55PackardGuy

Thanks for the info on the puller. At around $40 an hour to rent, maybe might as well buy one. And yes, it's the rears that are the PITA to get off. Fronts are already r&r'd with new wheel cylinders installed.

Derek, Good for you on using the "old fashion air conditioning" once in a while. It puts a lot less stress on your cooling system. In my younger days, air conditioning was a rarity even on big Buicks. As for the speedometer, drive careful on the way to Minnesnowta--keep a watch out for "bears." And the AC conversion? As I mentioned previously, the system on my '89 Camaro was pretty much empty when I got the car. All I did was buy a "conversion" kit with "universal oil" (a poly oil instead of mineral), change out the fittings with the adapters in the kit, fill it with the R-134a supplied and... put a sticker on it that said "R-134a" (also supplied in the kit). I think it was the sticker that did the trick! <img src="http://forums.aaca.org/images/graemlins/grin.gif" alt="" /> But I wouldn't try that conversion on anything older than say about mid-'80s. Hope you have a cool trip! <img src="http://forums.aaca.org/images/graemlins/cool.gif" alt="" />

Speedster, Other possible problem if venting into upstream side before Catalytic Converter: More hydrocarbons may equal shorter life for CC, and also possible effect on 02 sensor(s). Probably better to route it into engine. I still think that a PROPERLY operating positive crankase vent system that runs into air cleaner will not create undue sludge, especially if anti-sludging oils (and possibly adding Marvel Mystery to the crankcase--that stuff really keeps down sludge and acid) are used AND the oil is changed regularly. It's good to remember, too, that a stock system is an "equalizer" for pressure, and at times the system DRAWS AIR in from the atomsphere instead of venting, depending on whether their is vacuum or pressure in the crankcase. Hence, the need for a "PCV Valve" and the reason for drawing in filtered air--either through the air cleaner assembly or through a filtered valve cover cap. NEVER vent to atmosphere and NEVER "close off" the PCV system, or you will get sludge and pressure buildup, and/or contaminated air (dust) into the oil. This is also a heads-up for retrofitting PCV to a road tube engine. Craig, Very neat stuff on racing applications. That's one reason racing is so good--lots of little ways to improve power and efficiency are discovered by race engineers and find their way into our street cars! <img src="http://forums.aaca.org/images/graemlins/cool.gif" alt="" /> <img src="http://forums.aaca.org/images/graemlins/cool.gif" alt="" />

<div class="ubbcode-block"><div class="ubbcode-header">Quote:</div><div class="ubbcode-body">The special tool and fine adjustments were needed when installing new shoes to get them positioned correctly against the drum. </div></div> Bill, Any idea where to get that tool? Also, looking to rent a wheel-puller that will work with these drums--any ideas on where to find one would be appreciated. Great info and history on MOPAR Lockheed and Bendix brakes! Was there something special about the Lockheed brakes so they were used on cars with no "Park" position? I'm guessing it has to do with the driveshaft parking brake being part of the Lockheed system.

Is timing perhaps a major part of the "tuning" that multi-fuel vehicles use to burn E85?

Randy, Sorry for the confusion. The <span style="font-style: italic">discussion</span> I started on the Packard Engineering site because there's a forum there, and, well, this is an engineering issue==but the ARTICLES are, indeed, on the PackardV8 club site. Brian, thanks for your excellent explanation and posting the link. The discussion (and a post of the points in the articles referred to) is right heeere: http://groups.msn.com/PackardEngineering

Great shot of the Faithful Pursuit! One really cool part of your dragstrip post: "Drove to the track"! <img src="http://forums.aaca.org/images/graemlins/cool.gif" alt="" /> <img src="http://forums.aaca.org/images/graemlins/cool.gif" alt="" /> <img src="http://forums.aaca.org/images/graemlins/cool.gif" alt="" /> <img src="http://forums.aaca.org/images/graemlins/cool.gif" alt="" /> Remembering my dad, Anton L. Strauss--37090902 T42 43 A (I have his dog tags, dress jacket, and wool coat). In his WWII service, he was stationed at Victorville (now George) AFB in Victorville CA for the duration. Tech Sergeant, hangar chief, flew "test" flights of B24 bombers with just him, pilot and copilot "to find out if there was really something wrong with the plane" and lived to tell the tale(s). Victorville was a training base for B24 bomber pilots, bombardiers, and crews. The B24 flew between 200 and 300 miles an hour, carrying up to 8,800 pounds of bombs. The Army Air Forces instruction manual put it this way: "The B24 has guts... It can carry a bigger bomb load farther and faster day in and day out, than any warplane..." (this was published prior to the introduction of the B29, of course). They were good planes, but unforgiving of mistakes. Sadly, many men lost their lives training out in the Mojave desert, and elsewhere. 824 airmen died stateside in 1943 alone in B24 accidents. For more of the story, read "Wild Blue" by Stephen Ambrose. He maintains that the part played in WWII by the B24 has been overlooked by many historians--there were more B24s built than any other U.S. war plane in WWII, and they bombed Axis military and industrial installations, playing a very large role in the defeat of the Nazi regime in Germany. Remember how Hitler's army "ran out of gas?" The B24 was by far the dominant bomber used in air raids on Axis oil refineries in eastern Europe, flying from bases in Italy to fight what became known as "the forgotten war." I'm just posting here to help people remember. No need to flag-wave, the crews (in the planes and on the ground) just did their job, and many of them didn't relish it. Guess who built radial engines used in B24 airplanes? If you guessed Buick, you're right!

