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About 1928Packard526

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    Senior Member
  • Birthday 05/14/1932

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  1. Bernie — Why did I know that if the ball and socket was not appropriate in that linkage you would replace it? Bernie you are an absolute perfectionist, and I say that in astounded admiration. Getting everything right always drives what you do. I have two sons that seem to be cut from the same cloth. While they didn't get that from me, it means whatever they do will pass any test for being of only the best craftsmanship. Sometimes it hurts and it is often the more expensive way to an end, but there is always a measure of pride in the results. Best part is I get to share a bit in that pride. You
  2. Bernie — Your "engineering" and the execution evident in your last photo is a match for Packard's. The photo also answers my puzzlement on why that vertical linkage piece looked so different in the photo I sent you. It is different, having a more modern ball and socket type joint rather than the clevis connection used everywhere else. That change in type is puzzling. More modern replacement part perhaps? Pete P.
  3. Bernie — The approach that Packard used for the throttle return function appears to be rather sophisticated. I like it. I have always found Packard engineering to be remarkable and solidly direct. Unfortunately such innovation doesn't always sell well. I guess they proved that. Pete P.
  4. Bernie — Back on 1/18/11 I sent you a photo of the engine compartment of well restored '22 Packard 6. I still have that photo, but for the life of me I can't figure out how to post it again under this new S/W iteration for your use. I have the instructions that were sent your way, but they won't work for me. As consequence, I will send a copy of that photo to you via regular email. The photo may not help in any case, as I see no sign of a return spring. Later, Pete P.
  5. Bernie — A bit of searching in Kimes book on Packard yields these figures on Single-Six production, by year: 1920 — 1,042 1921 — 6,374 1922 — 13,883 1923 — 14,500 1924 — 9,505 Reference: Packard, A History of the Motorcar and the Company, Editor, Beverly Rae Kimes, p. 806 Later, Pete P.
  6. Don (TexRiv-63)— Google "fuelizer" for a rather complete explanation of just what the spark plug did plug, and how the fuelizer was to operate. I don't know if it was effective or not. Pete P.
  7. Bernie — Considering the message from DavidMc I would guess that the earlier cars had plated arms which was a feature dropped in the "later" cars. I have no pictures of very early cars nor have I had a chance to actually check one out. My evidence of no plating may be "build-date" sensitive. At what point did Packard make the change would be the question since there appears a change was made. As an aside, in FL I lived on a dirt road which at times became severely rutted and "washboarded" by modern traffic. My '28 Packard rides over that bit of road as smoothly as my '96 Lincoln. It certainly
  8. Bernie — Since my '28 is 2400 miles away in FL, I could not make a direct check of its pedal arms, but as I remember they are black for their entire length. I also checked whatever photo evidence I have of other cars that might apply. I see and have seen no evidence of nickeled arms. You must have a singular example. I found nickeled pedals, (seems wrong to me), and other strange arrangements, but no nickeled arms. Here are two example photos that show arms. The pict on the left is of my car 5 years ago. I installed rubber covers on my pedals. The pict on the right is of a somewhat "over-resto
  9. Bernie — It appears "KenHup" has at least one correct primer cup. The taller one could easily be shortened, but it has a hexagonal wrenching point. The correct Packard cup has a square, 4 flat base. The other one could only supply parts, perhaps. This also means you must seriously modify one of the cups you have with a hex base or locate yet another. My friend in FL looked through my spares for me and it appears I have no correct Packard priming cups. This probably explains why I plugged the holes in the head of my '28 years ago. The proper cups were of secondary importance then. Later,
  10. Bernie — I used the snubber belt material from RSC on the rebuild of the WATSON STABILATORS that serve as snubbers on my '28. I found no problems with their belting as to installation, fit or service. My "shocks" still work and the belting is in good shape after some 20 years of mild service. I don't know what problems you might have encountered with other RSC products, but I think you won't have any problems with their belting as long as the 3/16" thickness is the correct dimension. The primer cups are a different matter. The ones offered are quite a bit different, compared to the Packard ori
  11. Bernie — Restoration Supply Company in Escondido CA carries the proper webbing for use with snubbers. They also have priming cups for sale. The cup style is a bit different than the Packard originals, but if you replace all 6 it might be an acceptable substitution. I have looked for years for 6 correct cups in usable condition for my '28 without complete success. The original Packard parts have an unusually large diameter cup. I have just relocated to CA from FL, so currently I am out of touch with both my cars and their spares. When I can check I will look to see if I have any cups that
  12. Bernie — I think Chris W. has it right on the use of plain nuts on the cylinder and crankcase. At least there is no evidence to the contrary on my 6cyl. 5th series car. The nuts used on the head and crankcase were/are of the plain variety. My car was mechanically very original when I acquired it those many years ago, (very neglected, but complete), and I believe I was the first to really expose its "innards". No acorns were in evidence then. All the nut type fasteners were of the plain variety. I replaced what I could with stainless, but left it at that. The photo I posted of my engine in mess
  13. Bernie — Bill is correct. Earlier cars used a darker shade of engine paint. The photos of my engine in message #182 are correct as far as I know. I painted my engine 25 years ago and only discovered the difference when I wanted to use the current Hirsch product for touch ups. It is a much lighter shade. I would have to see samples of the PPG Delstar product, but it sounds like a better match to the original. Regards, Pete P.
  14. Bernie — My apologies. I neglected to answer your other questions. As to the lever arrangement by the terminal, I haven't a clue. I have never seen anything like it on any other car. My Parts Book shows only one number for the horn, but the pictures that appear in the schematics used for the various models of the time indicate at least 3 different horns, by shape, were used over time. My horn is a Sparton, and appears to match the one used in the later schematics. Pete P.
  15. Bernie — The covers on my '28 starter and generator are deeply stamped "buckets" painted the same color as the engine block, a high gloss dark olive drab. Here are a few pictures of the engine compartment on my '28 and so you cam see some of the differences between '22 and '28 for yourself. Also attached are some photos from a '26 Packard where different covers are in evidence. Later, Pete P. P.S. I'm not certain all the picts I intended are attached. There should be 4. Email me if anything is missing and I will resend as email. Pete
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