Mal, Krylon's Hasta Leaf is a color close to Packard engine green. I is a bit lighter, but only noticeable if some is original color and other parts sprayed with the Krylon. It may not be available in Oz.

Dave, Good eyes on seeing the NAPA belt problem. You are correct it is not as wide as is called for in the belt specs. It did not slip or cause any other problems, but it is the wrong belt and the situation needs to be fixed. Correct again on the reproduction belts being available. The problem is not with getting the right belt, the problem is with the generator or its mounting which does not allow tightening of the correct width and length belt. I am going to try for a shorter, correct width, belt. If that fails I'll do something about the generator mounting or adjustment strap.

Welcome back, if must have been an interesting trip. You did see Egyptian pyramids and ruins in addition to the autos in the Balkans, yes? Any Packards in the hieroglyphics? Are Packard camels one humped or two?

Please see my comments on the PAC site addressing a pinion seal replacement. I referenced your procedure. I hope I got it right.

Wow! Lots of information. Thanks to everyone.

Eric, the one-inch longer strap used on the '53 "288" will not be long enough. I need about twice that extra length. The previous owner also finished the starter body with the crinkle finish. Not authentic, but most attractive.

Dave, there are no identification numbers on the generator id.label. It looks to be a replacement label riveted onto the generator. The starter has a replacement id. label too. I will need an extension longer than the one shown in your photo. Thanks for the offer.

It looks like in order to fit the Gates belt I will need to:

(1) find a shorter belt (I'll see what NAPA/O'Rilley's can do on this),

(2) fabricate a bracket of some type (Kevin I looked at your alternator bracket again, and this seems a better way to go than extending the strap); or

(3) use the incorrect width NAPA belt (it has been on the car and has been working).

I wonder what was changed to make all of this happen? Nothing obvious, but something was changed.

I'll keep you posted here on the solution.

Eric, thanks for taking the time and effort to look into this. Your suggestion off of a '53 288 is welcomed.

Dave, I was thinking about an extension bracket, but having it on the engine side. Mounting it on the generator side makes more sense. Please look and see if you have one. If not it would be easy enough to make one.

I am starting a new thread to talk about a V-belt problem, departing from the discussion was started in the Top Radiator Hose thread.

After installing the water pump back on the engine I trial fitted the new Gates V-belt. It is too long. See photo below. Another photo shows how the incorrect width (too narrow) NAPA belt that I have been using, fits. There are photos of the two belt labels too. I think the generator adjusting strap is too short as the Gates belt is the one recommended by others with my same Clipper and it is the one listed in parts books. There is a photo of the strap showing its approximate length. Does anyone have a longer strap? Thanks, any help appreciated.

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Jack, Bowman said that the advance chamber does not hold vacuum. I recommended he find a unit and use his spring and shims. What do you think about this?

Tomorrow turned into a week. I finally got the water pump installed on the engine yesterday and then tried to install the new Gates belt. It was too long. I need a longer (about 2 inches) generator adjusting strap to use the Gates belt. The NAPA belt fits, just. However it is narrower than the correct width. It works, but I should have the correct belt. Here are photos of this. Any help with a longer strap is appreciated. Thank you.

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One can check the mechanical or automatic advance without a distributor testing machine with the distributor in the car. It is a tedious job but with the vacuum advance disconnected and line plugged, check the amount of advance on the vibration damper timing marks at different engine speeds (500, 1,000, 1,500, etc). Note the amount of advance at each speed and compare it to the specifications. It is probably okay.

I believe the main difference in the same type of vacuum advance units is the spring and shims (if any) in the units. You may be able to use a unit from another distributor (same manufacturer) by using your spring and shims (if any).

I have used a light machine oil for lubricating the breaker plate with good results. A little goes a long way. Lubricate the felt pad under the rotor with a couple of drops of this oil too. Some light grease like Lubriplate on the cam lobe is recommended. Again, just a small amount spread on the lobes.

Clean the distributor thoroughly while you have it out of the car. It is a cinch to install new points and condenser at this time too.

Let us know how you come out on this job, and good luck.

In post #5 he said that he can see that the port is not open. An adjustment of the brake pedal rod is the first thing to do to get necessary pedal free play and get the piston aligned with the port in the cylinder. If the adjustment does not do this then the master cylinder should be removed and the reason for this misalignment found. Once the master cylinder is functioning properly, then other steps can be taken to assure the rest of the system is working.

It sounds to me as if the compensator port in the master cylinder is not being uncovered when the piston is in its full release position. The previous owner of my 115C had a problem with the brakes not releasing. He discovered that the piston supplied with the master cylinder overhaul kit was the wrong one. It would not uncover the port when in full release. This is where I would look first. Good luck, and let us know what you find out. It may save someone else to avoid this problem.