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SafeTFlex

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About SafeTFlex

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  • Birthday 03/27/1940
  1. Albert is correct...do NOT "chase" the threads in the engine block - they were "cut" to an "interference" fit so that they would seal. If some have un-screwed, then and only then monkey with them. My suggestion is that you use a teflon sealing tape, which will provide some "interference" as you tighten them in. Packard head studs from that era are NOT under significant tension to the point where you need worry about "stretch". You can use them over and over again. Just remember to "torque" the cyl head. down about 20 ft lbs at a time, following the torque sequence in your engine manual - do
  2. For SPEEDSTER - At the moment I can't recall when the generators on the "Senior" eights STOPPED being "chain driven" (the Twelves were all BELT driven thru out 1932-1939 production). I know for certain the '34 Eights were CHAIN driven, but cant at the moment recall when or if the so called "Senior" eights later ever had belts.
  3. for 55Pack guy The power assist for the big Packards (both clutch and brake on the 12's, brake on the big eights was, if I recall correctly, identical from 1932 to 1939 when the "Senior Division" factory was gutted so that Packard could concentrate on lighter cars. I am unclear where Kimes got the idea the power brake system was "re-designed" and became "modern" with the introduction of "juice" brakes on the "Senior Divison" cars for 1937. I dont have her book handy - is it possible that when she said "re-designed" she was referring not to the power assist system ( which was unchanged) , but
  4. For SPEEDSTER - Horse feathers ! I dont understand where you are coming from - what in my "post" would bother a lEGIT Packard buff ? B.H. and his buddies have the right idea - they SHOULD put people on IGNORE who disagree with them. They have made it quite clear they know what they do want to hear, and what they dont. That is their right. Let me explain why I am not overly concerned about those guys getting, as you say "pissed off". As I noted above, for reasons that are beyond my understanding, some of these "post-war" types go absolutely bananas at references to factual data either from t
  5. I am concerned about your earlier comment that even before you put the car away, it was a hard starter and a slow turner. Please be assured, Packards cranked fast and started fast IF properly set up. Be ASSURED that when they were in service, they gave good service ! I strongly recommend you read over the "posts" in this thread - many good ideas to get you on the right track. Your car was once and can be again ABSOLUTELY RELIABLE - will spin fast and "light off" IMMEDIATELY hot or cold - again, IF properly "set up" the way it was when in service. Going to 12 volts is a "band-aid" for probl
  6. RE "POWER" brakes - Rolls in both the English and American versions, went a different route than most American manufacturers. In this country, our manufacturers used engine vacuum to provide assist for the brakes - cant say for sure when this went into mass production, but I know it was already standard in Packards in the early thirties, and stayed until the end of "Senior" production with the destruction of the so called "Senior" plant in June 1939. Packard didn't go back to vacuum assist power brakes until late '52. With either the mechanical brakes of the early - mid thirties, or the hyd
  7. I am confused about the representation that "Packard had a "first" with power brakes in 1936 and radiator shutters in '33". What am I missing here? Who would make a representations that daffy ? One of the Packard Clubs ? Or one of our "posters" ? Or the old guy in one of the recent Packard publicatons who claimed Packard had no factory options - they were all installed by this guy at a dealership, or that a "Packard Twelve wheel wighed 150 lbs..." ? Obviously, anyone who has actual experience with such matters knows Packard and many other luxury car manufacturers had these features LONG
  8. For Peter - regarding possible new law requiring "front" license plates in Arizona Funny coincidence ! Did you see the ARiZONA REPUBLIC yesterday ? Our suspicions are CORRECT. That is EXACTLY what is behind the new proposal !
  9. For Packard8 The problem with "period correct mechanicals" is that we dont have "period correct" driving conditions. Some of us actually LIKE our hobby cars, and want to get them out on the road. Problem with that - poking along at 40 45 mph is a safety hazzard - I dont want to be rear ended by a city bus or garbage truck ! I dont see how you can take the position that a over-drive installed between an authentic engine and rear end is in any way hurting our enjoyment of the hobby.
  10. You are 110% correct ! Even the optional 4.06 gear set available then as an option, is still WAY too "low" for even CITY driving these days! As you may know, you can buy a 3.54 gear set today thru one of the fellows who advertises in Hemmings. My understanding is that it is a MAJOR machining problem. Given the difficulty of correctly setting up a new hypoid gear set, I think your idea to use one of the many over-drives, is the better way to go. The "trick" is, build yourself a full rubber-mounted carrier for the over-drive unit - that will isolate the "gear rumble" so many people who have b
  11. I dont know what a "re-build" is, when that term is represented by a sellor... Sadly, there is a lot of incompetence amongst so called "classic rebuilders". In many cases, it is just "good business" NOT to waste money making a collector car road-worthy, because the shop knows the owner only wants it to show off at car shows, and the most severe driving the car will see is across the grass up into the trailer. Add to this the fact that younger people today have no conception, no reference points, for imagining how different the design requirements, engineering, and thus limitations of cars of
  12. C'mon Rick..be serious. How many labor hours is it acceptable in the auto industry to assemble an auto, and how many labor hours are involved in aircraft work. i've done both - believe me - aircraft construction is a bit more labor-intensive than what they do in auto production.
  13. PLEASE - listen up ! FIRST thing you should do, is "drop" the oil pan and clean it out. Unless the engine has been freshly overhauled, you will be SCARED at the muck and sludge you see on the flat surfaces of the bottom of the oil pan. VERY easy job on those years Super Eights. SECOND thing before driving it - "pull" the rear brake drums ( no fun, and you'll need an industrial grade wheel puller for this ) and see if you can see fresh grease on those monster double roller bearings. If you can't, unbolt the backing plates (only way to get at the bearings) and grease em up with a modern EP gr
  14. Re: Dave's comment about funding (perhas LOTS of funding could get the Packard name going again.... ? ) I noted earlier the problem of "economy of scale". Up thru the first ten years of the last century, Packard was able to make money on just a few thousand cars a year. Simple cars - simple production problems and costs. Technology exploded, and with it, the cost of producing that first car. I forget how many Packard 120's were sold during its heyday, taking a guess, it was around 60,000 in the best years of the late 1930's,; they made good money off that volume. By the 1950's, I believ
  15. RE: question about proposed requirement in Arizona to have both back AND front license plates... Up here in northern arizona we are about three centuries behind you low-landers, so I know nothing about this ( yet ). BUT - Frankly, Peter, I was surprised, when we re-located here from California, that they dont have front plates. As far as I know, most states do have that requirement in my new home state. Those that do not have this requirement, probably will all start requiring this - and I have a nasty suspicion as to why. Collecting traffic fines on mickey mouse tickets is a great busin
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