Owen_Dyneto

Couldn't tell from the picture if it's a 110 or a 120, but it's a 1938 junior series, one or the other.

I just ran across the old paperwork from when my Dad purchased his new 1932 Plymouth 4 cyl coupe, serial 1723858. Almost certainly this car has gone to bone yard years ago but if anyone does happen to own it, I'd be glad to see that the original purchase papers catch up with it.

The 1948 Packards are known as the 22nd series cars. A 2262 is a deluxe version of the basic touring sedan on the bottom-of-the line Eight chassis; the chassis is a 2211 meaning the small 288 cubic inch in-line 8 with 5 main bearings on the short wheelbase (120 inches). The car is usually called an Eight DeLuxe and has nicer interior fittings than the Eight touring sedan which was a 2292. 29972 means it was the 27972nd one of this exact model produced (base starting number was 2001). Incidently, it's not truely a VIN as these were defined by the US government in format etc. and your car predates that regulation. It's just as it says on the plate, a vehicle number or VN. The large embossed number of the cowl is the "thief-proof" number and generally cannot be traced to anything, but there is also a small metal tag near the heater box which has the number applied by the body maker, Briggs. This number should be the same as or within about 25 numbers of the VN. The "model 226" on the title is just meaningless jibberish, they probably forgot the "2" at the end.

An article a few years ago by some members of the CCCA put the number of American-made Full Classics at 1,366,843, give or take. Of this about half (725,000) were Cadillacs and Packards. The last membership number I saw, about a month ago, was 5969 members worldwide.

You didn't say that you checked to see if the fluid level was OK.

None that I'm aware of. Have you considered having your friend look for replacements in Hollanders?

I looked at that closely a few days ago. Without some form of documentation I'd conclude it's a home-built divider or at the least, not factory issue.

Good point, perhaps it should be considered a roadster. I just don't often think of cars that new. I suppose there are others as well.

I don't really have an answer, best I could suggest is to look at a picture in the 1935 Accessory Catalog and hope it shows the light in an open car. Here's a picture from the 1934 Accessory Catalog, though the body shells are different and it's a closed car as well. Nevetheless it may be of some help?

<span style="font-style: italic">The last true roadster from Packard was 1931. In 1932 Packard added roll up windows</span>. Actually, though a very limited volume car, the 1934 LeBaron speedster was also a true roadster, no roll-up windows. I believe the last true roadster from the big-3 was a 1949 or 1950 Dodge.

A lot of companies called cars "roadsters" that by the standard accepted definition really weren't. By the common definition, roadsters don't have roll-up windows in the doors. The Packard catalog for 1937 called it a "convertible coupe".

West, like you I've driven many Packards, alot from the 7th thru the 14th series, Eights, Super Eights and Twelves. Of course none of the Eights match the smoothness and power of the Twelve, but except for highway driving, my obseration is that the 34 thru 36 Eights, and especially the 34 1100 are especially delightful, very light steering, tremendous brakes, and those with the shorter wheelbases are quite handy. To me, by comparison, the 7th/8th series are rather truck-like though still nicer to drive than corresponding Cadillacs and Pierces. Refinement of suspension and steering between the 9th and 11th series must have been significant because the differences between the Eights and Light Eights of 32 are quite noticable when compared to 1934. Anyways, those are my observations and opinions.

I haven't read every word posted above, but I didn't read that you actually checked for a spark at the plugs. I'll agree it sounds like fuel but if you filled the priming cups and didn't get a cough, I'd begin checking ignition. Also, you did say coil, but I thought these were magneto ignition.

Alloy plating can be difficult. Think of most of the plating we hear about, copper, nickel, chrome, silver, gold, cadmium and the like -- they'll all pure metals. When you have an allow involved where the individual metal ions are to be taken from solution in the same ratio as they are in the base alloy, it can present some interesting challenges (I spent some years in the electroplating industry, mostly for electronic components). Perhaps solder plating (tin/lead) is a notable exception

Flannel-lined.

Many folks with Packard Ultramatics which called for Type A use Type F or FA.

I could easily be wrong on this, but in looking at the interior door hardware on my original 34 Eight, it's not chromium plated, it's not silver plated, in fact it's not plated at all. It has a slightly more glossy appearance than pewter and I've always thought the parts were cast in german silver alloy, period. No plating.

Have you sat down and calculated how much this change will lower your engine RPM at a given speed, say 60 mph? The arithmetic is pretty basic grade-school stuff and I went thru it looking at possibilities for my 34 Eight. I'd guess without doing the numbers that going from a 4.09 to a 3.92 is probably only going to make a difference of about 150-200 rpm. I suppose every little bit helps and finding an installing a factory-correct overdrive is a lot of work, but the reward will be significantly greater.

The one that I've registered for is scheduled for Saratoga Springs, New York September 13th thru 18th, hosted by PAC's North Atlantic Packards region. You could call 518-793-5571 for information. Host hotel will the Inn at Saratoga. But PAC allows for more than 1 Henry Joy tour in a year, so others may be planned or in the planning stages as well.

Last year I bought a very nice indoor cover from Auto Chic in Dover, New Jersey. I wanted a custom-fit for my 1934 Packard with sidemounts and rear trunk rack and they already had the patterns (wow!); the material, workmanship and fit was excellent. I forget the exact price but it was modest enough, perhaps $125 or so. As to clubs, I've belonged to PAC for 45 years and have found it extremely worthwhile. The publications are absolutely top notch and their national events extremely well-organized. You might want to consider their Henry Joy IV tour next year in Saratoga Springs, NY. But I believe you can multiply your enjoyment and interaction if you also join a local region. Both national clubs of course have things to offer, if you live in an area where PAC does not have an active local region, then PI might be a better choice, or perhaps both. For a small local, unaffiliated club, there's of course Eastern Packard Club right up there in your homestate.

At the risk of being repititous, I've been there with almost the same car and the same problem. Were these cars "shimmy free" under all conditions when new? Of course not, an occasional slight shimmy under extreme conditions can and will occur from time to time. Anything more than that requires a really comprehensive examination of the front end. Even if the Bijur is operative and has been used regulary over all the years the car is in service, there is still the chance of wear in the spring shackle bolts (new ones are available); if the Bijur was not in continuous use or hasn't been used regularly, you can be bet there is excessive wear. Also check and repair as needed any slop or play in the tie rod ends, king pins, drag link, wheel bearings, etc. Then have the front end alignment checked (you'll need a truck shop if the axle requires bending or if you need tapered shims for kingpin angle), and then balance the tires, wheels and brake drums a a unit. There is a tendency for people to ignore the Bijur when its becomes inoperative, that's a direct route to these kinds of problems. PS: It's kind of obvious, but have you checked to be sure the wheel lug bolts are all tight?

These lenses were reproduced (in plastic) some time ago, have you tried Max Merritt? I believe he also has the buckets.

Try Daytona Parts in Florida, just Google for the address and phone. They've done MANY old updrafts and are excellent.

The door and window crank hardware on my very original 34 Packard Eight appears to be German Silver plated. It's very easy to distinguish from chrome, it has much less lustre, looks more like pewter than chromium.

It was noted above by JDLee that the T77A was an air-cooled V8. If I remember correctly there were two large oil cooler heat exchangers mounted on each side of the engine, and lots of copper plumbing. A pretty stunning car. Owner was a Mr. John Long.