Yes, that ground out connection from the relay contact to the distributor is designed to kill the ignition momentarily, but the contact can hang up and, in my case, stick so I didn't get any ignition at all (until this was pointed out).

Another cause might be malfunction or adjustment of the Throttle Guard (dash pot) on the carburetor, if a 110 has one. Mine is a Super 8 Stromberg AAV-26 which should have one but doesn't (haven't been able to find one). But I don't have the problem you're describing.

The throttle guard prevents the car from dying due to lack of fuel when the OD drops to free-wheeling (I think). So perhaps the carburetor idle adjustment needs to be upped to compensate.

I someone has a Throttle Guard for sale, I'd be interested.

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John is absolutely right.

This happened to me. It's kind of scary. You press the brake peddle, it feels normal, but if you press more, it pops, drops an inch or more, then holds.

One brake shoe if off its position. (mone was at the top of the front shoe) . When you apply enough pressure, it pops it off where it's hanging up, forces it into the groove where it should be, and the brake holds.

Jim,

I didn't understand how the exhaust pipe goes through the right splasher. I must be missing a side splash PAN, like the little triangle-shaped one in front, in the horizontal, not the vertical plane? Not a right side splasher like this?

https://packardinfo.com/xoops/html/modules/newbb/viewtopic.php?topic_id=5878&viewmode=flat&order=ASC&type=&mode=0&start=40

Post 50

Bill,
Here are a couple of pix of my bench rebuilding my AAV-26. I kept a notebook as I did it. Do your instructions look the same as the one in the photo? If not, I can fax it to you. There are more instructions on the back.
Joe

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After finishing The Duchess I started working on my son's 61 Jaguar MK2 sedan and signed up for a forum on Jaguars similar to packardinfo.

I guess most people found the 3.8 L6 engine tempermental, difficult, short on power, whatever. Replacing the engine with a more powerful Detroit engine is commonplace. It used to be Chevy V-8s. Now it's aluminum GM Ls.
I personally love the sound of the original engine, so distinctive and unique. You've heard them warm up at shows on the way to the winner's circle I'm sure. This is a 3.8 sedan, original engine, I like:
http://www.youtube.com/watch?v=CONzPuZZWVs

But the modification doesn't stop there. I made a comment or two on the Jaguar section explicitly for sedans, respectful, but just saying that "resto-moding" is not "restoring." They are two different visions. Unfortunately, restomoders categorize most restored cars as not driven, that is, trailered everywhere and almost never driven on the open road, whereas restomoding makes the car drivable, safer, faster, reliable.

They have their point. It's just different. It leads to modifying frames and fenders to accommodate wider tires, for instance. They also defend making subjective modifications to beautify the design saying it makes it more unique, lovable, closer to what their heart desires. Well and good, if that's your vision. In my comments I suggested that, as we have here, there should be a separate section on the site for modifications for safety, design, engine exchange, lowering, raking, chopping or anything else. As mentioned, John Slaughter is respected for what he does and people like it. It's just a different objective.

I personally like the feel of powerless steering and brakes. And I believe that there is context, for example for me, a cultural context of 1940 where the whole of the design, the original colors of exteriors and interiors, lines, height, spring supported upholstery etc all contribute to an authentic experience of that time, a connection to the pre-war years that a Viper engine, power steering, power brakes and foam rubber upholstery can't deliver, except sort of, from a distance. It's like the original VW and the new ones. Similar in shape and simplicity, but a different context.

My comments were deleted from the thread as divisive, that's how accepted restomoding is in the Jaguar world. Since Jaguar is still alive, there is a bit more acceptance for replacing 60-year-old Jaguar parts with their modern Jaguar equivalent, branded things like FM radios, mirrors, seats. But again it's a change in context.

The recommendation from the site master, after removing my comments, was to simply avoid threads that documented and advocated cutting up cars to restomod them. And so I do. But I must say this, there is much more interest in terms of hits to engine exchange and restormod blogs than straight all-original restoration.

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Bob Drake here in Oregon has quite a few 1940-style mirrors.
http://www.bobdrake.com/Categories3.aspx?Id=19mirsprinsa3

Reasonably priced, too.

Baby is looking good, Jim. My front windows roll up and down, but haven't gotten to the rear. They are rolled up permanently. Still, driving the car often, a minimum of every Friday to work. I feel like my old self again. I'm now working on my youngest son's '61 Jaguar 3.8 sedan which he made the mistake of having me store while he's away at school for 2 years. Good to see your post.
Joe

The owners manual in the literature section says that the 30 Amp fuse SFE-30 is in the heater cable near the ignition switch.
https://packardinfo.com/xoops/html/modules/article/view.article.php?29
See page 30
Nice to have this, no?

I don't think this is about PAC vs PI. It's about, IMHO, PI mishandling inquiries from the hoi poloi. It developed into a major PR problem. Egos mays be involved. Previous club leaders would have nipped it in the bud, but instead it was allowed to fester. The entire issue of the current Oregon publication is devoted to documenting the communications that led to the decision by an overwhelming majority vote to pull out of PI.

Yes, I was a founding member of the Oregon Region of PI, but I was not an active member for years and years after 1980, and though I received a ballot about dissolution of the relationship with PI, I did not vote. The first time I heard about any history of animosity between the clubs was here.

What's funny is that both clubs have practically the same members. To me this says there are 2 different cultures at the top end of both organizations. The best examples of its expression are the respective publications which I'd characterize as USA Today vs the Wall Street Journal. What neither do is what happens here at packardinfo.com, namely, help you restore your Packard.

I like PAC Cormorant for the excellent writing and editing, historical perspectives and forum for members to share the stories of their Packard's significance, if nothing more than a member of the family for decades. PI's publication documents club activities. A few years ago it went off on political rants until members suggested it was inappropriate for a Packard association. The meets, the auctions, with lots of photos, are its strengths. So they each have a place in balancing those aspects of a membership built around a hobby.

This thread of Jim's might help. Start about mid-way down. Several posts about removing the front clip. You may not need to remove all that, perhaps just the shell. You might make a list of what you have to disconnect.

https://packardinfo.com/xoops/html/modules/newbb/viewtopic.php?topic_id=5335&viewmode=flat&order=ASC&type=&mode=0&start=70