TT was optional even on Caribbeans. Pretty inexpensive though, as I remember something like $40 or thereabouts. I don't know if they were particularly robust but mine was pretty beat, ramps & pins badly worn. I pulled it and replaced it with a non-TT carrier and new ring & pinion, marked Salisbury. It only had one tag on the case cover, the one with the ring and pinion teeth numbers.

EDIT: Yes, the 1955 V8 rear axles were manufactured by Packard and totally different but much the same as all the other post-war Packard rears, welded cover, guts come out from the front. A far nicer arrangement when you're setting up gear contact and backlash.

Jack, your 2E is thought-provoking. I've driven several dozen 55/56 Twin Ultramatic Packards and almost all of them (mine excluded for an unknown reason) really can "lug" uncomfortably after lockup when at speeds below 25 or 30. In some cases it can be quite pronounced - you may be on to something with that thought.

BTW, I've a bunch of the cam retainer plates in the cellar and can never remember which is the late "improved" one and which is the original. I believe one has 3 grooves and the other 4, can you tell me which is which?

1. WHAT cuses the premature wear of the shaft and its support?????

I'd think variations in alignment with the driving (distributor) shaft would be worthy of examining as a possible cause for the variations in pump life.

Kev, your Ranco valve article is very clearly written and illustrated; I've got an old one and will give it a try. Many thanks, this should prove to be a very useful article.

I do have some current information on the Monte Carlo (I) but I'm sworn to secrecy at this time.

I think your assumption is correct that what was delivered to Rollston was a complete running chassis. But I'm not sure just a chassis, which was usually complete with sheet metal and trim to and including the front windshield was available as late as 1941. The 2 1941 Rollsons I've seen (the ex-Kevin Gaffney 160 swb panel and one other) were delivered as sedans and the majority of the body removed and discarded. But if the original VN tag is present, it will tell you as a naked chassis would be stamped 1903-XXXX where as if it shipped as a sedan for conversion it would start with the body style number.

EDIT: Perhaps I should have used an example of how the VN number will help explain whether a running chassis + nose was delivered, or a sedan subsequently cut off and modified. The car is a 1940 "180" with a one-off body by Derham. The patent plate VN starts "1807 (the chassis #) + the chassis sequence #, not the expected 1342-xxxx if it were delivered as a factory bodied car to be modified by Derham.

Many thanks for the information, your opinions and observations. Regarding the picture of the gears in the pump housing with the cover removed, I always thought the path of the oil was around the perimeter of the gears to the other side, not thru the center where they mesh. Have I been wrong all these years?

Sounds like a sunken float (filled with gas), a faulty needle and seat, too high a pump pressure, or a casting crack in the fuel inlet.

In their respective eras I think the Dominant 6 (the "48") and the first Twin Six were Packard's finest automotive engine accomplishments, followed very closely by the 32-39 Twelve. In the postwar era I think all the 9-main L-8s were superb. Of those I think the 356 probably ranks first with the 327 9-main and 359 close behind.

FWE = fender well equipped, i.e. 6 wheel with sidemounts so your Rollson should have the yellow/silver spring (higher capacity) for the extra weight.

EDIT: To be more precise, FWE meant fender well equipment, not fender well equipped. Small point but it deserves correction.