Owen_Dyneto

Bakelite is NOT a rubber compound, it's a rather primitive plastic formed by the condensation of a phenol with an aldehyde. Using various substituted phenols and aldehydes (like formaldehyde) results in a range of differing properties.

Your automatic choke is a "Sisson" thermostatic/electric choke, and they are extremely reliable. Proper adjustment procedure is given in Motors Manuals of the era and many other places and I suggest you try the adjustment if you haven't done so already. It's been about 40 years since I did one, but as I remember there is a small hole in the protruding end of the shaft, and a notch in the base below it. Using a steel pin or drill of proper diameter you insert it through the shaft hole into the notch in the base and with the mechanism fixed in that position, adjust the linkage to give either full closed or full open (not sure which, but it should be obvious when you look at it) position. PS - just checked Motors Manual; with the shaft pinned in the adjustment position, adjust the linkage to give a fully closed choke valve.

Your vehicle is not a Classic Car as defined by the CCCA. I think you'd get better viewing and response to your question if you posted it in the Pontiac section.

You might want to try some oxalic acid to solubilize the loose rust. After flushing, follow up with sodium carbonate to neutralize any residual acid. This is the same chemistry as the old DuPont No. 7 heavy duty cooling system cleaner.

Correct.

Going back to the original description of the problem, if the air filter can pass enough air to drive down the highway, there is no way it could fail to pass enough air to support and idle condition. The power brake or clutch cylinder or control valves are the most likely cause of the problem.

I absolutely concur with Bob Call; I'd suspect about 40 ft-lb to be a reasonable torque value and torqueing to 3 times that would certainly make all the existing rod bolts highly suspect. Too important to take a chance! I wonder what type of engines the person worked on who suggested 120 ft-lbs?

By tape measure, center to center on a rod from a 3-3/16 x 5" Packard Eight is 11 inches.

I've done my 34 Packard Eight lifters hot and running a few times; though it's hardly something I look forward to, it's not that difficult and made easier by the fact that these long-stroke engines can idle so slowly. If you wanted to estimate the running temperature of the valves (lot's of info on that) and know the valve stem length, you could take a mathematical approach and find the coefficient of thermal expansion for similar alloys and just calculate the growth in stem length and get to a cold clearance from that calculation.

Some interesting opinions and info in this thread, but what I also find interesting is that NO ONE has attempted to answer the original poster's question, which was: Just wondered how many Packard Hawks 1958 have survived time by now? So I"ll make a start of it, and perhaps others will add on. There are 21 identified in The Packard Club's 2011 Directory, and I know of 1 other, on the road, located in Bergen County NJ.

I don't know if it was original or a later service part but a spare fuse p/n 166330 in a Packard parts envelope was in my 1934 glove box when purchased in 1963. It had a glass barrel and nickel-plated end caps, pretty much a dead match for the current NAPA item.

1941 "120" engine and transmission, 781# (839 with OD). 1941 "160/180" engine and transmission, 986# (1036 with OD) Data from 1941 Packard Specifications.

Assuming it's the same fuse as used 33-36, it's a standard NAPA part, # 782-1017 for 20 amp, 782-1019 for 30 amp.

Check here for tire Mfr and Date code links. PackardClub.org • View topic - Tire Manufacturer Codes

Sounds like you've got one of the commercial/livery cars as this was a not-uncommon feature of them. Not a feature of Packards otherwise except for the very odd stray custom which might have been built for someone who was whee-chair bound. There is at least one such example around, by Bohman & Schwartz I believe. The commercial/livery vehicles were also usually rather noticeably de-trimmed from their regular equivalents; different (more wear resistant) upholstery, sometimes less exterior trim. I believe I do have the 1937 (or 1938) commercial livery vehicle catalog somewhere. What model is your Packard? Or if you don't know, what's the vehicle number? Or the wheelbase and engine type? If an 8-cylinder model, distributor on the cylinder head or on the side of the block?

You should have an Owen-Dyneto CD-800 generator which has a maximum output of about 24 amps. The 3rd brush adjustes the amperage output, not the voltage. I know from nothing about Optimas but a 6-volt lead acid battery should have about 6.6 volts at rest - you say you have less than that so I suspect you have problems other than the generator and I'd start with the cutout generator control. Perhaps you'd do better to post this in the Packard section, and search for others who have been thru the same problem. You will also find plenty of discussion on the Owen-Dyneto generator and regulator in older posts at www.packardinfo.com, or www.packardclub.org.

"Popular" is a relative term. Sources indicate that only 5 of the V16 marine diesels (designated ID-2270) were built, and of the earlier gasoline V16 of 1946 for proposed new PT boat use (IM-3300) only 40 were built.

Quite a few of the marinized V8s were done by Stokes Marine. The one pictured here is on display at either the National Packard Museum in Warren OH or the Proving Grounds; I forget which but both have several Packard marine engines of various types of display. The restored engines were donated by Mr. Ole Book.

This series of engines are covered in some detail in Robert Neal's book on the subject. Perhaps you'll also find some new information at: PackardClub.org • View topic - Non-magnetic Marine Diesels

I agree with your analysis of why the tank is difficult to fill. I know it's awfully obvious, but I'd take the tank back to the guy that did the coating and ask him to rectify his error. If parts of the tank need to have the coating removed, parts removed and cleaned and then resoldered and recoated, it should be his responsibility for poor workmanship in the first place.

Many manufacturers, Packard included, often let advertising rule over proper body style names, but traditionally a roadster does not have roll-up windows in the doors.

Yes for the senior cars. The production sequence # for the juniors began at 1001.

Hi Tom: are you speaking of hydraulic or friction units?

Two thoughts occur to me. (1) Do I assume your problem is not with the diameter but with the ring width or depth? If so, just cut the grooves to accomodate the next wider or deeper ring you can source. (2) There is (was?) a place, I believe on the West Coast, that claimed to have rings for everything from 1" bore to 8" bore, in thousands of configurations. If I can find their business card I'll edit this or repost, but you might try Googling for piston rings and see what comes up. Found it! Paul Weaver's Garage, 680 Sylvan Way, Bremerton WA 98310. (360)-373-7870. He claims rings from 1" to 7" for all engines 1980 and back. If you're successful, please come back and let us know.

All 55/56 Packards whether junior or senior had a king-pin front suspension. Like most independent manufacturers they multi-sourced many item; distributors/starters/generators, carburetors, batteries, tires, etc.