Packard8

Hi Folks, I am moving out of state and have some stuff I don't want to haul. A 320 V8 long block core now on eBay @ $.99 with no reserve. http://www.ebay.com/itm/321991303931?ssPageName=STRK:MESELX:IT&_trksid=p3984.m1586.l2649 And 5 original Detroit Motor wire wheels plus 4 caps from a 1954 Patrician. The engine turns freely, the wheels will need tuning and replating. $350 OBO for wheels & caps. Located in Lodi, CA, pickup only on engine, I may be able to deliver wheels if you meet me between Lodi CA and Tulsa OK. Cheers, John Packard8@juno.com

I saved an engine from a '51 Pat that a guy was going to street rod with a chebby 350. It had a CALxxxxxxx number stamped on the pad but I noticed a late 1954 casting date on the block. Turns out it was a dealer installed 359 long block service engine and at that time the California DMV issued new numbers which were also the VIN for the car. May not shed any light on your car, other than oddball numbers do pop up now & then. I assume you have confirmed it is a 282? Must have been one of the late ones, possibly installed as a replacement sourced from a military spares depot.:confused:

Yup, that's the one, I have the older brother, a MK IV DHC. Though built in 1948, it is basically a prewar car with mechanical brakes and the older 3.5L cam in block engine. Nice flock there!

You're most welcome. BTW, is that a Jag Mk V DHC in the background?

You might try listing on the professional car forums. https://www.google.com/webhp?sourceid=chrome-instant&rlz=1C1PRFC_enUS558US558&ion=1&espv=2&ie=UTF-8#q=professional%20car%20forum These folks collect hearses, ambulances etc. Good luck, it needs to find the right home.

Hi West, It's in Tulsa. I got it from Glenn Pray (Cord, Auburn, Duesenberg) years ago and never found the right home for it. Cheers, John

Hi Folks, I've listed a spare 356 engine on eBay: http://www.ebay.com/itm/321405240522?ssPageName=STRK:MESELX:IT&_trksid=p3984.m1586.l2649 Please pass the word to anyone looking for one. Cheers John

As I recall, the S/N boss on the 356 is in the center of the block not on the rear as the later 288, 327 & 359. Sounds like a good find, and you might throw the owner an offer as the market seems pretty soft of late.

Hi guys, I’ve decided to go with a 3 speed OD in my ‘54 Pacific and am selling a new, never installed complete Mopar 727 conversion kit including: Ultra Torc II straight 8 kit from Sierra Packards (sells for $975.00) Rebuilt 727 transmission, SN # PK 4058328 (this was originally from a 1979 ¾ or one ton truck with HD internals, as per: http://www.mymopar.com/downloads/transguide.pdf These sell from $700-$1200 and usually require an exchange core or core charge. Hughes # 24-25 HD Performance Converter: Heavy Duty / Street & Strip Sells for $250 B & M HD SFI rated flexplate: Chrysler SFI Flexplate – ’62 & later internally balanced 6-bolt crank – A-727 | B&M Racing and Performance Products Sells for $80 Moved to eBay, Item number: 320922745480

The seller forgot to note the missing blower, late model Stude engine (2 bolt valve covers and full flow oil filter pegs it at 1963-64) On edit: I see it does have the 4 bolt valve covers, just the wrong color and wrong decals. The engine number on the machined boss next to the oil filler would tell the whole story, should be LSxxxx as I recall.

Why not at least put a Packard V8 under the hood instead of another "Me Too Motor"? Plenty of those laying around.... I'll sell you a couple!

Hi James, thanks for the reply. This conversion was done by Andres Marine, Stockton CA. Nice stainless manifolds and copper plumbing, dual thermostats etc. The block is a 1955 320 cid stamped "SP 087" where you would normally see the Packard or Stude GH serial number. Do yours have a similar S/N? Also, this has an extended oilpan with an internal cooler...does the Stokes? I'd be interested in seeing yours, and determining the correct raw water pump setup. Do yours have a similar reverse gear? Cheers, John

Thanks Albert, email sent

Hi folks. I need to re-seal a 1956 374 cid V8 marine conversion. Basically need intake & exhaust, oilpan, valve cover, water pump ports (4 front, 2 rear) & fuel pump gaskets. Seems that the usual vendors are selling kits (valve grind and/or overhaul kits) which include a lot of stuff I don't need..(mainly head gaskets). If you have any of the above for sale please let me know. Thanks John

Email sent to Studebakersite.com

Looking for good sheet metal (oil pan, cam & tappet covers) for a 1954 359 Straight 8. I believe all 1950's 8's (288, 327/5, 327/9 and 359 are interchangeable). Thanks!