OK, so to replace the dessicant and expansion valve on VIR units (I assume a '96 would be VIR) you go get the "assembly." Can you DIY install this assembly? I think mine needs it... And that's all I'll say on the forum. If you want to PM me on this, please do! Thanks. Hey Derek, what kinda system did they put in your Wildcat?? (Back on topic here <img src="http://forums.aaca.org/images/graemlins/grin.gif" alt="" /> )

<div class="ubbcode-block"><div class="ubbcode-header">Quote:</div><div class="ubbcode-body">Cars with manual a/c have 4 speed fans</div></div> Ach, these kids and their fancy cars! We had rust holes back in those days that gave plenty good cooling! <img src="http://forums.aaca.org/images/graemlins/grin.gif" alt="" /> Don't know if I'm "hijacking" the thread here, but since Derek has converted to 134a maybe this discussion is of interest to him... it's been very hot in Minnesnowta lately. Philippe, can you explain a little more about the different valves and frequent cycling? I noticed when converting the '89 Camaro that it seemed sensitive to system pressure to keep the compressor engaged. In fact, I've noticed the same thing on my '96 Dakota. Do 134a systems and the valves they use cause this frequent cycling sensitivity? The only "cure" I've found is noodling with system pressure by adding refrigerant. As for cooling capacity, I'm wondering if there wasn't some anticipation of the change to R-134a refrigerant by the late '80s, and a subsequent boost in the size of the system to compensate for 134's relatively lower cooling efficiency. Typically, these things are "in the workes" several years before legislation is passed--just speculating, though.

mopar380, Is there a name for the specific type of puller that works best, and do ya know where to rent one???? Pulling hubs off a 1947 D24 soon. Looked all over for one like the one pictured at P15-D24 website, but no luck so far. Thanks...

Craig, Absolutely, an upper-cylinder oiler is fresh oil misting into the engine. I'm not sure if there are any more benefits to the "oiler" than simply adding some MM oil to the gas, though--but I'm sure the people who sold them would tell you why "our way is better!" Marvel Mystery had their own brand of oiling system, didn't they? As for PCV, as I mentioned earlier, I do not necessarily buy into any positive benefits for the engine--I was trying to make that clear in my post. However, I do think that there are a lot of differences in PVC designs and their effectiveness and LACK of NEGATIVE impact. Maybe some positives, too, especially if the oil is kept changed to avoid acids and/or sludge, and the PCV valve is operating properly. Crankcase ventilation is an often-neglected aspect of engine performance, I think. Both excessive crankcase pressure build-up and negative pressure (vaccuum) I believe have performance consequences. I think ideally you want a "neutral" crankcase condition--as close as equal to atmospheric pressure as possible. Here's an interesting note on the <span style="font-weight: bold">V8 PACKARD VACUUM PUMP and CRANKCASE VENTING</span> from one of the Hot Rod Magazine article that appears on the Packard V8 Club forum: "The oil pump assembly isn't complete without an eccentric vane-type vacuum booster pump for windshield wiper operation under low vacuum conditions. <span style="font-weight: bold">The pump performs double duty when the engine is idling because the pump exhaust creates a pressure differential in the crankcase, which aids in the circulation of air through the engine</span>." ?Packard?s Bold Bid? Hot Rod Magazine, August 1955 (pg 5) I posted this and three other tidbits from the two HRM articles that appear on the V8 Club web site (See "Pressroom" link) over at the Packard Engineering Forum. They all have to do with OILING, CAM, and LIFTER topics! I find them verrrry interesting. The "Bold Bid" article is the best I've ever seen on the Packard V8--much more in-depth than Packard's own engineering paper introducing the engine.

