Hey, I'm just the messenger.

Kev, the 54 seniors (except for the ambulance and hearse) don't use the 3 clusters either. They have their own unique, one-year only instrument cluster.

Have you checked the parts book? At least in 1941/42 and the 22nd-23rd series, the metal finish on the instrument backgrounds was different between the junior and senior models.

You won't get any pot-stirring from me. And as I remember it was about a year ago that I heard from Max Merritt's boys at Hershey that the bearings would be available soon.

IIRC the Rochesters used on the dual quad setup on the 56 Caribbean have a second set of throttle valves (air-flow induced) mounted above the mechanically operated set of secondaries? There are many other differences between the 55 and 56 dual quad Rochesters, but this may be the most signiificant. Anyone out there explain what problem they were supposed to cure?

I'm a bit hazy on this, it's been a lot of years, and would suggest looking for a good picture in the parts book or the shop manual. But my memory says the only paper gasket goes between the drip retainer and the outside of the backing plate.

Been thru this a number of times. When I did my 34 1100 engine (at 89,000 miles) it was after the faintest of rod knock noticeable at a warm idle, though oil pressure was still acceptable. #8 rod showed some babbitt failure and I redid the engine sticking with the original babbitt.

MANY years back when you could still find original rod bearings for the 35-39 320 engines, one alternative was to find a set of rods from those engines to replace the 34 and back rods, but since the 80s or so those bearings were unfindable. Those bearings were flanged to control end play. I now believe one of the major Packard vendors has had them remanufactured.

The third alternative, which has been widely documented over the years involved the conversion of the 34 and earlier rods to take a modern simple insert (PM me if you want some more info). This took a bit of machining on the rods, on some conversions it required notching the rod bolts, and as the bearings didn't have the thrust flanges to ride on the crank cheeks, nubs or buttons were welded on the rod side faces and machined to control end play. Some people swore by these conversions, others had buckets of troubles, the differences perhaps depending on the skill of the mechanic doing the conversion.

I drive my car sensibly in recognition of it's original capabilities and thus stayed with babbitted rods and mains.

So shall I paraphrase your answer is 4-1/8 bore, and probably something between Std and 0.040 over? Anyway at this point your not commiting to anything other than an interest.

I wouldn't dare hazard a guess on price, but I'd suspect that if the demand was comparable, they wouldn't be much different that the autothermic strut pistons Dan already has made for the other Packard engines, but perhaps a bit more since I suspect the larger bore sizes will mean they contain more material?

Yes, I hope we hear from them as well. I'll let this thread run its course for a while yet and then pass a summary of it along to Dan Kanter.

Can't be a left-over 359, that engine didn't come out until 1954 and would be painted bronze. And as I said earlier it can't be a left-over 356 because except for the marine engines, that was discontinued at the end of the 23rd series, and besides although I suppose someone might be able to make a 356 fit the 24th series chassis, there is so much that is different like motor mounts, water pump, etc. that's it's somewhat unlikely. My best guess is that although the green paint on your engine may appear original, it probably isn't and it's just an ageing repaint. The "J" prefix is correct for a 24th series (1951) engine.