Owen_Dyneto

Hi Steve, yeah that is one of the most interesting Packards I've ever had the chance to examine closely. Just every little place you looked you saw another fascinating feature. The car was commissioned by Risch for the Geneva Auto Show and the car was covered in some detail in the Swiss-language magazine "Swiss Classics" of August 2008 which I was fortunate enough to have a copy of and which I did send copies of on to Ralph.

Better move fast! Mr. Fisher is very old, has discontinued manufacture and is just selling from existing inventory.

Jay Fisher hinge pin mirror on a 34 Packard sedan. This door only has two hinges and the upper one is below the window sill, thus the style that brings the mirror upwards about 4 inches.

I'm not familiar enough with a 35 Buick to know if you have exposed door hinges but if you do, I'd recommend a hinge-pin mirror. These were very common accessories of the time, both factory (for some makes) and aftermarket.

The answer depends on your definition of "structural" wood. Certainly the main body sections were all-steel. Some wood was used in rumble seat frames, and of course convertible tops. Before the all-steel tops the juniors also used some wood to support the roof insert but I don't know if I'd call any of that "structural". Yes, a 37 six-cylinder is a properly a Model 115.

You can't go wrong using what Packard recommended at the time, simple gear oil (GL-1) in the appropriate viscosity. Without looking it up, they probably recommended SAE-90 in the winter and SAE-140 in the summer, it should be in the owner's manual, if you don't have one, why not buy a reprint? You'll find it a useful document.

I"m way out of my comfort zone on this but I believe another ignition feature that led directly to an extended engine speed range was automated spark advance. Here's a page from Packard's 1901 patent on that feature, maybe this will add something to the discussion.

As the owner for 49 years of another mostly original 1934 Eight 1100 I can really appreciate this car. But I'd be real concerned about starving the engine bearings for oil with that bypass type oil filter with it's very small diameter lines inserted in what appears to be a series connection with the original full-flow oil system. It will certainly greatly reduce the volume of oil delivered to the engine. This was originally an external full-flow filter system with very large oil lines for a high volume of oil delivery.

I can't help you with the pump interchange but if the original pump is properly rebuilt and the proper type packing installed correctly it should give 40-50,000 miles of trouble-free service at a mimimum. Why not remove it and examine it more closely or send it to one of the professional rebuilders? There are also quite a few folks around that remachine these pumps to take a modern seal and bearings.

Coil tests, unles you find an open primary circuit, are notoriously unreliable. Coil failure most often happens as the heat up; typically they will work fine at start up and begin breaking up when warm or hot. The best definitive test as i think has already been said here is to replace it will a new or known-good coil and evaluate the results.

Pint4, I don't think you read Restorer32's comment correctly, he said THE BRACKETS may differ depending on body style, not the rack itself.

Not really, just drop the access plate and clean it But if accumulated sludge is your concern, perhaps you'd be better served by dropping the oil pan and cleaning it as well.

Delco 1102709 is 1949-1950 Buick. Get yourself a copy of an old Motor's Manual, it has all these numbers and is a great resource.

Which series Packard, junior or senior?

You can also use simple hydraulic oil such as Mobil's DTE series, available in several viscosities.

On the first unit, sounds like you have the generator serial # and not the model #, 39 Pontiac used a Delco #1100003. previous Pontiacs used a Delco 948S. On the second, perhaps the first letter is a "G", not a "C"? GDZ4801A was used on 39 Chrysler C18, and all 40 thru 48. Also used in DeSoto, Dodge and Plymouth in various years of the 40s.

Yes, assuming it's a graphited cord seal, their replacement w/o removing the engine was a common repair practice in the day. The "special" tool was no more than a Chinese finger toy used to pull the upper seal half thru the groove in the bearing block. The lower half is best fitted into the bearing cap with some sort of mandrel to assure a snug fit. Cutting and trimming the ends accurately is essential, and many makes also used two small wooden strips on the sides of bearing cap for a side seal. Typically to fit the upper half, all the main bearing caps were loosened slightly and equally to allow the crankshaft to drop just a bit. Pretty routine job.

Flat, and unusually thick. It should be no problem to find such items, try MSC in Harrisburg, or McMaster-Carr.

I've been touring on bias-ply Lesters (and the predecessor company, Lincoln Highway Tire Co) on my 34 Eight for 45+ years with complete satisfaction. I'm confident you'll be satisfied with them. And correct, you don't need flaps or gutter strips, just tubes.

A fairly dilute mixture of hydroxyacetic acid and oxalic acid is pretty much a standard for removing rust, used hot (boiling). Oxalic alone (available at most paint stores) is also reasonably effective by itself, it was one of the components of the old classic DuPont No.7 radiator and cooling system cleaner. The other ingredient was a neutralizer to be used second, probably sodium bicarbonate.

Excellent new reproduction sill plates can be obtained from DoorSills Inc., North Haledon NJ or from one of the PAC regions that distributes their products. Available for almost every Packard and most other makes.

That's an R&A oil filter conversion. They advertise regularly in the Packard Club newsletter, you could give them a call.

"Plater's Tape" is commonly used to mask areas that arent' to be plated.

I agree with nickelroadster, a day at most should be sufficient time before wet-sanding. And if the humidity is really high, use a "retarder" to minimize or prevent blushing. BTW, it's "nitrocellulose".

Packard, like almost all auto manufacturers, tried to leverage prices and hedged their bets against supply problems by buying tires from several manufacturers, so the simple fact that it's a Firestone is no indication that it was or was not an original tire. For example in 1934 Packard used tires from 4 manufacturers, Firestone, GoodYear, Goodrich, and U.S.