Welcome to Packarding and to this site! I can’t help you with the specific problem but on your 1955, please note that is (or should be) positive ground so any electrical devices you might connect need to either match or be polarity insensitive.

For the pump, many seem keen on replacing the original with a kit that allows an Olds pump to be installed and that may have Ben done on yours but you can also obtain have an original pump professionally rebuilt to do the job as-designed. That would be my preference.

Can they do aluminum or potmetal?

Quote:

The rule of thumb is to NEVER power crank an unknown engine! Always hand-turn it a few times and even then do so only after checking the pan and putting oil in all the cylinders. You’ve been given great advice here but you chose to ignore most of it so the starter did not break the gear, you did. You’ll get the same advice on Facebook so it’s not clear what was expected when you posted the problem there too.

As said, use the ignition lock but make your key from the key code that is stamped on the tumbler and make a note of it for future use. Much preferred than making a key from a worn lock that may or may not fit the other locks.

Maybe try an impact wrench which should loosen it without bracing anything else.

We just returned from the Concours d’LeMons in Seaside, CA which I’ve always wanted to attend but never had until now. In fact, it was the first car show we’ve attended in decades! Saw many PAC friends I’ve not seen since I was active in the club in the ‘80s so it was quite fun.

Not a Packard in sight but I’ve always liked these BMW 502 sedans!

Attach file:

---

  483A9D45-E95C-4DB3-92DE-FB7A23095676.jpeg (228.86 KB)

The c-clamp valve compressor is what I’ve always used on in-line Packard engines from the 245 to the 359 and it’s always worked well for the purpose. The head, of course, must be off in order to use it.

I am leery of the single coat of sealer in the gas tank but Hirsch says that more coats can be added after the fact so I ordered another gallon. Should be more than enough for this tank and for my two motorcycle tanks with some left over.

In the meantime, I’m looking for the tank’s sender connector boot which I thought I had seen on the Steele site but cannot find it now and it’s not on the Metro Molded site either. Does anyone have a source?

The shop manuals are available in the Literature Archive but also feel free to start your own thread in the proper 1955-1956 section to ask any questions for help that you may need. Better than piggybacking on someone else's thread. Incidentally, I also have a 1956 Clipper.

Too hot to do anything outside! It got up to 114 or 115 when I was at my shop last month but fortunately comfortable inside.