Clipper47

I found this NOS switch while tidying up my garage. I wonder what it is for. The box is marked "Switch Assy., B2Q-4107-A" Any help appreciated!

I am reading a book about FDR and there are photos of him riding in big open Cadillacs, Lincolns and Packards so I assume these cars were used in parades and long periods of idling. I don't think the President would have tolerated a car that overheated.

Mike I would save this information re the resistor as I will do also since I have a R-9 O/D on my Packard and plan to get a Pertronix myself someday.

I cannot see how having an Electromatic Clutch would affect a Pertronix ignition install since it has no connection to the ignition system. I believe that all E.clutch cars came with an R-9 or R-10 Borg-Warner Overdrive. There is a wire from the kickdown switch through the relay which shorts the coil momentarily when disengaging the overdrive but how that would affect a Pertronix I have no idea.

If the engine in the car is longer than the original Super Eight engine I would guess that it would be a 356" engine from a Super Eight. The original 319" engine rotation is clockwise (looking at the front of the engine) and so is the distributor. If it has a 356" engine from a 1941 the engine rotation remains clockwise but the distributer rotates counter clockwise. There are many differences between the two engines. The distributor on the original is on top of the cylinder head and the 356" is on the driver side. The serial number on the 320 engine is located on the upper left centre of the upper half of the crankcase and it will a number from "A 500051" to A502527 . If the engine is a 356" from a 1941 Super Eight 160 will have a "D 500051-505000" number and if from a 180 model a "CD500000-502000". The number is located on the left (passenger) side of the block towards the rear above the crankcase. Info obtained from the Packard Club site Tune-up section, The Packard Identification Guide by Dr.Marvin and my own experience! <img src="http://forums.aaca.org/images/graemlins/smile.gif" alt="" />

40 weight may be Okay, if you live in Nome Alaska Maybe so but curiously 40 motor oil is the grade recommended by Borg-Warner except for hot climates. On my older Mercedes Benz and Volvo manual transmission cars the fluid required year around is ATF which is thinner than 40 weight oil and my Volvo trans has 3000000Km on it with no problems. I think as JT mentioned the problem with what is required between the Packard manual and Borg-Warner manual is that the fluid in the Packard transmission flows through to the Overdrive unit. I still think that a modern multi-grade gear oil(synthetic may be overkill)is best and I have had no problems in my Packard by using it.

Yea to bad about the Lions. I was rooting for them to win. Detroit needs a break.

Wow! If you have the E.clutch working properly you're doing very well. If you have the Packard shop manual or have looked at the O/D manual on the PackardInfo.com site you will see how it works. You should also check the solenoid, the lock-out switch and the relay. For starters, to answer your question, the two wires which go to the governor switch are one for the Electromatic and the other for the O/D. The wire for the E.clutch is grounded when at rest allowing the mechanism to operate below a certain speed as determined by the switch internals. At the set speed the points with the switch move opening the circuit to the E. clutch and grounding the solenoid. You would not want the E.clutch operation at highway speeds! The solenoid can be tested by grounding the switch wire with a jumper wire and you should hear the solenoid click. If you are still having problems write to me with a PM or e-mail and I'll get the info for you.

As I wrote previously the springs which I obtained from Eaton-Detroit have not been installed yet as i am awaiting the shocks to be rebuilt also. Four things I have noticed about the Eaton springs vs the original Packard one are. 1.The top is flat on the Packard spring. 2. The Eaton spring is approx. 1/2-3/4" shorter 3. The Eaton spring coil diameter is smaller 4. The Eaton springs have 2 fewer coils. I am hoping that when installed the new springs give me correct height and that the smaller dimensions are the result of more modern metallurgy compensating for the differences noted.

The springs Eaton sent for my Packard which I haven't installed do not have the flat top on the springs either. Now I'm worried as the original springs have the flat top?

