Owen_Dyneto

The current issue of CCCA's The Classic Car has an article with description and pictures of a similar model used by Minerva dealers to demonstrate the sleeve valve operation.

The A.E.A. wiring diagrams are viewable on The Packard Club website.

Assuming you're in The Packard Club, just check your monthly newsletter. Northfield Ltd regularly advertises that they have it for all models of 1934 Packard.

I suggest you contact the club webmaster, his contact information is in your monthly newsletter, he has always been extremely helpful to members having access problems. From time to time the forum has been bombarded by malicious and inappropriate postings and perhaps in the process of banning those posters, you were inadvertently swept along?

No mention of this in the recent Mitchell-Bentley book which covers their postwar work for Packard.

I recently installed 4 7:00-17 Bedfords and metal-stem inner tubes sourced from Lucas on my 1934 Packard Eight, replacing a set of Lesters which were 27 years old and had given superb service. I went with the Bedfords on the recommendation of a local and very prestigious restoration shop and to this point (just finishing 2nd season) I am totally satisfied with their performance, zero problems and I very much like the "of the era" appearance of the tire. The tubes were Firestone branded radial light truck tubes, 16", made in China.

That's exactly how Bijur themselves were repairing them when they were still doing that work. A pair of rings, one on either side of the opened seam, and then held with a series of screws thru the top ring and threaded into the lower ring.

I've been very satisfied with the NAPA Commercial 6-volt batteries, 6-8 years of service from them. My own feeling is that these batteries are better and longer-lasting than batteries of the past.

I've never experienced any problems with these Daytona float valves and the use of 10% ethanol fuel, and I've had them in service for many, many years.

I'm pretty much in agreement with edinmass, for a truly top-notch paint job think in terms of $50K and up.

This may be helpful.

I'm not familiar with that era Buicks but my guess, assuming you still have sufficient oil in the crankcase, would be failure of the oil pump pressure relief valve, assuming it has one.

Note the junior tail lights. Indeed it is a 160, but I'm told it's the de-trimmed version without quite a few of the nice senior touches and marketed as a Business Car. Note for example the "push-out" vent wing windows rather than the standard 160 geared vent windows.

The ratio stamped on the case can be misleading as it would only correspond to "as built" and the ring and pinion could have been replaced. The method without counting teeth is to jack up one rear wheel, count the # of turns of the driveshaft required to rotate the rear wheel a full revolution, and then divide (or is it multiply) by 2. Sorry, I forget whether it's divide or multiply but it will be obvious.

Often you don't need a puller, just grasp and use a bit of muscle, all you're doing is pulling the bearing race from the housing. If you can't do it with your hands you can improvise something like this that I used on my '34 Eight. In this case a gear puller is attached to the nut and then a chain to a slide hammer. In the absence of a gear puller you could use a steel plate with a hole large enough to fit over the axle end. Just improvise! This type of axle/bearing construction is basically the same for Packard from 1955 back to the teens.

Starter motors are not polarity-sensitive.

Packard.

Much as I thoroughly detest ethanol-containing gasoline on both political and scientific grounds, ethanol-free gasoline is not available in my area so I've been using regular E10 pump gas regularly in both my '34 and '56 Packards. Many tens of thousands of miles accumulated on them including parades in broiling hot weather, and much as I hate the stuff, never a gasoline-related problem.

My error in previous post of motor numbers for 1939 Twelves. The range is from B602001 thru B602497.

1235-2107 is not an engine number, engine numbers for the 1939 Twelve would run from 905501 to 906841. 1235-2107 is a vehicle number and should correspond to the number stamped in the space titled "vehicle number" on the patent plate on the cowl. That vehicle number would identify the 107th 1939 Twelve limousine. There are no known surviving factory records of the number of 1939 Twelve limousines built but based on vehicle numbers of survivors, we know that at least 113 were built and the survivor rate is relatively high.

My 1956 Packard Caribbean

Perfectly readable here, no issue.

Yes, Packard (and other cars as well) used these large fuses. They are still readily available thru NAPA, part #782-1017 for 20 amp, 782-1019 for 30 amp. I assume other ratings are still available as well.

The intent was that vehicles were to be titled by their vehicle number, but that was and still is not always adhered to. Some jurisdictions won't allow title and registration numbers from a plate that is not permanently affixed to the car (as for example, welded), your Packard's plate can be removed with a screwdriver, so such states generally use a motor number though occasionally you'll see a car titled by the theft-proof numbers. And yet with other states you'll see the car titled with a number assigned by the state with a corresponding plate to be affixed to the vehicle. So, no direct answer to your question.

No comment on your current problem, others have given plenty of direction. But once you solve it, please discontinue immediately the starting the car each month during the winter and letting it run for a couple of minutes. That is one of the must abusive things you can do to your engine. If you start it, let it run long enough (20 minutes?) for all the fluids and components to reach normal operating temperature!! If you aren't willing to do that, it's better if you don't start it at all.