Kev, Mebbe while you're investigating you might scope out whether you could do a PCV conversion. I believe you said elsewhere you thought someone might have been "into" that '54 engine and it's probably not stock anyway. I'm a big fan of PCV in older cars, partly because it really cleans them up (more hydrocarbons come out through the draft tube than the exhaust, from what I've read about it) but also because it sends a little lube into the upper cylinders. I have read, too (but don't know if I believe entirely) that the conversion from draft tubes to PCV significantly increased engine life in modern cars. I think it was a lot of better materials and engineering that accomplished most of that--but positive crankcase ventilation conversions don't hurt anything, and they can help a few things! Some of the people over on the P15-D24 ('46-47-48 Plymouth and Dodge cars) website have done these conversions on MOPAR flathead 6's. The prinicipal's identical for any flathead, or older OHV engine for that matter. That website even has a section with instructions and I think a couple of drawings. Just a thought for a "Packard engineer" type like you... <img src="http://forums.aaca.org/images/graemlins/smile.gif" alt="" />

Very courteous of you, MrEarl. I kinda though a mention would be OK, because maybe a few others would be interested in your answer--great post over on your new thread BTW! A little chatter while Derek is out driving around may be allowable. <img src="http://forums.aaca.org/images/graemlins/grin.gif" alt="" /> Derek, as I recall that middle setting on the 3-speed fan is the most useful one anyway. I didn't have AC, but #2 was the favored heater fan speed. Also, in real hot weather, sometimes AC seems to blow a bit colder when you don't force too much air through it. And congrats on the R-134a switch. I found that re-doing my '89 Camaro was very straight-forward. The AC wasn't working when I got it, so I had no comparison to make, but IMO it was plenty cold. And I replaced "0" components, put over 10K on the car (mostly in summer) and no probs. It even held most of the charge over last winter. Now, that's back on topic somewhat, eh? <img src="http://forums.aaca.org/images/graemlins/smile.gif" alt="" />

Classic, classic, absolutely classic! Not just the song, but the story behind how you adopted the name(s) and the tip o' the hat to Harley Earl! It's just too good. <img src="http://forums.aaca.org/images/graemlins/cool.gif" alt="" /> <img src="http://forums.aaca.org/images/graemlins/cool.gif" alt="" /> <img src="http://forums.aaca.org/images/graemlins/cool.gif" alt="" /> I'm also a big Ry Cooder fan, but that's not the version of "Speedo" I was thinking of (on Ry's "Borderline" album). Rockin' as that one is there was a fairly obscure band that did a fine, more subdued cover of the song--and I'll get back to you on the band name. My brother has the record, and I just have a tape of the song on cassette. Thanks for posting the many versions of the lyrics, and it's good to know that even though I've never seen them in print, I had most of the main ones right in my head. <img src="http://forums.aaca.org/images/graemlins/smirk.gif" alt="" /> Philippe was kind enough to PM me this link, which if you haven't seen it, I think you'll all enjoy: http://64.233.167.104/search?q=cache:x7L...n&ct=clnk&cd=20 Man, this is too much. You made my day--and weekend too! Thanks. MrEarl! <img src="http://forums.aaca.org/images/graemlins/smile.gif" alt="" /> (Funny, that link isn't working and it worked fine on the PM <img src="http://forums.aaca.org/images/graemlins/confused.gif" alt="" /> Try copy-'n'-paste til some kind soul helps me out here.)

Mr. Earl, Glad you liked the wisecrack. <img src="http://forums.aaca.org/images/graemlins/smile.gif" alt="" /> Now, an important matter. Do they often call you Speedo? And, please help me out--who did the original song with the famous line: "They often call me Speedo but my real name is Mr. Earl." <img src="http://forums.aaca.org/images/graemlins/confused.gif" alt="" /> I asked a fellow the other week who was wearing a "Speedo" athletic shirt if his real name was Mr. Earl, and he just gave me a funny look. Everyone else around, even the old f*rts (like me), swore they'd never heard of the song! I couldn't believe it. Yet, I only have a "cover" version of it, and couldn't say myself who originally cut it. You MUST know, right? Even Paul Simon referenced the line in a song--it goes like this: "They often called him Speedo but his Christian name was Mr. Earl." I think it's on the Rhymin' Simon LP.

I hope the blower motor isn't the infamous "behind-the-wheel-well" design like my '65 Electra. They built the car around that one--the r&r procedure called for cutting a hole in the wheel well and patching it after re-install! I never took mine out--just "fogged" it with WD40 through the cowl vent with the fan running. Sure, it smelled for a while but it didn't squeal any more! One thing you can probably do without removing the motor is drill a small hole on the edge of the "bubble" in the end cap next to where the shaft seats and oil it--if it doesn't have an oiling hole already (most don't, unless someone drilled one at some point). Voila--a "rebuilt" motor. But sometimes it's the "squirrel cage" itself that makes the noise. On one car I had, it turned out the noise was from a large mouse nest inside the fan--apparently they kicked the squirrels out. <img src="http://forums.aaca.org/images/graemlins/grin.gif" alt="" />

<div class="ubbcode-block"><div class="ubbcode-header">Quote:</div><div class="ubbcode-body">Thanks for updating us Guy.</div></div> There's more new stuff on the "Packard Firsts" thread over on the Packard forum, if anyone's interested in reading and/or contributing. We're starting to get into "firsts" that were internal events for Packard, including the first Pan American show car.