Hi guys, I'm looking to dress up my 1956 V8 marine conversion motor and would like to find a good set of valve covers with the embossed Packard script. Chrome preferred, but any in good shape (not dented) considered and I'll have them replated. I have a set of plain covers in excellent shape to sell or trade. Thanks!

Having owned a few dozen Packards over the years (including a 57 Clipper sedan and a 58 Packard Hawk) my observation is that the only thing the Packabakers share with the previous Packards are the Clipper instruments, taillights, badges and the name (via the merger). Don't get me wrong, I really like the cars and I wish I had the Hawk back. However, I consider them much like the Canadian FoMoCo products of the 1960's. Everyone knew they were a Ford rebadged as a Mercury/Meteor/Montcalm.

You may be thinking of the 1955-56 Packards that had a vacuum pump piggy-backed to the oil pump. The 1957 Clippers used a supercharged Stude 289 V8 without the oilpump mounted vacuum unit. The 1957 Clippers ( and 1958 Packard Hawk) used a special fuel pump with a pressure equalizing hose/tube between the intake and fuel pump to compensate for the boost. Not sure about the Buick application, but with the 55-56 Packard V8's the vacuum pump was a source of oil aeration which could starve the lifters and cam brgs. Many Packard owners eliminate the vacuum pump for that reason.

Thanks Stude8 & Carbking, I'll check those vendors after disassembling the carb to see what's what inside. Best, John

Thanks for the info, I was hoping to use the kit I have. Do you have any Stude Vendor recommendations for carb kits? I've been out of the loop re Stude parts for a few years. Thanks

What is the difference in R1 vs R2 carb kits? I need to freshen up the AFB on my '63 R2 Avanti and I have a kit labeled "Studebaker, 1962-1964 Carter AFB except supercharged". As I recall, the R2 AFB has O-rings around the shafts? If that is the only difference, I have a good selection of fresh O-rings in various sized. Thanks

And I bet you put motor oil in your car's engine. Mix me one too!

<link rel="File-List" href="file:///C:%5CUsers%5CJohn%5CAppData%5CLocal%5CTemp%5Cmsohtml1%5C01%5Cclip_filelist.xml"><!--[if gte mso 9]><xml> <w:WordDocument> <w:View>Normal</w:View> <w:Zoom>0</w:Zoom> <w:Compatibility> <w:BreakWrappedTables/> <w:SnapToGridInCell/> <w:WrapTextWithPunct/> <w:UseAsianBreakRules/> </w:Compatibility> <w:BrowserLevel>MicrosoftInternetExplorer4</w:BrowserLevel> </w:WordDocument> </xml><![endif]--><style> <!-- /* Style Definitions */ p.MsoNormal, li.MsoNormal, div.MsoNormal {mso-style-parent:""; margin:0in; margin-bottom:.0001pt; mso-pagination:widow-orphan; font-size:12.0pt; font-family:"Times New Roman"; mso-fareast-font-family:"Times New Roman";} @page Section1 {size:8.5in 11.0in; margin:1.0in 1.25in 1.0in 1.25in; mso-header-margin:.5in; mso-footer-margin:.5in; mso-paper-source:0;} div.Section1 {page:Section1;} --> </style><!--[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:0in 5.4pt 0in 5.4pt; mso-para-margin:0in; mso-para-margin-bottom:.0001pt; mso-pagination:widow-orphan; font-size:10.0pt; font-family:"Times New Roman";} </style> <![endif]--> Apples and oranges again. Stop and think for a moment Pete. You can’t increase TQ independently of HP with compression ratio alone. A GM LS series 6.0 gasser has 300 HP and 350lb/ft TQ. A Cummins ISB 5.9 diesel has 300 HP and 650 lb/ft TQ. The difference? The gasser has a 3.6” stroke, the Cummins has a 4.72” stroke…over one inch longer. Diesel is also a more energy dense fuel with a slower burn rate than gasoline. The higher BTU per volume along with the longer burn time and the mechanical advantage of a longer stroke give the diesel a distinct advantage in TQ compared to a similar displacement gasser. C/R plays a much lesser role.