Check Lubriplate site. They have a dealer locator. Number 4 gear oil is non-EP 90 weight.

90 weight gear oil is ISO 150 in case you need that number.

They show mail order dealers as well in case you don't want to use junkazon.

That car was built with a single tail light, brake, and reverse light combo on the drivers side. A lot of people add a second light by cutting the standard light stantion, turning it 180 degrees and welding it. Sometimes because they want turn signals, other times because think it looks cool, or because they think it is safer. For the latter I would add one of those brighter modern lights that can be removed for display if safety is the higher priority. The same goes for turn signals given the taillight is miniscule.

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I'll add a few items in this tear down: Wrong color - looks like a Chrysler color. Battery situation is a wreck, vacuum advance and choke stove lines are pathetic, needs a wiring harness, ignition wires, and those battery cables bug me.

Not a bad car for somebody who likes the car, but certainly not an "investment grade" cream puff if there is such a thing.

The service manual has the procedure, but specifies the motor brought to 6 degrees before TDC and the rotor position marked.

The bottom line is hold the pump with the distributor blade parallel to the camshaft and the punch mark on the gear vertical. It's on page 32 of the manual. But make sure the #1 cylinder is at 6 degrees BTDC compression. When you are done the drive should be slightly off horizontal.

The general rule is 3-7 psi for the light which translates to 5 psi for 500 rpm given required 10 psi oil pressure per 1000 rpm. Packard always specified rather low idle speeds so a flickering light is not always indicative of a problem. Somewhere in the literature is a note about that.

The note about the loose oil pick up tube is worthy of note. I have run into that problem and don't have a high opinion of that set up. The earlier cars with the fixed pick up and bolted tubes did not have oil pressure problems like those later engines.

I have made up the electronic controller for this security system where I live, so six volt electronic relays are an easy project.

Whatever feedback there is from the ignition system is present whenever the motor is running and can be mitigated using a capacitor at the distributor. The rest is absorbed by the battery. Trying to make up clamping diodes is not going to work because containing the primary voltage spike will affect the secondary and burn up the points.

The sender is at the oil feed from the camshaft to the valve train so there will be little difference. The earlier cars had the feed at the camshaft oil gallery but moved it across the block when they went to an electric sender.

I only use it to clean the oven except on occasion when something in the kitchen is stained.

The stuff in grocery store form is so expensive per ounce. The packaging and shipping is 99% of the cost. If you are dead set on using caustic there is also Draino which can be dissolved in water and applied with a brush.

I used to have incompetent painters accuse me of sabotage. Once I cleaned an entire Packard chassis with a scraper and wire brush, swept everything into a grocery bag, and handed it to him. "Here's your sabotage." Both him and the management were so stupid they didn't get the point. Another reason I gave up dealing with that stuff.

The system requires the carburation be calibrated because 20% of the air intake at idle is from the PCV. EGR is 7% during cruise.

Having PCV and EGR improve engine longevity greatly which is why the Clean Air Act was not ruled unconstitutional when the auto makers fought it. When the customer is benefiting from a law it can't be ruled wrongful seizure of property (cash). As Iacocca pointed out though, requiring each manufacturer to develop their own systems rather than a cooperative system was a total economic waste paid for by the customer. That was the doings of Congress and a perversion of anti-trust laws.

Those systems were known in the 1930's, but automakers did not want the cars lasting longer.

I'm thinking maybe 626 fenders might fit given the same number of hood louvers. They were using up left over bodies. If there is a parts book that would show it. It's a long shot.