Responding to Cli55er, if you've got the Kimes book you'll find a quite thorough discussion of the 734 Speedster series beginning on page 304, but let me paraphrase a bit of it for those that don't have it.

The Packard line in 1930 consisted of the 7=26 and 7=33 series of Eights (320 cubic inch engine) and the 7=40 and 7=45 series of DeLuxe Eights (385 ci engine). For the speedster series they selected the 7=33 frame (but called in a 7=34 to avoid confusion) and used the big DeLuxe Eight engine with lots of modifications. The block casting was different; the manifolds were bolted onto 45 degree faces (as in later standard engines) for larger ports and better breathing. The exhaust manifold was in a straight line rearwards (no heat box connection to the inlet) and finned; exhaust valve diameter was increased. The carburetor was a unique Detroit Lubrication dual throat updraft, a very rare item today, I believe a recent reproduction of them goes for about $5000. There was also a muffler cutout.

Standard compression ratio was 4.85/1 for 125 hp though a 6.0/1 was offered for 145 hp. The high compression head had metric plugs which is why many spark plug charts indicate two different plugs for 1930, causing occasional confusion among the less-informed. Standard factory-recommended rear axle ratio was 4/1 but a 3.3/1 was offered as well and generally found mostly in the open (lighter) bodies. Many Speedsters came with a factory-mounted tachometer. Transmission was the 4-speed which was carried on thru the very early 9th series cars. 1st gear is so low that many later buyers never realized it was there.

Bodies were about 3/4 inch narrower and considerably lower than the regular bodies and open cars had a lower windshield as well. All were marked "Custom Made by Packard". Although there were a very few 6th series Speedster on the 626 chassis, the Speedster line was discontinued after the 7th series. They were all expected to reach 100 mph.

I've had the pleasure years back of driving two different 7=34 Speedsters, both belonging to George Jepson, one of the founders and early presidents of the CCCA. He had both a phaeton and a boattail. Oh that I could have taken one on the open road but alas, I only got to drive them in a local parade or two.

As to the Kanter Bros., they are both quite active in the hobby; Dan had driven his 55 Caribbean to the last two Packard Nationals from NJ to South Bend and then Des Moines, has been on some of the club tours, and also is often found at local Packard Club picnics and shows. I believe they still have one of the 4 Panther Daytonas and quite a few others.

I often wonder about the provenance of some of the unusually equipped 56 cars claimed as "factory". Here in NJ Lou Weinstein owns a stunning 56 Executive 2 dr HT with standard shift and OD (that's OK), dual 4bbl Rochesters, and 12 inch brakes. The claim is that the larger brakes (weren't the Executives 11 inch?) were a factory option.

I know it's off the topic, but thought you might want to see a picture of the hassock in the 1934 Eight. Not often seen. It was no doubt an option though I don't think it's listed in the Accessory pamphlet. The foot rest was of course standard. The grille in the floor is the very uncommon Kelch hot air heater. That interior is all original.

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Brian, congratulations again on a nice job and on gathering additional info and adding it. Hopefully more such info from authoritative sources will come to the fore in the future.

My 54 Patrician had the hassocks (and my 34 has 1) and I've seen them in quite a few others. I doubt we'll ever know the full details of some of the other codes. Export cars were equipped differently for most of Packard's history, things like a different and more expansive tool kits, heavy duty shocks and I believe the larger diameter torsion bars (in 55/56 of course), and maybe even the 6 ply or 6-ply rated tires.

As to the 2 x 4 bbl Rochesters on Patricians and 400s, of course we see that very often and the owners most always claim "from the factory" but I think we know better, more than likely it was a dealer conversion to clinch a sale. I believe the Caribbean chrome rocker covers however were legitimately available across the Packard line.

55PackardGuy, dodging the barbs and bait that has been offered to the unwary, perhaps this image will better show what you wanted to see about the valve/piston and combustion area. The source again is from a 1936 PMCCo blueprint of the 1936 V12 motor.

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By '51, the cars would break axles if you sneezed ,

Of course the problems with the 56 axles (made by Dana) are well-known and unforgiveable. But earlier Packards with axle problems? Never heard of any chronic problem with them. I've driven and been around all manner of Packards for nearly 50 years and the only axle failure I'm personally aware of was my 34 Eight.

vacuum wipers are worthless.

Obviously either or experiences, expectations, or both are quite different with respect to vacuum wipers.

Mike Dubrinski was there last year. He parts out 55 and 56 Packards for a LIVING!

Dulinski, not Dubrinski. And a very nice gentleman to do business with, I might add.

I'll await the autopsy results but stick by my earlier opinion that it's bearing trouble, "whacking" and "metallic raps" are not the sounds of lifters. However on rethinking it, I agree with JV that it's more likely a main than a rod.

I'm not taking issue with anything else you said, but I think you overstate the case a bit for the postwar build quality. I'd say, having owned both, that the postwar Custom 8 of the 22nd/23rd series had build quality just as good as the prewar 180. Now they weren't the same car by any means, but the attention to detail in the assembly was pretty damn impeccable.

My Trico catalogs are all pre-war, but make a call to

Ficken Wiper Service
132 Calvert Ave
West Babylon, NY 11704
631-587-3332.

This business is built on the remains of a former Trico service center and provides superb parts and service. My own personal preference would be to resist converting to electric; besides the authenticity issue, they offer little if any advantage over a properly maintained vacuum system except perhaps in climbing Mt. McKinley in a monsoon.