I am still of the belief that a spring should be made available to totally eliminate any doubt whatsoever. There is probably one already made that is close if not right on. Reid supply has one with all good dimensions otherwise but the wrong height so surely there are other spring companies that might have a stock spring that would not need set up costs.

I am also believing that if one of the vendors would put together a top tier super deluxe complete rebuild kit consisting of not only the current rebuild kit but also add any and everything that could be replaced in the hydraulic section it would also go a long way toward resolving some issues. In those instructions also mention that in addition to replacing everything with the new pieces in the kit to check the casting for any pitting on the seal surfaces. Maybe even have a picture or two of the seal surface and what is good and what is not.

Market and price it accordingly and I think it would sell. I think there might be some validity to another posters question on who actually does the work. Someone who does not see these things regularly might not necessarily know whether something is good or questionable. If it was in the kit with instructions to use the kit in it's entirety, no ambiguity.

O_D No, I'm not sure which is why I asked. That was given to me by one of the Packard vendors years ago. If you have an actual one and it has worked, then I would go with your numbers and will correct my post until some one else comes along with another.

Believe hydraulics were the norm on senior car engines and optional on others. Usually a factory hydraulic option had an H suffix after the serial number. 288 labeled heads on 327s are very common. You really need to get the plug gauge which has been reproduced to set the valve stem clearances. There was another thread recently as to where it might be found but someone should have the info handy.

The procedure in on page 22 of service manual engine section but basically, you remove the lifter and insert the gauge in the lifter body. Making sure the piston, cam lobe and valve are at the proper position check the stem clearance, grinding stem as necessary to achieve between .030 and .070 to the gauge. If no one has info as to gauge purchase, you can have one quickly made. Just a piece of round steel bar with diameter of .517 by 1.173 high.

That is good news. They must have built the early cylinders out of better materials than the later ones. Most of the postwar ones I came across were in pretty poor shape.

I guess calling the Packard dealer for new boots is out of the question so maybe the cylinder places will sell just a boot or if large enough, maybe a master cylinder boot would work?

If nothing is found, one other option might be to make some out of Flexane or some other silicon or urethane pourable rubber type compounds. The form looks simple enough that a mold shouldn't be too hard to make. If one of the boots is still in decent shape even better because a mold could be poured around it out of a hard urethane plastic.

Only one??? I cringe at most of the stuff I do. :)


I haven't seen all your stuff and goodness knows, I'd be way down the list anyone sane would consult on style but several of those so far have been rather decent and well within consideration. IMHO, might have looked better than some that made it.

OK, now you've got one I can't quite jump on board with. IMHO, the 56 Executive grill is way too busy and big.

The critics over the years have had disparaging things to say about the Edsel and the Packard Hawk grills such as sucking a lemon for the Edsel, or a Martha Raye mouth or a Hoover going down the road on the Hawk. Even the 51 seniors had a reference to mouth open and teeth showing. I can only imagine what they would do with that one. Whale going after a meal perhaps?

If I knew this engine was going to cause such a ruckus I would have just left it covered up in the corner of the garage. I have enjoyed all of the input of what it might or might not be but I never wanted to start a riff with anyone.
I thought the engine was unique and I was curious as to the application it was used for. It really does not matter to me what it was used for I just thought it was a interesting piece of Packard history. Thanks to all.

Absolutely agree with JD and PV8. I too have enjoyed the discussion and learned even more. Riffs happen in the best of times and places but they sort themselves out. I would only hope that anyone who has second thoughts about posting a question after a heated discussion remember an old saying or a paraphrase thereof: "The only stupid question is one not asked."

Awfully strange all 8 cylinders would have stuck valves. I think I'd pull one of the lifter chamber covers and see what is actually happening. 2 bolts per cover and you can see what is moving or not moving. 51's you could pull the right tire and remove a few screws holding an access panel for easy reach. Assume that panel was still there on the 53.

That is one but read thru this threadhttps://packardinfo.com/xoops/html/modules/newbb/viewtopic.php?topic_id=4505&viewmode=flat&order=ASC&type=&mode=0&start=0 and get a feel for the differences. The size and capacity are the big ones. You want as big a CCA as you can get but it has to fit in the holder. After you are familiar, then do a google search for group 3EH and 4EH batteries. It may even be available in UK as it was used in golf carts and tractors. That one you show is one we have referred to as a boutique battery in various threads. While it does the job, several of us have not had as long a life with those as with others.

Depends on which car you are getting. 46-50 and a couple of others need one that looks like this. You also need a size that will fit in the battery holder.

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