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I’m back in California now but one more note on the work. When I put the bell housing cover back on, I noticed that several of the bolts had flattened threads so rather than forcing them in, I’ll have to run a thread-chaser through the holes and put in new (or at least different) bolts. Posting it here will be kind of a reminder to myself for the next trip up!

Also, the new rear yoke finally arrived yesterday long after I was on the way back home but more importantly the package included the seal for the overdrive lockout which I hope I can install with the transmission in place. The old one, of course, has already been removed.

This is the first time in many decades that the rear of the engine has been properly supported! Until now, it was resting on the exhaust pipe which, fortunately, was quite strong.

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My mother uses a spray that she buys at Walmart on oil and grease stains before laundering that takes them right out. I think it’s called Oil Eater.

Leaving today and the shop is now all closed up but yesterday I did get the transmission back in and frontmost u-joint on. The yoke itself seems to be in UPS limbo in Bend, OR with every day saying Preparing for Delivery rather than Out for Delivery which means it’s actually on the truck so didn’t get it to completely install the rest of the shaft. The transmission is supposed to have an adapter on it to change from the Mechanics type flange here to the Spicer loop-type u-joint but, until I locate the adapter, I’ll use the u-joint shown.

On another front - the roof - I may have located a better housing for the siren as the one I have was damaged. This replacement has some stress cracks, though, so I won’t know if it’s repairable until I send it and my damaged casting to the plater in Washington State. The first one is mine and the second is the replacement followed by the casting to which it attaches. The damage on mine isn’t really obvious in the first photo but it is distorted badly in multiple directions and even the attaching holes at the edge were ripped.

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Those loose-feeling pickup tubes seem odd but they worn and I've never had one fail. While the pan is off, you can also get some plastigauge to check the rod bearing and main bearing clearances. It is very easy to use and quite accurate.

Thank you, Ross. I am thinking now that it goes under the lower solenoid bolt as that makes more sense.

They all did and even my 1965 Cadillac and Imperial do.

You could also have an original starter rewound for 12v if authenticity is an issue but in this case I doubt it is!

Is there anyone here with a 1951-1954 SENIOR Henney-Packard parts car? I am looking for the adapter that goes between the transmission’s flange-type (Mechanics) yoke and the loop-type (Spicer) u-joint. Below shows the yoke along with a modern adapter so I expect the one for these cars resembles the modern one.

Before anyone points it out, I know I can use a Mechanics to Mechanics u-joint and the Packard Parts Book even shows one as a replacement for the front joint but I would prefer to use the proper original joint which was Mechanics on one side and Spicer on the other so that all three u-joints are the same.

I am not looking here for referrals as I’ve already contacted all known Henney suppliers so if you have one yourself, please let me know.

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No answers yet on the question a few posts back about the overdrive harness clip’s location and I’m be installing the transmission within the hour so kind of need to know while it’s still accessible! See the photo of where I have it but it doesn’t look right and seems it would interfere with the shift arm. Can someone please advise with some surety where it should be?

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