Ed Miller

I am seeking Robert Cannole's telephone number. He is the last known person to be making coils with bases for 1933 Twelves and Super Eight with bases. However, if there is someone else out there doing it please let me know.

I have driven my 1932 Cadillac V-8 All Weather Phaeton about 20,000 miles since 2001 and still garners 99+ points in Grand Classic competition. Also, I have driven a 1932 Cadillac V-16 All Weather Phaeton and a 1931 Cadillac V-12 Convertible Coupe. I enjoyed all of them. The V-16 and V-12 both are markedly smoother and quieter running engines than my V-8. The V-16 is much faster than the V-12 and V-8. The V-12 is also faster than the V-8 but not by much. The reason I acquired the V-8 rather than a V-16 or V-12 was that at the time there were no 1932 V-16 All Weather Phaetons available. Also, I believe a number of V-8 AWPs have been converted to V-12 AWPs. I didn't want the authenticity of my car questioned. To keep up with the big boys on tours I installed an overdrive. It keeps the revs down and increases cruising speed without effecting acceleration. Incidentally, the carburetor float is very weird but if it is set up properly the V-8 runs beautifully. If you don't believe me come on over for a ride.

I'm writing an article on a 1934 Plymouth PE DeLuxe Coupe 2/4 passenger. I believe the transmission is not synchronized, yet is easily shifted at least in free wheel. Is the transmission in fact not synchronized and how have you found shifting this transmission?

Ten years ago the cost was $1,100. Five years ago it cost $1,300. In both cases the driveshaft (Packard) or torque tube (Cadillac) was sent to Lloyd for installation. Upon receipt it was a fairly straight forward bolt on proposition. I no longer have the time to work on my cars. My mechanic did the work. Rather than use the rather crude controls Lloyd provides, attached is a picture of what I used in its place. If you would like a picture of the overdrive controls send me your email address. The pictures is too large to post.

Dave Fields: It was kind of you to ask. Yes, the family is fine and well and so are the cars. I hope you and your family are the same. Doug Klink: Lloyd Young's contact information: 4915 Lithopolis-Winchester Road, Canal Winchester, OH 43110. 614-837-7832. Lloyd likes to talk. Be patient, listen and he will further your education as to Borg Warner R-10 overdrive units. Incidentally, if you have a problem with your unit, he is more than reasonable about warrantying his work. I'm going to the garage and taking the 1934 Packard Super Eight Convertible Sedan with top down for a 20 mile spin with the Overdrive engaged for most the the trip. The weather man predicts a high of 79 degrees and sunny. See you later.

I have two cars with Lloyd Young Borg Warner Overdrive units, viz.: a 1933 Packard Super Eight Convertible Sedan (145PH & 4,930 Lbs.) coupled to a standard 4.41:1 rearend and a 1932 Cadillac V-8 All Weather Phaeton (115HP & 5,070 Lbs.) with a 4.60:1 rearend. Also in my garage is a 1933 Packard Twelve Convertible Sedan with a Phil Bray 4.06:1 rearend without overdrive. I have driven each vehicle at least 6,000 miles and up to 18,000 miles. The 1932 Cadillac needs the O/D the most as it has the least favorable weight to power ratio. It can now cruise at any reasonable speed desired without having to listen to the engine buzzing down the street. The 1934 Packard loafs along at 50, 60 or whatever speed you desire. Also, it can accelerate much quicker in O/D than the Cadillac. These two Full Classics I use for serious touring in excess of 1,000 miles at a time. The 1933 Packard can cruise at reasonable speeds without O/D and loses little, if any, acceleration with the slight numerical decrease in its rearend. As far as the O/D self destructing in reverse if not locked out, it can only be forced to self destruct if you ignore the vehicle's reluctance to move in reverse when the O/D is engaged. As to concours shows. I have never lost points because of an O/D. There are two reasons for this. First, the O/D in both cars is tastefully installed so that it looks as if it belongs and second, the judges don't realize that it doesn't belong to the car.

Although I have driven a 1937 Packard Super Eight, I have only ridden in three 1938 Packard Twelves. I don't feel I could help much as to which you would find more pleasurable. As to broader question of a Super Eight or a Twelve, I own and drive a 1933 Twelve and a 1934 Super Eight, both are Convertible Sedans and are mechanically as new. Acceleration is virtually identical as is their weight to power ratio. However, the Twelve is smoother. Braking is also about the same. The Twelve has more square inches of braking area to compensate for additional weight. Steering, again about the same, however the Super Eight seems to be slightly lighter. Subjectively, the engine compartment of the Twelve is hard to beat. When asked which I prefer, I respond that each has its own personality, I love both. Gee, I wasn't much help. Look at it this way, whichever you pick, it will be a good choice.

Your 1932 Packard has a updraft carburetor, 1933 and 1934 have a downdraft. The airfilter on my '33 Twelve and '34 Super Eight are far removed from the cutout. It appears you may have the wrong airfilter for your '32.

Olympic, The fellow you are seeking is Lloyd Young 614-837-7832. Two of my cars have his units in them. I am very satisfied. Tell him Ed Miller says hello. Good luck.

I don't have a body source for you. Nonetheless, I just drove a 1913 enclosed Cadillac a few weeks ago. It was fun but the transmission was a bear to shift correctly.

Maybe I better try this again...Although I haven't dealt with the company(ies), others in the hobby have expressed nothing but utter contempt for the owner.

I haven't dealt with them, but others in the hobby have utter nothing but utter contempt to me for the owner.

tbirdman, to begin, I have a 1933 Packard Twelve Convertible Sedan which is a Senior Emeritus CCCA 100 pointer and also was judged in a tie at the Packard Centennial meet as the best Twelve Convertible. It has painted wheels. I have other Full Classics but the point I'm attempting to make is that you don't have to "gild the lily." Your Packard is wonderful. The colors are tasteful and of the period. Don't put anymore lights on it and don't put anymore chrome on it. But that's my opinion and its your car to do with as you like.

Jim Otto 865-966-9494 is a retired sylphon engineer. He rebuilds and calibrates both sylphon and winterfront bellows/shutter type thermostats. He's very reasonable and quick. He rebuilt and recalibrated my 1934 Packard thermostat.

Round headed acorn nuts are available from Packard Twin Six plus a lot of other goodies for your Packard. (405) 948-8763 extension 120 or 128. Have fun with your restoration.