Packard8

<div class="ubbcode-block"><div class="ubbcode-header">Quote:</div><div class="ubbcode-body"> Well, Looks like it's Not going to get to Reserve. http://cgi.ebay.com/ebaymotors/Packard-1...1QQcmdZViewItem </div></div> Looks like it just made reserve @ 38K...seems low to me. I'd expect it to bring 60-70K+ at a Barrett-Jackson, Kruse or Leake auction. Another hour to go, we'll see.

<div class="ubbcode-block"><div class="ubbcode-header">Quote:</div><div class="ubbcode-body">Thanks for the help on that one. I picked up a 327 with the 9 mains and 4bbl to rebuild for my 53 clipper deluxe. Is that engine a good choice? </div></div> It?s an excellent engine, although not 100% ?correct? for your Clipper. A good choice if absolute authenticity is not an issue for you. That version was used in the 1951-53 Patricians and senior commercial chassis. It?s a very smooth and torquey motor, the crankshaft alone weighs over 100 lbs!

Hi Rick, I believe that numbering system was used from the 22nd/23rd thru the 54th Series, with the succeeding years using a higher letter of the alphabet ?.e.g. 1949 used ?H?, 1950 was ?I?, 1951 ?J?, 1952 ?K?, 1953 ?L? and 1954 ?M?.

You?re right Randy, it would have been easier to ask for the S/N, but as you know manifolds & carbs can get switched around over the years. If I remember correctly, the ?3? motor would have had solid lifters like the 288, and the ?4? motor hydraulics like the 9-main.

<div class="ubbcode-block"><div class="ubbcode-header">Quote:</div><div class="ubbcode-body">Can someone tell me the difference between the L-3 and the L-4 Engine? </div></div> I believe the person is asking if the engine S/N is L (1953) 3xxxxx, a 327 5-main with 2bbl or L4xxxxx, a 1953 327 with a 4bbl. The 327 9-main would be L6xxxxx.

There have been articles published on ?Black Bess?, the test mule for the would-have-been 57 Packard. As I recall, it had a 440 cid engine (based on the 374), modified TL suspension, and a beefed-up Twin Ultramatic. Maybe someone can recall the date of the publications or specifics.

<div class="ubbcode-block"><div class="ubbcode-header">Quote:</div><div class="ubbcode-body">What about a 2 bbl application? </div></div> The 57-58 Hawks & 57 Clippers used a sealed box & 2 bbl. I?m not sure if the base mounting studs are the same as your car, but you could look into it. That would be the easy way to go, as the box has carb adjusting extensions and sealed linkage extensions. It?s cast aluminum and looks pretty cool too. You might have to re-jet the carb to match your motor.

The Edelbrock (AFB) marine series have a sealed (USCG approved) accel pump and butterfly shaft and will take 10 to 12lbs boost out of the box?..just get a carby hat and you?re good to go.

Excellent idea Twitch. There could be one pinned thread with links to Clubs, Vendors, and Xref threads. That would be a big help to both the new ppl arriving and the rest of us.

Thanks Brian, I wasn?t aware of the ?favorite threads? feature, now I am.

I believe the Cummins/Holset would work well if you adjust the wastegate or replace the spring.

<div class="ubbcode-block"><div class="ubbcode-header">Quote:</div><div class="ubbcode-body">Pinned threads (or the lack of the 3 Xref threads, we had before) are still a SORE spot with me. <img src="http://forums.aaca.org/images/graemlins/crazy.gif" alt="" /> That's why I haven't commented about pinning the club links again. <img src="http://forums.aaca.org/images/graemlins/frown.gif" alt="" /> But since you bring it up, I thought I would state my opinion again. </div></div> I agree 100% with pinning the Xref links along with the club links. It's a hassle to try to find the Xrefs buried among old posts, and they are single most important info threads.

I have a similar project on the back burner. Check out Dick Datson's group: http://autos.groups.yahoo.com/group/Carburetedblowers/ Lots of good info there in the archives.

<div class="ubbcode-block"><div class="ubbcode-header">Quote:</div><div class="ubbcode-body">The 55-56 Service manual clearly states plastic impeller </div></div> I didn't say that the originals were not bakelite/plastic..... only that I've never seen one. I suspect that rebuilders and replacement mfgs switched to the metal impellers either due to inavailability or the lack of durability of the bakelite impeller.