Craig, thanks for the support on my V8 comments, but I can't take credit for the "2 above" re the 53-54 Caribbean--those came from 3Jakes. I'm not too familiar with the Carib, but I'm stickin' by my comments on the '53 "Macauley" Pan American shown on the "Packard Firsts" thread as a favorite non-production postwar Packard (it's a Packard First because it was the first Pan American--although it went through a few "incarnations"). Maybe if I see a few more views of it (or get a look in person) I'll change my tune--but I right now I think it's coooool! <img src="http://forums.aaca.org/images/graemlins/cool.gif" alt="" />

That's an interesting parts find that you can now share with others (you don't owe the custom brake folks any special courtesies IMO). It just goes to show there's nothing like tenacity to solve problems for low prices. Unfortunately, when you get under the gun for deadlines, the stories are more like the previous one. Say, does that shoe come with the car? <img src="http://forums.aaca.org/images/graemlins/grin.gif" alt="" />

Can't say I've had long-term experience with anything but '55s, so I'm limited in perspective. But anything '55-'56 <span style="font-style: italic">with</span> Torsion-Level suspension (absolutely required) suits me fine. Of course, the 2-doors have more panache, and since I'm limited to Clipper Customs and Constellations in '55 for Juniors with TL (with a few exceptions) I'd say I'm dreaming of a '55 Constellation or a '55 400. My dreams are somewhat realistic, because no way can I afford to get into a Caribbean. As mentioned by 3Jakes, I kind of like the 400 better in a way--real "personal luxury car" and built on the regular line. As for '56, the Clippers don't do as much for me, having been somewhat toned down from the '55s in my estimation. This is the first year of a corporate decision that the Clipper would be a truly separate line, and it shows, IMO. A '56 400 would be really nice--but it's a rare find. A note on the '55-'56 grilles. It's kind of subtle, but the "classic" Packard grille shape is there: it's just elongated across the entire front of the car. The egg-crate of the Seniors is also classic Packard, and the slender vertical bars of the Clipper are reminiscent of even earlier designs. For years I missed these styling cues that were so deftly carried over by Dick Teague and associates on the "last real Packards." My interest is growing in the immediate postwar '46-'47 Super and DeLuxe Clippers, and I'd like to get some hands-on experience with one to see what it's like. Great cars, classic straight 8 power--just beautiful.

Bill, I also did not know they kept those Lockheed brakes into the '60s. Pretty old technology! Were the adjustments improved any from the older cars? Reason I ask, is the advice I've received on adjusting Lockheed brakes on a '47 D24 was quite complicated and the "fine" adjustment required a special tool. These newer ones sound easier--or is this the easy way to adjust the brakes on the D24, too?

Thanks for confirming that my allegiance to the tried-and-true 401 is not misplaced! I raced a guy with my 401 Electra against his 425 Oldsmobile 98 back in, oh, about 1977, and he beat me. He was crazy though. <img src="http://forums.aaca.org/images/graemlins/grin.gif" alt="" /> Actually, he was a college buddy who died at age 36, not in a car but at the dining room table--from a heart attack. <img src="http://forums.aaca.org/images/graemlins/frown.gif" alt="" /> I really miss Bob and I'm kinda glad he won. But I did beat him to the stop sign afterwards! I shouldn't have stopped though, he didn't expect me to and kinda flattened out his tires on one side. Kids, don't ever ever do this. <img src="http://forums.aaca.org/images/graemlins/smile.gif" alt="" />

As suggested earlier, some Packard non-automotive engineering "Firsts" might be in order. That can include internal company "firsts" such as first person in various corporate and engineering or production positions, and other interesting pieces of Packard lore. I thought the First Use of the "Ask the Man Who Owns One" phrase in an advertisement would be a fun place to start: The attached file is, (of course) from Kimes (ibid, ad infinitum) page 42

NTX, That may all be true, but I was only referring to the slight "rump" in the idle that many 401 owners have noticed, and is thought to be attributable to a camshaft that's a bit more radical than is typical for a stock engine. Internal balance, while important, isn't related to this issue. Since talk of 52er's 401 freshening had turned to camshafts, I thought I'd point out what I've heard of the 401's stock camshaft. When you think about it, it makes sense that the small intake valves of the "nailhead" would benefit from a longer duration and/or higher lift camshaft, so I tend to believe the rumors, but have no specs on the cams. Maybe you could look it up?

Ah, your logic is, as usual, impeccable. You must get some real looks at the track, too! <img src="http://forums.aaca.org/images/graemlins/cool.gif" alt="" />