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I have found them stamped on some cylinders but not others.

No idea if the numbers were only stamped some years or if they were actually on all originally but had somehow been worn off when missing. If a cylinder had the tabs filed down to make a different key fit then the numbers would be meaningless anyway and that could add some confusion when trying to rekey.

All Packard original keys have a number but nothing on aftermarket cut keys.

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question, are the key codes listed anywhere on these lock cylinders?

It's finally time to sell Dad's Packard.

This 1956 Patrician has been parked in the family garage since around 1961 . Dad said it was running when it was parked. But it surely hasn't been started in decades.

I grew up with this car patiently waiting for attention in the garage, and often thought about getting her running. But now that my dad has passed, we're finally clearing out my parents house. And it's now clear that we need to find the Packard another home. We hope to get a reasonable price for my Mom.

We're asking $3,000 based on a professional appraisal by PVPPI in May 2022 and slight market appreciation. We intend to list it in several places soon. But I wanted to start a post here, in case somebody wants to swing by Pittsburgh after the Hershey meet in this October.

Pennsylvania title is clear.

Car is stored in Pittsburgh PA.

Please contact me if you're interested or have any advice to help us find a good home.

Carl Ott
carl.ott.jr@gmail.com
or send a DM



This car has 68,300 miles.
In all those years, Dad only shared a few details about the car:
* Push button '52 Lincoln hydrostatic transmission (installed by a mechanic on Pittsburgh's North Side, due to issues with the OEM transmission).
[28 Sept correction - Dad's notes indicate '52 Lincoln Hydromatic transmission - surely he meant "Hydra-Matic"]
* Electric windows
* Lots of non-OEM parts, for example, Dad put extensions to one or both torsion bars, since it started to bottom out. He said this was the first vehicle on highway with torsion bar suspension vs coils.
* About the electric shift mechanism, Dad said he disabled the shift contact mechanism, and reordered buttons, so could retain the Packard pushbutton mechanism. (to avoid the aftermarket guy who normally cut a hole int he floor to add a shift lever). Dad said it was not strong enough to pull out of the pawl, so dad had to park without putting the weight of the car on the transmission, a few times had to jack car up to get out of park...


Excerpts from the May 2022 appraisal
The last oil change sticker in door jam reads 1961, PA state inspection sticker on windshield also reads 1961, and the windshield is cracked in that area. It is believed that the car has been in storage in the same garage ever since. Since it has been in storage for over a half century without running or driving, this is a mostly complete #5 condition project vehicle. Much of the vehicle in inaccessible due to long-term storage.
The exterior body panels are in fair condition to poor, with large rust holes in the front fenders and quarter panels. Majority of chrome on the car is heavily pitted in poor condition. While the interior is mostly original and in good condition, there is mildew present but most of it can be saved.

Undercarriage exhibits heavy surface rust throughout which is common for this geographical region, but not completely rusted out. Majority of it is quite solid with the worst areas being the rocker panel rusted through. The Paint Code (MR) is Dover White & Mojave Tan Metallic with Trim Code (69) Tan Striped Broadcloth.

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Some cars had aluminum headlight buckets after WWII. I know that some Fords did, and some Fords had aluminum front floor boards. As far as I know, the steel and aluminum buckets interchanged, and all "sealed beam" headlights interchanged, though the later, all-glass ones worked better. As for trim, I think it changed often.

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I agree with BigKev, most certainly the accelerator pump. My 53 Cavalier, that sat for I don't know how long before I got it this spring, had the same issue. I have a carb rebuild kit for it and had intended on rebuilding the carb earlier this summer, but the more I drove the car the better it got, which delayed the carb rebuild project. Might do that over the winter now instead.

Headlight assy illustration is on plate 77 in 48-54 parts book and is group 4.1300 which starts on page 134 of electrical section 4. While a lot of the individual parts are the same thru 54, complete assys have different part numbers. There is a right and left for 22-23 series as well as different buckets for whatever alum lamps and hall steel lamps might be.

The 22-23 right and left difference is probably because of the assembled length of the interconnect cable needed from the bucket to the single junction block on left fender. Parts says the actual buckets are the same R and L so should interchange without the cable. No idea what is different between the alum lamp and hall steel lamp buckets or if they could be mixed.

51-4 LHD drive cars use a single assy number and is the same right and left. The main loom is different on those years with a second junction block on the right fender. Suspect that is why they can use the same assy.

The hoods or beauty rings are stamped metal in 22-23 models while I believe they are a mixture of stamped and cast pot metal in the later years. Am fairly sure all 51-4 will interchange with each other because all the buckets and fenders are the same. Not so sure if the later rings will go on the 22-23 series since those years have different buckets and shape of fenders. There is also the difference in styling or finish between the various models and years to consider.

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Well, there weren't any problems with the generator or with the control unit. Everything looked and tested good. My generator man told me that to repolarize the unit, just attach a lead from the Bat side of the regulator and flash to the Gen side. Seemed to work fine as everything operated as it should. Many thanks to all for their input.

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And under 10MB.