<div class="ubbcode-block"><div class="ubbcode-header">Quote:</div><div class="ubbcode-body">I didn't know they used bakelite impellers. Was that common on other cars during that period? </div></div> I didn't either. I've seen maybe half a dozen V8 W/P's off the car and they've all been either cast or stamped metal.

Update?. ?Le Mans? is the Bridgestone/Firestone house brand radial. I see them advertised 4 for $119 (plus tax, mounting & balancing) in any 15? size. If there is a Firestone store near you, check them out. Pretty decent tire for the money in my experience.

<div class="ubbcode-block"><div class="ubbcode-header">Quote:</div><div class="ubbcode-body">Hi, Could anyone out there tell me the bearing area size on a 1st or 2nd Series Packard Eight? I'd like to know the rod bearing width and the diameter of the crankshaft at the connecting rods. Thanks alot! --Scott Troy, NY </div></div> Sorry I can't help you directly, but try Egge Machine (www.egge.com). They are one of the biggest suppliers of engine restoration parts and may have the specs (and parts). Best, John

I believe the original drums should do the job provided they are kept in top shape, or unless you live in a mountainous area where brake fade could pose a problem. I am however a believer in dual master cylinder systems for anything except a Pebble Beach Trailer Queen or museum car. I?ve experienced a few blown wheel cylinders and loss of braking and it wasn?t any fun. Luckily I was able to get the car to a stop without any damage or injury, but I don?t like to have to carry a change of undies with me. <img src="http://forums.aaca.org/images/graemlins/shocked.gif" alt="" />

Contact Jim at Turner brake: http://www.turnerbrake.com/ He does mostly Studes, but I think he has done some other custom conversions.

<div class="ubbcode-block"><div class="ubbcode-header">Quote:</div><div class="ubbcode-body">Thanks for the help guys. I tried napa and the book shows the spring but it is obsolete, I got lucky at the junk yard and found one off an old dodge that was close enough to work. </div></div> If the one from the Dodge works well, it might be smart to order a set of new ones for that year Dodge. If one has already broken, good chance another might seeing as they are pushing 70 years old.

?Why do the Germans and Jap auto manufacturers do so well today ? VERY simple, and that simple truth hurts. They were DETERMINED to keep faith with their customer base, and produce QUALITY cars.? Anyone who believes that was either unconscious from 1949 to 1970 or is now senile. With the exception of a very few like Mercedes & VW, pretty much everything produced in Europe or Asia and imported here was woefully incapable of service in the US market. Remember the Renault Dauphine & 4CV? The early Datsuns & Hondas? The 2 stroke Subarus? These cars were basically ?Metro Cars? designed to operate for short hauls on narrow streets and tended to grenade themselves after about 20K miles of interstate driving (if they didn?t rust out first). The interiors were mostly plastic and tended to crumble to the touch after about two years of Kansas summers. While I was growing up in the 50?s and 60?s, my Grandfather was an Import Car dealer in Kansas as was my Uncle in Nebraska. They sold almost every make imported at the time and I saw it first hand. To their credit, the Imports eventually did build a product that put the 70?s and 80?s Detroit Iron to shame and that subsequently germinated the turnaround in US quality. But to compare the average postwar import to a Packard, a Caddy or even a Ford or Chevy is just plain goofy.

Dorman manufactures a wide selection of brake hardware. I believe most NAPA parts stores are Dorman dealers. Try emailing or calling Dorman with the length of the springs and the diameter of the spring stock and maybe they can give you a part # to order through a dealer. Here is their website: http://www.rbinc.com/

Yep, you?d be hard pressed to buy any Woody in true #2 condition for that price from what I?ve seen recently. I think it shows that ?price guides? are just that?guides. Their pricing often lags a year or more behind what?s currently ?hot? and what?s not. <img src="http://forums.aaca.org/images/graemlins/confused.gif" alt="" />

<div class="ubbcode-block"><div class="ubbcode-header">Quote:</div><div class="ubbcode-body">I wonder when the term "station sedan" started being used in place of station wagon? Packard info that I've seen from 1940 seems to only use station wagon in their description. </div></div> I?ve often wondered the same. There was at least one 1954 "Patrician Station Sedan? built on a Henney senior chassis (you can see the photo at the packardclub.org library>showroom>1954). I suspect it was a decision of the Marketing Dept, as ?wagon? has more of a rural/pedestrian connotation than ?sedan?.

I'm not aware of any repros, so keep an eye out on ebay. You can also post a free Parts Wanted Ad on the packardclub.org classifieds. Good luck