Packard Don

Your user account doesn't say where you're located but if California, then there will likely be additional fees to re-register it if you did not obtain a Non Op before it expired. Of course, it might make a difference if it has been unregistered for so long that it has fallen from the DMV records, in which case there will likely be no fees to get it back into the system but it would require a VIN verification. It would be to your advantage to simply call the DMV to check its status. I am a licensed California VIN verifier myself and have assisted with vehicles where that has happened but I can't speak directly to the codes so this is from my own personal experience only.

Not to nitpick but the chemical would be a patent as you said but the name would be a trademark. That said, I didn't know that Freon was a trademarked name but it does sound like one now that I think of it!

I need the front clip in excellent un-rusted and undamaged condition for a 1965 Imperial, any model. I do not need the hood, bumper, inner fenders or any trim but only the one-piece outer wrap-around shell. Prefer Oregon or general West Coast location to minimize shipping. Note: I've already tried Wildcat in Oregon and other dealers without success so I'm looking to individuals who actually have one rather than referrals to dealers. Thank you.

I believe these were called the Henney Progress and used the Oldsmobile style although I don't recall whether it was actually on the Oldsmobile chassis or not but they were usually badged as Henney.

The 1951 is a senior 3-door military ambulance on the 156” wheelbase (I have one just like it) while the Henney Junior was on the 127” wheelbase.

I’m at my shop now for another week and a half trying to trace where the blockage is for the left rear brakes. Somewhere between the front and back is the problem but, as I can bleed the right side, it must be in the line to the left from wherever it splits. Do you know where that is or is there a diagram available of the line layout?

Thank you! That’s what I thought but I wasn’t sure.

That is a Cadillac.

Thank you for all the great information! Don’t believe that there is a vacuum leak at the booster’s connection to the manifold but all the other things are possibilities. Another is that the emission system is mis-plumbed or has a bad device in it as it seems to have components not on, or different than, those on the firewall tag, which itself is different than the manual! I’ve got it all connected as best as I could with no good guide to follow. You also mentioned the a secondary EGR adjustment but I’m but sure what or where that’s done. The main EGR that was on it when I got it was physically broken and it took a long time to find a new replacement and a lot of money to buy it as it was apparently the last new one in existence! I live in California but the van at my Oregon shop 550 miles away and I’ll be heading up there in a few weeks. Although it’s not my current project, I do want to work on the brakes to see why I cannot pressure-bleed the left rear and that may involve disconnecting the line to the rear from the master. Do you happen to know which line feeds the back axel? Don

I would love to hear more but speaking verbally, unless you happen to be local, is not possible as I’m virtually deaf and do not hear well on a telephone. After the carburetor was rebuilt and the problem started, the shop even took it back out and checked it on a machine that showed proper flow and no vacuum leaks. The emissions system’s plumbing had gotten hoses mixed up around that same time which was my own doing so it added layer of complexity to the issue. Having said that, I found that the brakes have been dragging, ruining the transmission so that it needs to be rebuilt so that might be a major contributor to the problem. The brakes had been replaced but the shop apparently did not check the lines and hoses so, even with only a few hundred miles on them, the rotors were blue.

This one has the Mitsubishi 2.6L engine with the Mikuni carburetor so I’ll have to research about a spacer. Not sure if that problem applies to it or not but worth looking into!

Nice color combination and better than my red with a gray interior. Do you still own it and is the Magic Camper decal intact in the rear window? I allowed mine to fade away without documenting it so now I having no pattern to use in making a new one.

The “kit car” photo is shown on my Packard / IMPERIAL page but I didn’t look at it before replying to see which year it showed. You’re right of course, it was 1960 when they started using 4-door models.

First time to see a view under one of the earlier models. Starting with the first 1957 Ghia-Imperials, they were based on 2-door Crown models but then at some point, the kits being supplied were 4-door LeBaron hardtops. I’m not sure where 1960 fell in that regard.

The 1965 brochure with the Ghia also shows the LeBaron script. I suspect that they all had it but that over the years some have gotten changed if switching front fenders or complete clips for whatever reason. It seems more likely than an arbitrary decision by a Ghia employee who would have had only the emblems that came with the “kit car” as supplied by Imperial, which was a LeBaron on a convertible chassis. As for the convertible chassis, that means that they had dual exhaust when the LeBaron was single exhaust but more importantly, there were some chassis components that were different between the convertibles and closed cars, such as the driveshaft support, so it was necessary to specify convertible when ordering these things. Once in the ‘70s when I had my 1964 at the dealer’s parts department and ordered the support, I knew to order it for a convertible and I had done so but the dealer, seeing the car outside, ordered the other type. They are completely different.

I’m not sure what I meant by that as mine had the LeBaron script on the trunk lid but it had Imperial scripts on the front fenders. The holes for the front fender Imperial plates were obviously drilled later and the holes for the LeBaron plates were there too and clearly factory drilled so I put on the proper LeBaron plates.

Does anyone had a factory trunk air conditioner unit for a 1953 or 1954 Packard? It need not be in great condition as I have the factory blueprints and can always have a new one made if needed but I would prefer to have an original first for reference before making a new one. Any other 1953-1954 A/C components will also be considered so please PM me with what you have and the price.

In this case the car needing the 7.50 X 16 blackwall tires is a 1951 Henney-Packard military ambulance where whitewall tires would be totally out of place but also the car doesn't even run yet (I'm trying to get it semi road-worthy again) so I just need something inexpensive to use on it while the work is being done. Summit appears to have some but they're tubeless radials (but have a bias ply appearance) so I'm not sure if they will work or not on these wheels.

Still no listing or photos so do you have 7.50 X 16 blackwalls and do you ship?

The tires I was looking for were made specifically for vintage cars and had wide whitewalls so if you have any of those, can you please post sizes and photos?

Allstate tires are one thing but the Allstate Guardsman tires are reproductions of vintage sizes. However, you did not say what it is you have so can you post photos and details? I did find the size I was looking for and got a set in excellent condition for my non-running car and may need one for another car but I would never consider driving farther than around the block on any tire so old tires, even new old stock, likely have little actual value.

Old post but I'll comment anyway in case someone still needs an answer. The only difference for 1951 was that it was the last year of the whistle that indicated when filling that it was nearly full. 1952-1956 did not have it but are otherwise fully interchangeable. I'm not absolutely sure but I believe that the senior Henney-Packards used the whistle through 1954 since they essentially had the pre-1951 tank but it was not even an option on any others from 1952 through 1956.

It turns out that the longer driveshaft I have would be the one for your car. Interestingly, the shorter one is from a 1951 Henney-Packard on the huge 156” wheelbase which has a shorter secondary shaft to extend it.

Here are some better photos of the factory welds, one on the shaft shown above and one on the identical one that I have. The one with oil on it is the second one. No cobbled together parts in my shop!

No, that’s the way it came from the factory. Depending on the manufacturer (there were several) they all had the weld but the photos made it look odd and I thought the same thing based only on those. The other one like it that I have has the identical weld.