Latest issue of the PAC membership directory lists about 110 1956 Patricians and there are perhaps an equal number in other hands.

Welcome, and I hope you get a lot of enjoyment out of your Packard. Original tires were biased-belted, 8:00 x 15 and apparently 8:20 x 15 was an option, though I'm not absolutely certain of that. The radial tire size you mentioned is commonly substituted for non-show cars.

I don't know if you can get a carpet set EXACTLY the same as the original, though the kits that Bill Hirsch sells are good fits and in the appropriate color can come pretty close for all models but the Caribbean.

The only reference I'm aware of with regard to 1955 Utica Plant engine codes is in TSB 55T-19, and it doesn't provide much useful info. It states three code prefixes, A, B, and C which one might assume are Clipper, Packard, and Caribbean respectively.

Though most likely we'll never be able to truly know with certainty, I suspect that there were no 56 Caribbeans equipped by the factory with standard shift. It is possible that a conversion would have been undertaken by a willing dealer in order to clinch a sale, not unlike the 400s and other models that have the 2x4 carburetor setup that owners claim to be factory but in the absence of a build sheet to prove it, most probably were not.

TSB 56T-20 gives the following, which doesn't agree completely with your info:

A & AA 5640
B & BB 5660-70
C 5688
D & DD 5680

Of the dozen or so 56 Caribbeans I've examined with their original engines and/or transmissions, all begin with the Utica "C" prefix. I've only examined a half-dozen or so Patricians and they've all begun with "D" prefix, thus in agreement with 56T-20.

I don't doubt that people have had failures of Treadle-Vac units, some perhaps due to incorrect rebuilds or other factors but my own experience over many years and miles is quite the opposite. Many years back I drove a 54 Patrician as an everyday car for 15 years and my current 56 for about 11 with no problems and although I know of folks who have had their units rebuilt for peace of mind, I don't personally know of anyone who has ever had a unit fail to the point of no brakes. Leaking brake fluid into the vacuum section, yes -- but outright failure - no. The same type unit was used on millions of GM and Ford products in that era, perhaps researching their service bulletins might be enlightening.

Well, I've not been looking aggressively for them recently, but the ones I have I got maybe 35 - 40 years ago. Send me your mailing address and someday when I have them out I'll try to remember to copy a few for you.

People who have these have generally found and bought them at flea markets etc. over the years. I'm not aware of any central source. Most of mine are from the late 20s and early 30s -- was there a particular tool or jack from this era that you were interested in?

Might you mean Bob Aller, retired service manager from Packard-St. Louis as I recall? He did my pump and several others.

I'm not aware of hearing ever of any problems with the L-head eight oil pumps sucking air, though the stories of that on the V8 are certainly plentiful.

I don't know if these bearings have been reproduced or not, but even 15 years ago they weren't that easy to find in some undersizes. I'd suggest what's more important than the brand of bearing is the condition of the crankshaft; if you've got a slight knock and the shaft if more than 0.0005 out of round or scuffed, it's not going to hold any bearing for very long.