The way I figured it out was: with engine off, used finger & thumb to rotate each pushrod. I noticed the ones that hardly rotated had considerable more drag than the ones that spun like tops. Then, removed and disassembled the rocker sets, and visually inspected each socket. Next, with all parts clean and dry, rotated a pushrod in each socket, while holding it up to my ear. I could hear and feel the drag on the sockets that were wore out, and could hear/feel nothing on the others. Further, on the worst ones, if the pushrod was shifted side to side while in the socket, it produced noticeable clicks, more felt than heard.

I attribute the above problems to simple wear & tear. After all, this motor has around 235,000 miles on it. The system design, that affords minimal oil to the top end also likely did not help. But big-4 stuff also fails, sometimes sooner than later.

Have had the Olds pump on this motor now for around 15,000 miles, and it oils the top end much better.

Will try to upload a pic of one of the rockers.

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Though I lurk here sometime, its been awhile since I'd had anything worth posting. But a recent experience with the 352 in my beloved 56J may be worth mentioning.

I have owned this 56J since 1986, at 81,000 miles. It now has around 235,000 miles, so have first hand history.

I had rebuilt the short block over 90,000 miles ago, and the heads over 120,000 miles ago (included hardened exhaust seats), in the 1980s-90s.
Over the past few years and 10,000-15,000 miles, the 352 had progressively became ill: lost pep, lost MPG, ran at lower vacuum, and recently would only wind up to around 3500 RPM before valve float, so I decided to investigate.

About 15,000 miles ago, I had installed a newly reground (Effingham)cam and new set of (Terrell)lifters. Upon run-in, I noticed some of the pushrods were barely turning. On the several other 352s I have had, they usually spin at not more than 10 seconds per rotation. A recent inspection before teardown of this 352 revealed several of the lifters were not rotating at all. So, I figured in addition to normal wear & tear, it had a cam problem.

Upon teardown, the lifter bottoms were shot: one had a groove worn straight across it, and most of the others had a splotched wear pattern instead of circular. (Indicative of not enough spin.) The cam also had a weird wear pattern.

So, I had Jack V. send me a reground cam. After install of Jack's cam and another new set of Terrell lifters, the pushrods spun similar to the Effingham cam. So, thinking maybe I'd gotten some offshore lifters, I had Jack send me a set of (Johnson) USA lifters. Installed those with same, disappointing results.

So, after two cams and three sets of lifters, I figured it had to be something else.

Long story short, I figured out 14 of the 16 pushrod sockets in the rockers were shot. I replaced those rockers, and flipped all the pushrods upside down. The pushrods now rotate as they should.

Footnote: the heads were toast, but the bottom end looked great, and it still gets over 4000 per quart of oil. So with a fresh set of heads, cam, lifters, and rockers, I figure this 352 is good for another 100,000 miles :)

Today, I recommended this NG to a fellow 1956 Stude Golden Hawk (aka 56J) owner in the UK, who is restoring his. He had questions about the Ultramatic, and has had several questions about the 352.

After telling him how great you folks are, I recalled it had been waaay too long since I had been here. So I have spent a few hours catching up on 55-56 V8 threads.

I had started a thread here about a problem in putting a Melling pump in my 56J. Today, I noticed I never provided closure here after fixing that problem. The problem was a leaking rear main seal (which is an early 1990s Cadillac, neoprene seal). Long story short, I wound up modifying the main bearing cap for better return oil flow, and switched from the HO Melling to a standard one. The engine now has 7,000+ miles on that pump and still not leaking, with neoprene seal.

From one member's comment on that thread, looks like I need to submit some pix of the Cadillac seal and explain installation better. I will do so, but for now suffice to say it is easily installed, with engine in car, and is a permanent, easy fix for a leaking rope type seal.

Joe Hall

Hello Everyone,
It's been awhile since I've posted to this NG, but I still lurk from time to time. Working 50+ hours per week nowdays, I don't get much time for anything.

I have used Mobil 1, 15W50 now for about ten years and 80,000 miles in one 352 engine, and six years and 40,000 in another 352 (both engines in 1956 Stude Golden Hawks). I also change the oil and filter every 10,000 miles.

When I pulled the oil pan on the first car to install a Melling oil pump after around 75,000 miles, I removed the main-caps and checked to see how the MBs were wearing. They all looked like they had maybe 5,000 miles on them. Just about every Packard V8 I have torn down (maybe a dozen) had the lower center main worn into the bronze, and similar wear on #2 and 4.

I am convinced the oil zinc hype is not an issue, at least on my cars.

Joe Hall

Oh, by the way, I LOVE the Melling pump!!!

Thanks Kev!
Joe

Well I just tried to upload the pic again, following Kev's instructions. Hopefully got it right this time, though at present it is not visible. Guess I am 'computer challenged' to say the least.

Also, hope it doesn't insult any of the 'pure' Packard owners here, since it is technically a Stude. Though I would offer that it has the heart and soul of a Packard. Even the transmissions were Packard, since the only two options for 56Js were the Ultramatic or T85.

I also made a correction to the earlier info. This car has what I'd call the Max M. oil pump, since that is where I bought it a few years ago. It has an extended bushing at the upper end or the pump body. There may be other differences, but I did not disassemble it to inspect before mounting it (wish I had). It is the blue & white 56J that has the Melling pump; seems the older I get the easier it is to become confused :)

Joe H

R&D, manufacture and sales of the Olds/Melling pump mod seems a team effort that came together almost by happenstance. Had even one of the players not made their seemingly predestined contribution, we may not have it as an option for our V8s.

I am proud to be one of the 30 who have installed this mod. It's been in the (original) 352 Packard engine in our blue & white 56J (Stude Golden Hawk) now for a couple thousand miles and performs very well. Some of you may recall I did not use the HP version of the Melling, due to it pushing oil past the modern rear main seal that I prefer to run. I used the OEM version of the Melling, and overall it runs at 3-5 psi more oil pressure than the original.

I say a hearty thanks to the entire team! I also hope y'all stop bickering though, since it is not very flattering of any of you.

Joe H

I have been using 15W50 Mobil 1 for several years and maybe 75,000 miles total in the 352s. Also use it in the Harley. Starts good here in the mild, Kentucky winters and also does well in the summer. I also used it in the 352s when living in the California desert, 1997 thru 2000.

I am thinking it may be overkill as far as thickness, but so far it has not hurt anything, and I change oil & filter every 10,000 miles religiously. The first 5,000 the oil still if fairly clean on the dipstick, and at 10,000 it looks about like dyno oil at 5,000. Since I hate to change oil, this is an added bonus with synthetic.

Joe H

Jack N. did tell me a few years ago that he could do a 700R conversion. That was after I had already installed the TH400 setup. I agree that it should be do-able in that the machining would be similar to that for the TH400 conversion. At any rate, the TH400 remains troublefree in the 56J, and is now coming up on 35,000 miles since installation.

Joe H