Clipper47

Should the octane selector always be at 0? When would you change it? I wouldn't be concerned about the octane selector. It was/is a handy reference point to bring the timing back to spec. in the event that you want to advance or retard the timing because of gas quality but rarely if ever needed now.

Hve you checked for correct firing order? It should be 1,5, 3,6,2,4. Go to the Packard Club Website www.packardclub.org and scroll down the left column to "tune-up". Open the link and you will find the information you need on 1937 Six 115 Model in a .zip file. Hope this helps. Usually you can set the timing to be in the ballpark by ear simply by turning the distributor slowly to advance or retard the timing but you will need a timing light for accuracy. The pointer under the distributer is to adjust the timing for variations in octane of gasoline used. I set mine to "0" once the timing is set to factory specs. Hope this helps?

Just discovered today that the rebuilt vacuum advance canister from Max Merritt has a split in the diaphram. Looking to buy a good used or NOS one Autolite distributor IGT4203. I know the old ones are prone to fail but obviously so are the rebuilt ones!

Just put a threaded plug in the manifold vacuum outlet and use as is. That's waht I did until I found the parts needed to repair the E. clutch.

Jay, I emailed you a photo of the gas door spring on my '47. Hope it helps.

I was a Conservation Officer for 30 years mostly in the wilds of Northern Ontario before retiring in 1995. I was involved with a search and rescue and owned a fine bloodhound mantrailer. I started my working life as a clerk-in training for the Hudson's Bay Co. on the small native community of Fort Albany on the coast of James Bay. Seeking more adventure I quit and worked for a fur-buyer/freighter operating in the same area. For one summer I worked as a crewman on Canso (PBY) flying boats in the arctic before being accepted in the Ontario Forest Ranger School. I bought my first collector car in 1965 which was a 1947 Cadillac 75 Imperial Limo for $350. I had to wait until 1990 to buy my 2nd which was a 1947 Nash. I have always loved and wanted a Packard and now I have one.

Before going to all the trouble I would suggest that the coil may be the problem. I would consider hooking up an new couil before investing in an elecric pump. Why not test the fuel pump pressure once the engine begins to stall and see it that is the issue. The tank is not a big problem to remove and if you haven't done so it could need a flushing out. . To install an electric pump you should properly put a "T" fitting in the line at the tank and run a new line up from the electric pump and bypass the mechanical pump tapping into the gas line above the mechanical pump with another "T". The reason is that should the mechanical pump diaphram punture the gas pumped by the electric pump will fill the oil crankcase which you DON'T want. If you only want to use the electric pump for starting then you could just tap the electric pump in the old gas line but by the sounds of your post you want to use the electric as your main operating pump.

Both Rollson and Rollston built bodies for Packard chassis. http://www.coachbuilt.com/bui/r/rollston/rollston.htm

If the engine is like my 47 356" engine there is also a small engine drain plug located just above the starter that can be removed which will help with flushing the block.

For whatever it's worth I'm also running 235-75R-15's on my '47 and I am very pleased with the performance of the tires. I have no clearance problems front or rear.

"Paper Doll" by the Mills Brothers

<div class="ubbcode-block"><div class="ubbcode-header">Originally Posted By: packards42</div><div class="ubbcode-body">Nice find, I got one new reproduction put away for the limo one day,, together with the high compression edmunds head. </div></div> WOW here did you get those if you don't mind me asking?

Maybe for the smaller 282 CID 8 cylinder engine used on the junior Clippers and 120 1935-47? The 288, 327, 256, 359 all interchange as mentioned.

In 1941 Nash released the 600 model, so named because it was advertised to get 600 miles from a single 20 gallon tank of gas if driven prudently in highway driving. This was possible due to the weight savings provided by the first U.S. unit-chassis design. I've never owned one, but from the reading I've done this apparently was no idle boast for the pre-war cars (slightly heavier post-war models continued the name through 1949 with nearly the same economy). I restored a 1947 Nash 600 several years ago and it was a very economical car to operate. It was advertised to get 30MPG or 600 miles on the 20 gallon tank as Dave wrote. It would be a good candidate also especially in the coupe (Brougham)version but don't expect to win any stoplight drag races.

Try a can of Seafoam. It works great in all my cars.

My 1947 Nash 600 had a torque tube. I don't know how many years Nash used them however.

Try here. The Packard Forum had quite a discussion about this just a few weeks ago http://forums.aaca.org/ubbthreads.php/ubb/showflat/Number/427218/page/3#Post427218

<div class="ubbcode-block"><div class="ubbcode-header">Originally Posted By: 6686L</div><div class="ubbcode-body">Hey Dave - stop worrying about it ! All you have demonstrated - is the obvious - the faster you go (and knowing how nice a "356" is to drive "at speed" in over-drive I sure cant blame you...!) the more significance the relative wind has. I am not surprised at EITHER of your two figures - my suspicion is your "356" is running just fine. I understand with this new format, you can post photos. Love to see some interior shots - been a long time since I had the pleasure of monkeying around with a "356" Clipper.</div></div> Peter, I am not so much worried as I am curious compared to what I have read and what others are getting. On a side note I understand that the overdrive equipped Packards had a 4:11 axle ratio. I have not been able to find any reference to what the axle ratio would be equivalent to in overdrive. I am guessing about 3.50:1. What do you think it would be? I am also guessing it is running at about 1800-2000r.p.m. at 60 m.p.h. since it seems to run very quiet at that speed which is in the r.p.m. range of maximum torque. When I figure out the new improved format I can post a few Peter. Thanks for asking!

"Leaking" wires will contribute to rough idle so you may have found the source of the problem. Why not just change the one you got the jolt from and see if that solves the problem?

West, I will be interested in knowing. The Packard fought a very high head/cross wind on the way to the car show in Barnum MN and i was shocked that it only got about 12 MPG. On the return trip the wind was mostly calm and I calculated about 17mpg again.

The 356 engine uses a retainer as well. See attachment.

<div class="ubbcode-block"><div class="ubbcode-header">Quote:</div><div class="ubbcode-body">can you post a photograph of it - this is a new one on me ! </div></div> Peter, Image taken from a 1947 Parts book. If you look close you can see the bellows thermostat and the metal retainer.

<div class="ubbcode-block"><div class="ubbcode-header">Quote:</div><div class="ubbcode-body">Hey Clipper ! That is GREAT gas mileage for a 356 ! That 20 mpg you referred to sounds about right for the "120" (much smaller displacement and lower powered "short nose" Clippers. </div></div> Well I'll be putting another 400 miles on her this weekend so I will check it aagain and keep my fingers crossed that it will be at least as good.