's apparently due to high speed (85+mph) long duration driving on unleaded gas. Otherwise, my 352CID V-8 has been extremely reliable and seems to have the same power it had originally.
Despite some threads here about lifter noise, my 55 Pat has never experienced that problem. I don't recall a thread or a post about a 55-56 V-8 expiring due to broken "whatever". Lifter noise seems to be the most common complaint, but like I said, not everybody has experienced that. And as BH has posted, there are probable solutions to same.
WRT to other 55-56 issues raised by <span style="font-style: italic">Packard53</span>, yeah, these Packards had new (for the time) technology, e.g., Twin-Ultramatic, Torsion-Level, etc., but on the other hand that's what makes them interesting. Compared to, say, a 55 Chebby or Ford, [color:"red"]ANY Packard (particularly a 1955-56, IMO) will [color:"red"]WOW them at the local car show. And you'll spend lots of time talking to some very nice people. Hey, I've even had some pretty 20-something girls enthraled with my Packard, but of course I am too much of an anachronism to be in their dating regime. <img src="http://www.aaca.org/ubbthreads/images/graemlins/shocked.gif" alt="" />
Griz: enjoy your search for your car; may it be a Packard! <img src="http://www.aaca.org/ubbthreads/images/graemlins/grin.gif" alt="" />
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<div class="ubbcode-block"><div class="ubbcode-header">Quote:</div><div class="ubbcode-body">(snip) Craig: I think your reply to GB's question was no answer at all, and that Brian made the correct reply to the question asked.(snip)</div></div>
Packard53: I posted that terse reply because I have no idea who "GrizzlyBear" actually is. Given that it was his second post, it could be another stealth-PFH "gotcha" type of post. Maybe his post is in good faith, maybe not...
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In late 1954 at the Packard Proving Ground 2-1/2-mile oval in Detroit, a pre-production 1955 Patrician 352CID V-8 went 25,000 miles at an average speed of 104.7mph; see:
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I found it easier (similar age/girth problem) to remove the distributor on my 55 Pat to set the point gap. Obviously, this would be even more so on a dual point distributor. It would be best if you had access to one of those old distributor machines to set the dwell while rotating.
Sometimes, the distributor "puts up a fight" coming out due to corrosion or whatever; don't break anything. Make sure you reinstall the distributor in the same orientation and check the dwell with a dwell-meter after setting the timing. Hitting the exact dwell is not super critical. For instance on the V-8, 28-32 degree is OK.
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<div class="ubbcode-block"><div class="ubbcode-header">Quote:</div><div class="ubbcode-body">For those of you who pooh-poohed the idea of a continental kit on the back of an Exectuive hardtop, take a peek at this lovely car. (snip)</div></div>
The best looking continential kit on a 1951+ I've ever seen. Kudos to whoever accomplished it. <img src="http://www.aaca.org/ubbthreads/images/graemlins/grin.gif" alt="" />
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<div class="ubbcode-block"><div class="ubbcode-header">Quote:</div><div class="ubbcode-body">WAS the washer fluid in a jar? I recall a broken jar in the engine compartment of our Clipper and always ASSumed it had been for washer fluid and got broken somewhere along the way. I doubt if it was for brake fluid, or there would've been a catastrophe.
Would the brake fluid reservoir provide any margin of safety if the Treadle Vac failed, as per other threads? </div></div>
There was another option on 1955-56 (maybe earlier) Packards which did use a similar, but larger jar for the windshield washer option. My 55 Pat came with same, but I took it off for a variety of reasons, not the least of which was that I didn't want the wipers "grinding" dirt into the windshield with or without fluid squirted onto it.
WRT to whether this would help the dreaded T-V "out of fluid" problem...maybe if it happened slowly enough. If it happens quickly, i.e., during a single drive, then methinks that your are [color:"red"] SOL.
