Owen_Dyneto

Just as the Packard green varied a bit from time to time (generally the earlier prewar cars having a darker green) and have no doubt the gray varied a bit as well from time to time. Crane Gray is what Packard used on their factory-reconditioned cylinder bores for the 320 and 385 engines in the 30s and is probably similar to what they used later.

In the absence of specifications, tighten the oil pan bolts sufficient to compress and seal the gasket but not so much that you distort the bolt openings in the pan. You might check the pan for that distortion and if present, correct it first. Sequence? Probably makes no difference but common sense says start in the middle and work towards the ends.

The originals were KSB 286 and KSB 287 (left and right). Most often the model # of the motor was stenciled onto the stamped steel valve cover with purple ink. Someone else will know if only 1 wiper (driver's side) was standard or if all models had a pair. I highly recommend Ficken Wiper Service and it's money well spent if you have it serviced first before you install it.

In the majority of cases the major culprit in overheating is the radiator. I'd find the specification for flow rate and test it. I'll guess that the spec is about 25 gravity-flow gallons per minute.

It's a 3rd brush generator so output is adjusted by moving the 3rd brush. Look for a screw or other means of adjustment on the back plate.

A bit easier said than done. The molding is held down with hidden wood screws if it's like my 34, so you'll have to clean the molding to find the screw heads. Remove the molding. Remove the old top material and PRAY that you find the wood intact and in good shape. Beneath the top is a layer of cotton batting that you'll probably want to remove. Then check the wire mesh as it is structurally important to the strength and rigidity of the body. Replace or repair if it needed, then replace the cotton batting. Long (or short if that's what your car had) Colonial grain roofing is available from Restoration Supply or Restoration Specialties, Cut the piece a bit oversize, begin tacking and stretching to get a uniform tension without wrinkles all the way around. Cut off any excess at the edges, caulk the edges with a good weather seal rubber or silicone product, and reattach the molding. Scout around, there are videos and also written instructions around on how to do this.

I wasn't aware there were two different diameter Alemite pin-type fittings but the adapter I bought from MSC in Harrisburg fits the old style Alemites on cars of the early 30s that I've had occasion to grease. The other end is a modern Alemite hydraulic fitting that fits every grease gun I have.

The dash switch for fog lights was to control fog lights if they were ordered as optional equipment. The installation would have included instaliing the guts of the switch.

The "I" in your VN is actually a "1" in the font Packard used for this purpose. Tracing history all the way back is difficult if not impossible; I'd start with the person you bought the car from and see how far back you can trace that thread of prior owners. You could also join The Packard Club and contact the roster keeper for that year Packard and see if he has any prior history on the car. I'm also in New Jersey and 50+ years involvement with Packards, if you want to get in touch, send me a private message with your phone#.

There is a specific discussion group on the Packard Club forum specifically for Packard Henney and commercial vehicles and it is regularly visited by some Packard Henney experts and roster keepers. You might consider posting your query there.

I'm not familiar with your car's ignition system but if dual ignition means dual coils, you might consider that one coil is beginning to fail. I just went through this on my 34 Packard with dual coil ignition.

According to Motors's, all Buicks regardless of engine size between 1935 and 1949 have 90-100 ft.-lbs. specified for the main bearing cap screws.

Wiring diagram can be found at The Packard Club website, www.packardclub.org. Click on "wiring" from the menu.

The Autolite website confirms the recommendation of 3076.

NAPA still supplies hydraulic brake light switches for vintage cars, most an exact match for the OEM equipment. Most of them are about $15 or less.

The V12 used by Seagrave, though modified by them several times over the years, started life as the Pierce Arrow V12 of the early 30s. It might be a safe assumption that the firing order remained the same as it did under Pierce Arrow and information on that engine is plentiful. For lack of a better place you might start with the Pierce Arrow Society.

You can buy the copper mesh in sheets from "Classic & Exotic", Brian Joseph.

I drive a car of about similar weight (56 Packard Caribbean convertible) equipped with Bendix TreadleVac power brakes. With the dual 4-bbl carbs I only get about 15" of manifold vacuum at idle and have no issues with the brakes or the amount of power boost. Typically when decelerating from speed, the vacuum is much higher than it is at idle.

I'd suggest you post your questions on The Packard Club forum; a few questions on early Twin Sixes have been posted there in the past and someone did come forward with advice.

Yes, valve jobs are typically done with the engine in the car, head and valve lifter covers removed. The link, though intended for flathead Packard engines, applies to all such engines including yours. It's not intended as full detailed instructions but may help you understand the nature of the job involved. I'd suggest you find someone who has done this type of work before to guide you if you intended to try any of it on your own. http://www.packardclub.org/forum/viewtopic.php?f=14&t=862

It's too long ago to remember the details but you can do it entirely from below without having to remove the radiator or anything else. You might have a better chance of getting the details if you post on The Packard Club forum (www.packardclub.org) or www.PackardInfo.com.

If the dry weight of the car is 5500 lbs, then you need to add another 500 lbs (at least) for oil, gas, water and a typical passenger load. Compare this weight to the load rating of the tires at the maximum inflation pressure given by the tire manufacturer and the answer will become obvious.

Neither 1938 or 1939 had fender parking lights I beg to differ, West. If you look at the factory wiring diagram for the 1938 Super 8 and Twelve you'll see fender lights identified as "special equipment". That is not however shown for the 1938 Eight (aka 120).

Based on an old pair I think are original, I'd say neither - they are crinkle black.

There really wasn't one, dealer's servicemen were given hands-on training and after that the factory Service Letters were the primary source of info. The 33/34 Service Letters were reprinted perhaps 30 years ago and haven't appeared again since - if you're lucky you will find them. PAC offers a reprint of selected excerpts from the 7th thru the 12th series and this can be useful though far from complete for the 1933/34 information originally provided. I have heard of a document available that is said to be a service manual but I suspect it is just a reprint of Service Letters. I do have a full set of the 34 Service Letters and might be able to answer a specific question if you wanted to send a PM. Perhaps posting your query in the Packard section will get more information.