A 4" play is serious. I would disregard the Electromatic until this issue is solved since the E. clutch mechanism is sensitive to the clutch adjustment. Just forget it and leave it alone until the clutch issue is resolved. The only adjustment as mentioned is the threaded rod. The overdrive should be fairly obvious if it engages. The overdrive solenoid should be heard to engage when you lift the gas pedal and the engine slows. As the car comes back below the engage/disengage speed of approx. 22mph you should again hear a click as the solenoid disengages. I don't think that the 49's had the little green dash indicator light as does my 47 so you have to listen closely. BTW I'm an old guy too! <img src="http://forums.aaca.org/images/graemlins/smile.gif" alt="" />

<div class="ubbcode-block"><div class="ubbcode-header">Quote:</div><div class="ubbcode-body">I've got a 240 wagon getting ready to go into service for the second teenage driver in the family. <img src="http://forums.aaca.org/images/graemlins/crazy.gif" alt="" /> </div></div> They are very reliable and probably one of the safest cars ever built. Mine is an '83 Canadian model with the SU/Stromberg carb and 4 speed @O/D manual trans. and has over 200000miles on the odo. It is the most reliable car I have ever owned. My son learned to drive with it.

Try Eaton-Detroit http://www.eatonsprings.com/

<div class="ubbcode-block"><div class="ubbcode-header">Quote:</div><div class="ubbcode-body">Yes the multiweight 85-140 sure beats a seasonal changeout. <img src="http://forums.aaca.org/images/graemlins/smile.gif" alt="" /> </div></div> I use Amsoil 75/90 synthetic in both my Packard and my Volvo 240 and the O/D shift change is almost seamless in both cars.

Dave, It would be nice to be able to print this document out! Dave ?? The manuals on the PackardInfo.com site can easily be downloaded and printed.

How about posting the photo. <img src="http://forums.aaca.org/images/graemlins/smile.gif" alt="" />

<div class="ubbcode-block"><div class="ubbcode-header">Quote:</div><div class="ubbcode-body">is there any real proof that idling an engine for lets say 10 minutes does not result in a thorough warm up? JD </div></div> I know from one of my daily drivers which has an oil temperature gauge that a 10 minute warm up especially during winter temperatures doesn't even move the gauge needle off the pin so I am guessing that a short warm up would probably do more harm than good since the oil would not get hot enough to evaporate moisture etc. introduced at the fuel rich startup and cold idle. Just my 2 cents.

Sure it would work. I use a multi grade 75-90 in mine. The Borg Warner manual for the R-10 model which I believe you car has states to use SAE40 engine oil or in "extremely hard driving in hot climates" SAE 50. Straight mineral oil of 80 or 90 weight fore "hard driving in hot climates" may also be used. The entire manual can be viewed at http://packardinfo.com/xoops/html/modules/news/

Try Then and Now, http://www.then-now.com/The_Cellar/cellar.htm for a kit.

Those Chevrolets are among the best cars GM ever made IMHO and the mileage, on the highway at least, is amazing for such a large car. I once brought an 86 with a 305 back from Arizona and it got 25MPG at 70MPH.. My son has one he got for $1 (yes one dollar!) <img src="http://forums.aaca.org/images/graemlins/smile.gif" alt="" />and after a tune up it still runs well despite over 300000Km. on the odo.

Kev, I can scan you the same manual to put on your site if you would like. I got it from a Jeep website a couple of years ago. I also have some 1957-58 Packard TSB's that I have been meaning to send. They came with a 1954 Service manual.

I am in my 50's and have in in the snow belt of Penna all my life, did any of you older fellows have to do the same thing when you were in your teens. I am 62 and still change over to "snow" tires every year around Nov.1. With the "improvements" in winter road maintenance (e.g. salt) I actually use ice tires on one car and big lug snows on my old Volvo for the real blizzards.

All I want is my Delco shocks rebuilt.

I'll bet he doesn't live on a game wardens pension either! I could put my house, my garage and my lot in that space! <img src="http://forums.aaca.org/images/graemlins/smile.gif" alt="" />

<div class="ubbcode-block"><div class="ubbcode-header">Quote:</div><div class="ubbcode-body">Are these different then the ones that Packard International sells for $40? </div></div> ................or the one that sold on Ebay for more than $300 a couiple of weeks ago? <img src="http://forums.aaca.org/images/graemlins/smile.gif" alt="" />