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<div class="ubbcode-block"><div class="ubbcode-header">Quote:</div><div class="ubbcode-body">(snip)...My question is how do i get to see the flexplate or torque convertor,and is it a like a Gm trans or ford,chrysler how does the torque convertor bolt up can the trans come off with out removing the convertor i looked under there today i seen no way to visable look at the flex bolts (snip)... </div></div>
How many times do we have to [color:"red"] SUGGEST that you buy the 1955-56 Service Manual and the Parts and Accessories book??? If you had the SM you could look in there in "Twin Ultramatic" section, page 9 "Servicing the Transmission", section "Transmission Removal". You'd find that there is a "flywheel housing lower cover" which must removed to access the flexplate. The P&A book, plate 29 has an exploded view of the engine including the lower cover (GP 5.0604). From there, it's "cake".
Considering throwing out the whole T-U she-bang and replacing it with a conversion at this point is exactly the same as your previous idea of throwing out the V-8 and replacing it with a SBC. Way overkill and probably not even close to necessary, no matter what's actually wrong. <img src="http://www.aaca.org/ubbthreads/images/graemlins/tongue.gif" alt="" />
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<div class="ubbcode-block"><div class="ubbcode-header">Quote:</div><div class="ubbcode-body">I believe Craig did this with the Rochester unit on his '55 Patrician, and perhaps he can refresh our memories. </div></div>
Here you go:
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BACKGROUND: Today I had the pleasure of a telecon with a fellow Packard owner (1955 Patrician 5582-8706) who doesn't have a computer and therefore can't participate in this DF. His Pat is a monochromatic (Onyx, i.e., black) 30K-mile original that he is having repainted the same color because a tree fell on it during a T-storm (the locale is Indiana). Sounds look-a-like to AlK's "Duke".
Anyway, the subject of maintenance to the T-L came up during the conversation. My counsel to him was that there are two "critical" components that [color:"red"] MUST be maintained to keep the T-L working properly, to wit:
1) Vigorously lubricate the zerk fittings at the main T-L bar end pivots.
2) Keep the rear (drum) brakes adjusted properly.
My rationale for this advise is that the first point will keep the suspension "loose", so that it can function properly. Neglecting those pivot lubrication points will insidiously stiffen the suspension to the point where it will "jerk" rather than "absorb" road input. My second point is that keeping the rear (drum) brakes properly adusted will keep the "anti-squat" rear suspension geometry active and will have the consequence of holding the rear of the car down during hard braking. If the rear brakes are "loose", then the car will nose-dive during a hard stop.
Does anyone else have maintenance suggestions?
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<div class="ubbcode-block"><div class="ubbcode-header">Quote:</div><div class="ubbcode-body">(snip)...here I'll confine my remarks to and about the FRONT END SHAKE of the post war cars...over these newly FOUND roads leading to my new home in the back country of Pennsylvania, when...I take much greater pleasure in driving my '53 Packard over the same roads at the same speeds with not a shimmy or a shake problem in the front...(snip) </div></div>
Reminds me of a couple of episodes of the "Peking To Paris Rally" shown on History Channel or something like it. Talk about some [color:"red"] NASTY roads! There was even a 1952(?) Packard convertible entered in this rally and shown a few times. I don't know if it finished, but it was shown navigating a shallow river, some washed-out roads, etc.
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Apparently there were a lot of complaints from new owners of 55-56 about the placement of the E-brake. I agree with you that it's a p*** poor location and design, probably the worst of any feature on those cars.
On my Panther, I was considering a center floor (hump) mounted pull hand brake (ala hot rod style) next to an aftermarket floor shift for a 700R4...but, I decided to adapt the push button shift instead, so just having the hand brake there seems nearly as bad as the original location.
I like your idea of a foot-actuated E-brake like all modern cars, but I don't know of anyone who's done it. I'll take a look at how the foot E-brake in my 1976 Firebird project car is attached for an idea.
Overhaulin'
in Packard
Posted
Like the previous comments on Coddington's personnel, there are some things about Overhaulin' I don't like. I usually don't watch either program.
However, a similar program I do really like is "Rides". They cover a wide variety of subjects. So far the ones I've seen: the history and construction of the latest Lamboghini, a Ford show car (from inception to presentation) and hot rodding, race prep and mild customizing of a 1971 Barracuda (it turned out wild). In "Rides", there are no personnel conflicts, stupid jokes, etc; just a really professional presentation of highly professional and creative automotive work from big corporate to small shop. I'd love to see them do ANYTHING with a Packard (resto or custom).