Looking at the carb is probably a good bet. If it is stumbling only when at low speed, I'd suggest bumping up the idle a bit. if it is stumbling during the transition from low speed to higher, then smoothing out, I'd suspect the accelerator pump in the carburetor is not doing its job. Does your car have the Chandler Grove original (I think), or the later Carter or Stromberg replacement carb?

Packard began using the Carter in 40 as standard, but both the carter WA1 and Stromber BXOV are great carburetors.

Hope this helps.
Pat

JIMO,
I am not sure I can answer your question about the exhaust flange, but on my 39 six sedan, the tail pipe is flared outward such that the gasket fits between the widened flare and the exhaust manifold. Then, the two bolts pull up the circular bracket to sandwich the gasket. So, the diameter is that of the flare. DOes this make sense?

I love my 39 six sedan, restored everything on it myself, with the exception of the paint. It is a great car.

Happy to share any other experiences too.

Pat (ohio)

Guys, I think the seals are actually meant to fit into the holes of the removable plate. I purchased the Steele Rubber versions for my 39 Six Sedan and they look just like the originals in OD's post. Notice the small lips on the lower edge. This shape matches that of the openings of the plate such that it pops in and sandwiches the plate. The larger diameter oval shape then sits above the floor material (Rubber or carpet) such that the driver only sees the larger diameter over the floor for a nice look.

However, if there is any play in the pedal pivots, the brake and clutch pedal arms will move laterally with respect to the holes and will quickly pop the seals out of place. So, I took the liberty (as with other rubber parts from Steele and Metro) to open them up ever so gently with a sharp knife such that the pedal arms could move freely, then I glued them in place to the plate. They are now performing and look correct.

I hope this helps.
Pat

Lloyd,
If FlackMaster's doesn't work out, I have a 39 assembly also, but if I recall correctly, it does not have the lens. I'll dig it out.

Pat

Mendo, For what it is worth, I put the borg warner R9 in my 1939 Six and it is a wonderful driver, quite a pleasure. Packard began offering OD in 39 with the Borg Warner R6, then the R9 from 40 through mid 48, then the R11. The installation was quite straightforward (as long as you don't mind handling a couple hundred pounds!).

I suggest going ahead with the R11, especially if you have it in hand. Don't worry too much about the electrical connections, they are straightforward and simpler than the R9 that I have. You won't regret it.

As for authenticity, I would trust Pete's instructions on the straightforward modifications to use the floor shifter with the normally column shift OD/Transmission combinations.

Pete is the master. Listen to him.

Hope this helps,
Pat

Could you post what Daytona tells you the issue was once you learn? I'd be interested in the root cause.

My bet is a carb float that no longer floats, flooding everything.

Pat

Guys, there are two points I'd like to share:

First, Is the Packard a jr. or sr? I think the cosmetics are different. I know the 38 juniors have clear discs that serve as the hour and minute hands, each with a nice painted matal ring with a pointer on the outter circumference of the disc. Not sure about the seniors, or whether the guts are interchangable.

Second, I believe Packard began using Borg clocks in 39. I purchased a 38 jr. parts clock thinking it was the same internals as my 39 junior. However, this was not the case. I believe the 38 was a Jaeger, not completely sure.

The Borg clocks share many parts across Packard years as well as with many other car companies. Easy to clean, oil, adjust and to service the electrical contact points.

Pat

Although the instruments themselves are different, it is my understanding that the instrument panel structure on the 1940 is similar if not identical to that of 38-39 juniors. In this case, there are fasteners at each of the A pillars and perhaps additional along the winshield. It will take a bit of adjustment to get in or out.

I hope this helps.
Pat

I would also consider the condition of the governor switch. The design of the switch has an intentional difference in the engagement vs. disengagement speeds. I am wondering if your governor swtich is keeping the car in OD to a severly low speed. Can you tell, when decelerating, the moment and speed at which the OD disengages? This can usually be detected by the solenoid click and if on an downward incline, you can feel the car begin to freewheel.

As a means to test this possible root cause, take the car for a drive, allow overdrive to engage. Then when decelerating to a stop, gently pull the OD cable out just enough to open the contacts of the cable lockout switch. This will open the circtuit causing, OD to disengage. If you come happily to the stop without stall, I would suspect the governor switch. If you do, I would then consider replacing the cap switch or at least opening the switch up and cleaning the governor weight mechanism.

I hope this helps.

West, I was just perusing the sales brochure literature here at PackardInfo and see the prewar cars have small diameter caps. The 46 Brochure that is currently shown on the site home page shows a slightly larger diameter cap.

The 41 Brochure shows the eight engine with the smaller cap.

I suggest a bit more literature search in the service letters and parts book.

pat