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Re: engine colors 1955 v8
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I agree in cold weather operation, however as pointed out in another thread the heat riser valve on the left exhaust only directs the exhaust to the intake for a short period of time until the flapper spring opens. You then have the equivalent of a closed off heat passage (if my understanding is wrong, please let me know). Most (all?) modern engines don't rely on the exhaust through the intake manifold for fuel vaporization. In fact, in forced induction engines, the fuel/air charge is actually cooled via an intercooler to provide a more oxygen dense mix. Also, in the case of the Packard V8, the heat exchange from the heads to the intake manifold would accomplish the desired effect once the engine is at operating temps. I could be wrong (wouldn't be the first time), but my understanding is that the heat riser valve and the exhaust pass through the intake is primarily for a quick warm-up. If I were operating the engine is a Wisconsin winter I wouldn't advise blocking the passage in the heads, but especially in a pleasure boat application (read summer cruising) where the engine is in an unventilated enclosure I feel the ambient heat and the transfer of heat from the heads and block to the intake manifold will provide good vaporization of the fuel as it enters the intake.
Posted on: 2012/3/7 12:41
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Re: engine colors 1955 v8
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SO DID I!! I just discovered that a 1 3/8" freeze plug fits nicely and should solve the problem. As mentioned by others, if you plan on a lot of cold weather driving this may not be the ideal fix. This engine however is a marine conversion that won't see cold weather operation. Attach file:  (110.11 KB) (104.94 KB)
Posted on: 2012/3/6 22:00
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Re: V8 oil Pump ID?
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Thanks for the links to the bulletins Brian...makes it much more clear..."a picture is worth.....etc"
Craig, I can see where the recess in the piston could be a sludge magnet, the Hash pump has a smooth piston like the Olds. Oddly tho, the piston in the Hash pump was stuck closed.
Posted on: 2012/3/4 15:14
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Re: V8 oil Pump ID?
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The engine is a marine conversion. Re the road draft tube, it was altered from the original design.... instead of venting under the car they routed crankcase gasses back into the oil filler tube. I assume this was done so the fumes would not build up in the bilge or engine doghouse. I have changed this so the fumes are recycled thru the carb and expelled out the exhaust.
Posted on: 2012/3/4 9:32
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Re: V8 oil Pump ID?
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Yes, that sort of surprised me as the bottom end of the motor looks fairly clean. The relief piston was frozen closed and I had to tap it out with a drift..not sure if that would starve the lifters??? Wire wheeled the piston and cleaned the bore with a brass rifle brush. Lubed and reassembled it and it works smoothly now. Also there is a passage between the 2 chambers in the base of the pump (intended to lube the gears?) and it was completely blocked with sludge. This motor was set up with the road draft tube connected via a rubber hose to the oil filler tube....a "closed loop" system guaranteed to sludge up an engine! I'm changing that so the road draft hose is directed to the flame arrestor (air cleaner) and the vapor will be burned off.
Posted on: 2012/3/4 0:21
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Re: V8 oil Pump ID?
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Will do & post the results.
Posted on: 2012/3/4 0:03
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Re: V8 oil Pump ID?
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Thanks Jack & PV8. I cleaned up the Hash pump (sludgy and the relief piston was stuck). It cleaned up nice and the gear to body clearance is .002, gear to base is .004 ...both well within spec according to the 1955-56 shop manual for a Packard pump and I assume that would also be within spec for the Hash.
I should have time to open up the 374 in the next few days and I'll look at the PI 56J pump. It only has a few thousand miles on it tho it has been sitting for several years
Posted on: 2012/3/3 20:10
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Re: V8 oil Pump ID?
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Hi Jack, Assuming they are both within wear specs, would you recommend using the Hash oilpump or the Packards International updated 56J unit (I have both). Thanks John
Posted on: 2012/3/3 14:54
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Re: flex plate interchange
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Thanks HH & O_D It is indeed a flexplate, I assume that the mass of the large drum & planetary set in the reverse gear may provide enough mass in lieu of a flywheel. The only function seems to be to provide starter engagement, so any of those that HH mentioned should work as long as the crankshaft bolt pattern and the diameter and number of teeth on the ring gear are the same. Attach file: (80.91 KB)
Posted on: 2012/3/1 15:33
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flex plate interchange
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I find I am in need of a new flexplate for the marine V8 (missing ring gear tooth and attendant damage). Are all of the Ultramatic flexplates interchangeable from 1950-1956?
Thanks
Posted on: 2012/3/1 14:04
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