Have been debating what to do with a non functional factory AC unit that has not worked for years. Needed parts are NLA and even should I find some, retrofitting the unit with current refrigerant is also problematic.

Here is the start of an ongoing project to upgrade. Current plans are to keep as much of the look as possible by reusing or making new pieces for the case and outlets. I WILL NOT BE DESTROYING OR MODIFYING ANY OF THE ORIGINAL PIECES should the mood strike me, parts become available, or whatever reason it may be desired to revert to stock.

Here are a few pictures of the unit for those who may have never seen one. There is also a factory field install manual on sitehttps://www.packardinfo.com/xoops/html/downloads/55-56ACInstall.pdf showing more details. Measurements are included and if anyone wants specific info, be glad to supply as long as it hasn't been put back in car and no longer accessible. Current plans are to remove the evaporator assy and install an ID-200 indash unit from Nostalgic Airhttp://www.nostalgicairparts.com/ This is a decent capacity unit configured in such a way that with a slight modification to either it or a new front piece for the factory case, it will fit inside.

I have not decided whether to do that or just install the indash unit only. As this is a work in progress, plans may change depending on mood and day of the week.

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The SoCal region of PI still has interchange manuals available.http://www.packards-today.com/catalog.php?CID=5 Clutches are in Vol 2. The one I have is 35 yrs old so unknown how much if any info has been added.

According to the manual, the sizes are 9?, 10, 11, & 12 inches and has a listing of cars that use each. The 10 would be correct in this case.

They also mention (as does O_D) that it is much better to have the old rebuilt rather than buying a non Packard piece. That may have something to do with the dampening springs. I believe there are a few service articles mentioning various changes in the springs to control or eliminate "disturbances" as Packard liked to call them.

I'd be kind of curious as to how many. There are probably no records available for Packard but assuming some other mfgs were pushing convenience items, would expect more than 25%. The 50's were the era of the gadget and flashy cars, after all.

Glad you got the headlight switch changed and all working.

I used this Chevy motor with co-ordinator without problem.

Since they do park with line disconnected, then things are assembled properly at the motor. If the water cannot all squirt, the co-ordinator will forever stay energized until the vacuum is gone or the water finally leaks so the pressure lowers enough to allow valve closing & disconnecting the vacuum supply to co-ord.

First thing I would do is start the unit and then when the trickle of water stops pull the large water hose off top of jar and see if any more water squirts out. If so and wipers stop with water line disconnected then nozzles or line most likely blocked. If not, then the washer valve diaphragms have probably dried and unit is in need of a rebuild. Kev wrote an excellent article on his rebuilding of one.https://packardinfo.com/xoops/html/modules/article/view.article.php?c8/315

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As you mention, Packard only went as far as M so the N and the CAL are the strange ones & may well be a service engine. CAL may be for California if it has always been here. Believe the DMV used motor numbers then on registration and that may be someway to designate a replacement. Any old paperwork might shed some light if available.

The letter suffix after the number usually designate something different in the drivetrain from what was originally specified when the car was introduced. Some 1940 engines for example had an A when the clutch plate was different and a B when both clutch and pressure plate was of different design and manufacture than originals. Some years had oversize pistons or lifter bores to enable use of otherwise wasted castings with a suffix designating the change. I don't have a reference to 39 to help with the C & E but maybe someone else can shed a light..

I'm agreeing with PV8 on this one. There is no adjustment on the BTV or any other vacuum type unit I'm aware of.

As the vacuum is more than adequate, aside from something put together wrong, the only thing on the booster side I can think of that could maybe mess with boost is a partially blocked air inlet under the cleaner mesh. If they painted the can and taped the inlet holes & didn't remove all the tape that could cause problems. The only other thing I can think of on BTV side would be the residual check valve. On the original I don't think they could be installed backward but the replacements are a flat rubber disc in a retainer. I am not sure if they can be installed wrong or exactly what the symptom would be if they can--but I think you would be trying to apply brakes against the normal valve flow which would need more pressure.

If the sleeves were installed partially blocking the passage or if the diameter of the cylinders were made smaller with the sleeve, both could affect the amount of pressure needed.

Thanks for the pictures. Both great looking cars. I'm not up on that era but the black one is huge. It almost looks like a hearse with all the glass or is that the '15 limo you mentioned? If so, would not have expected that amount of glass in a limo or did the well heeled prefer to be seen and not hide behind tinted glass then.

Nice looking car and great start. Looks like the pit crew is rarin' to go.

Bulbs and stuff like you mention should not be too much of problem. Most of those are universal although your local parts store may not have all of it on the shelf, they can get it. Vendors most likely will have anything out of the ordinary or Packard specific needed. Biggest problem is if you want to add AC, there is nothing that can be done for 6v cars without going thru extraordinary hoops such as full or dual voltage conversions . Radios, stereos whatever can run off an inverter but not AC.

Maybe the wife and kids can't see the difference but we on the forum can. Looking good. Suffix H on engine # indicates it has hydraulic lifters. Wonder how many of the base or small engine Clippers had that option.