Actually Kev, there's an 11th one, the 721 sport phaeton though I don't know if any were actually produced. Let me also add for clarity that there was only one body available on the 1100, the #703 4-door (5 passenger) sedan.

It also may be interesting to note that the 1933 Eight (chassis 1001, 1002) was 127-1/2 inch wheelbase, and that the 1934 Eight (129-1/2" wheelbase) was a carryover from the 1932 Standard Eight (901, 902), also 129-1/2". This was apparently done to permit the 1933 Eight to use (from the cowl rearwards) the leftover bodies from the 1932 Light Eight (900)which was also on the 127" wheelbase.

John, I believe you're incorrect, check Turnquist's book or one of the many other sources. In the 1934 Eight series, only the 1100 had the 129.5 inch wheelbase, the 1101 was 136 inches, and the 1101 touring was listed as 5-7 passengers, meaning jump seats. The 1101 phaeton is listed as a 4 passenger car, as is the sport phaeton. The 1102 you note as having a 129.5 inch wheelbase had a 141 inch wheelbase and only came in 5-7 passenger sedan or limousine.

Mr. Pushbutton, please add the bore and oversize (or std) you'd be interested in.

Though I've not done this myself or been present when it was done, I've seen quite a few of these conversions, even on the 22nd-23rd series cars. I don't believe the end result on your 51 will be quite the same as a factory PS-equipped similar car because (IIRC) the steering gear box ratio is different, and I believe the front end geometry is a bit different. I'm not aware of any "kits", but just open your 53 or 54 parts book and identify the parts that are unique to the PS-cars, and start pricing them.

Yes, it's a Purolator L-8 oil filter. However, the 1934 Eights & Super Eights (not sure about the Twelves) used the Purolater L-6 which was almost identical but rather than the end bosses with the inlet/outlet and threaded holes for a mounting plate, the L-6 just had a NPT threaded inlet and outlet. By making (or buying) adapters you can use an L-8 in an L-6 application. They are both full-flow filters and as 1933 didn't have the full-flow system, I don't think the L-6/L-8 series dates back to 1933, at least for Packard.

EDIT: I know it's a bit off the topic, but thought I'd add a warning here. NOS L-6 and L-8 filters were not that easy to find, even 30 years ago, so many of us bought newly manufactured units from Bob Turnquist and these were satisfactory tho expensive. But every so often I see an NOS one appear on eBay and hope the buyer never uses it (or an equally vintage cartridge filter) as I've seen several cases where the filter internal paper media and adhesives, though "new", were so deteriorated that the hot oil and pressure turned them into paper paste which in turn choked oil passages, pump inlet screens, etc., and you can imagine the consequences. In these cases the filters may have been stored in a less-than-ideal environment, but I sure wouldn't want to take a chance on one.

Cli55er: I've seen Dan's 282 and 288 pistons, they are just beautifully manufactured. But if you want to add any momentum to this movement, you need to say what size you'd be interested in, which original bore (or motor size) and what oversize.

I'll delete this message after you've had a chance to see it.

The subject of pistons for the V8 Packards gets occasional exposure here and over at AACA, and while at the Eastern Packard Club picnic last weekend I found quite a bit of time to chat with Dan Kanter about this and other topics. Dan mentioned that he has given thought to reproducing the original-style autothermic strut pistons for the V8s (as he has done for the 288, 327 and 356 engines), but measured by the number of requests they get for V8 pistons, there isn't yet enough demand to make it worthwhile.

I asked Dan if he minded if I post his comment here and he said "sure", and that he'd like to collect data on which bore sizes and oversizes are most desired. So if you're inclined to want an alternative to the current cast pistons, we should somehow get our comments to Dan. Post them here and I'll pass them along, or otherwise get your needs to Dan at Kanter Bros.

I'd buy a set of 4-1/8 + 0.030.

Good points all, PackardV8. I'm beginning to get a bit Zissed out, but let me include 3 photographs from the earlier years of PAC's Cormorant publication. The ZIS ambulance photo was taken on the streets of Moscow in 1960, and the ZIL limousine on the streets of Washington, D.C. in 1969 (hark! a Lark across the street). The ZIL was reputedly produced from 1957 to 1967 and only in two body styles, the limousine and a 4-door convertible.

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No, as I said earlier somewhere in this thread, it's a limousine, not armor-protected.

Aside from whatever you do with the seal, you probably won't be able to find a new crush sleeve for the pinion bearing preload. So assuming the rear end was quiet to begin with, I'd suggest measuring EXACTLY the number of thread turns to get the pinion nut off, and replacing it in precisely the same position to maintain the previous bearing preload.