I can’t speak for who owned it in 1999 but it was definitely at Harrah’s in the ‘70s and I recall it specifically due to its non-Packard grill and lack of other Packard nomenclature. It was roped off so I was unable to see inside but I seem to recall that there were mirrors underneath showing the driveline. I’ve moved several times since then, though, including just recently so photos are still packed somewhere but if I can find them, I’ll post in a new thread.

To my knowledge the 1932 FWD prototype has been owned by Bob Bahre of Paris, ME since before the 1999 Packard centennial. It was at the Centennial and shown by Mr. Bahre. Was it at Harrah's before that?

Widespread adoption of torque specifications for automotive fasteners was primarily an outgrowth of WW II manufacturing. Other than cylinder head (63 lb-ft) you wont find much of anything specific to your 1938 Packard. In texts of general machine shop practices there are tables of ranges of suggested torque depending on thread size and bolt grade and you can be guided by these, I'll post a chart tomorrow unless someone beats me to it. But remember, it's just a very general guide and may not be appropriate to your situation! Also, and a better way to go, you can be guided by postwar Packard torque specs where bolt sizes and grades and construction details are similar.

And yes, if you're even the least bit committed to quality work on this car, strongly recommend that you should have a reprint of the factory shop manual.

Sounds like the one, Don. My understanding is that there was only one fully running car with the Count's specially designed body. Would love to see any pics you could share.

Wish they would have put the traditional ox yoke grill on the car. Maybe they didn't want anyone to recognize it as a Packard when they were out testing away from the proving grounds.

Here the way I fixed and rebuild the Door Locks for my Sport Phaeton.

By the way ... I need the messurements for this special end piece of my exhaustpipe. Looks like a tromped where a truck rolls over. Thikness for the walls too .. original it was made by cast iron i think.

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Here tha way fixed the totally worn cardan universal joint.
I build a adapterplate for the original plate and installed the universal joint from a Jaguar XJ 1982. This piece is small enough to fit under the cover(bell) and its strong enough for this car.

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After a series of setbacks we are almost ready to start putting everything back together. We ended up sending back the water jacket because it was incorrect for the '38. The holes weren't the only issue. The overall shape was incorrect. So we'll be getting a new one shortly.

Before we start reassembling, I'm wondering about torque specs and where to find them. Is there a location where these numbers can be found? I looked through the resources here but couldn't find what I was looking for. Will I need to order a factory service manual from the Packard Club?

-Kevin

Here the way I rebuild the Waterpump for my 1924 Sport Phaeton. Some nice guy glued all pieces with 2 compound glue tougether and fixed it with Silicon into the engine block.
For rebuild the shaft I used the repair kit from the Ford Model A. The shaft has exact the same diameter as the packard shaft and he is long enough to bring him on the right size. The impellerends are silver soldered to fill up the missing material. Missing parts for housing are reuild and weldet on place and cut out bei a mill.

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Years ago when I did the brakes on my 47 Super I used 4803/4 for the front wheel
cylinders. These were direct replacements for the 1" bore originals. The 13368/9
are 1 1/16 bore. These will work if the inlet thread size is 7/16-20 which is the size of the male end of the brake hose. If not then an adapter is required.

If the FWD car is from the Harrah collection in Reno, Nevada, I have some photos of it somewhere taken in the ‘70s along with one of the placard attributing its design to Count Alexis de Sakhnoffsky.