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Re: 1942 "160" Engine Questions
Quite a regular
Joined:
2015/10/1 11:06
From West Richland, WA
Posts: 42
Well today I will attempt to remove the valve timing cover which is no easy task, but things point to the cam gear to perhaps being one tooth off. My vacuum is quite low and goes lower as the rpm are decreased to almost 12 or 15 instead of 18 indicating late timing. Also took compression and all cylinders are low but even. This should not be, with new rings, valve grind, etc not long ago. Will post of what I find. Sure hope I am not not spinning wheels.

Posted on: 8/25 5:55:15
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Re: 1941 to 1949 Carburetor part
Quite a regular
Joined:
2015/10/1 11:06
From West Richland, WA
Posts: 42
Got it okay. Got the carb installed on the '42 but haven't started it yet. Have other problems. I am thinking my cam timing is off by one tooth retarded. Only one way to find out and I am going to remove the timing cover. Yes a big job!!

Posted on: 8/25 5:44:31
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Re: 1942 "160" Engine Questions
Quite a regular
Joined:
2015/10/1 11:06
From West Richland, WA
Posts: 42
Still need someone who knows the Packard straight eight engine very well. Since I may be chasing a tiger by the tail with rebuilding the carburetor etc, I am concerned however with low vacuum reading at idle etc. At idle around 375rpm I am getting less than 15"Hg and my vacuum gage states above the reading of late timing. I have just timed the ignition however and it is correct. So wondering if I have the timing gear one tooth off when I rebuilt the engine. I wouldn't think I would make a mistake like that but one is not always 100% perfect. If that would be the case, how would I ever determine this without almost having to remove the engine from the auto? To correct I would have to remove the head, all the valves, hydraulic lifters, etc. Almost a complete disassembly! Question is: if I find that the camshaft gear is one tooth off, would there be any easier way to correct? I suspect the gear is bolted onto the camshaft. Could the gear be taken off and the cam rotated by one tooth and then put back on?
Lee

Posted on: 8/13 8:58:44
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Re: 1942 "160" Engine Questions
Quite a regular
Joined:
2015/10/1 11:06
From West Richland, WA
Posts: 42
Distributor is in good shape.

Posted on: 8/12 16:20:11
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Re: 1942 "160" Engine Questions
Quite a regular
Joined:
2015/10/1 11:06
From West Richland, WA
Posts: 42
Yes a good presentation. However have a question and not sure you can answer it. Without going through of getting #1 cylinder on TDC and checking timing mark and setting distributor in the right position etc. I am wondering if the plug wires could be in the right firing order but in the perhaps the wrong holes in the distributor cap. If this would be the case, could the engine still run if set on the timing marks? It would be of course either much to early or too late as indicated on my vacuum gauge. But could it be on the right timing marks and still run? I guess that is my question without checking out #1 cyl TDC and timing mark and position of the rotor firing on #1 cylinder. Yes I am a little rusty as everyone else, but hope there is someone out there who is up on this stuff.

Posted on: 8/12 15:55:51
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1942 "160" Engine Questions
Quite a regular
Joined:
2015/10/1 11:06
From West Richland, WA
Posts: 42
Been quite a while since I have been into a Packard engine. I am having carburetor problems. Engine dies when I try to give it a hard throttle. Rebuilt the carb and still the same problem. Checked everything. Replaced the points and check the timing. The timing was advanced to where the timing mark wasn't even visible. Set the timing where it is suppose to be,
The vacuum gauge only measures 15 at idle and states above the mark "Late Timing". Now since we have retarded the timing from before, I am wondering why it was set at a more advanced timing? The engine has been overhauled and taken apart. Does this engine have a timing chain or is it fastened securely to the crankshaft where the timing mark cannot get off. Unless someone replace the vibration damper with a different one, but I would doubt that. Can I put a compression gauge on #1 cylinder to see if the timing mark matches TDC when there is max compression? The service manual does not give an easy way to check this. Hope you can help. Lee

Posted on: 8/12 12:27:38
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1942 tune-up issue
Quite a regular
Joined:
2015/10/1 11:06
From West Richland, WA
Posts: 42
My '42 is not running properly. I have installed a new carb kit but still have the same problem with when I step on the gas pedal hard the engine will just die. Is this normal? Trying to find out more of what is going on, I put a tach on it and I find that rather than the pointer relatively stable, it is bouncing around! Thus thought I would install new points. No change for anything I have done thus far! Nobody wants these days to work on an old auto like mine. Thus I am trying to troubleshoot myself. I am wondering what perhaps is causing the tach to fluctuate so much. And ides from you experts?? Lee

Posted on: 8/4 14:20:08
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Re: PACKARD 160 TUNE-UP DATA
Quite a regular
Joined:
2015/10/1 11:06
From West Richland, WA
Posts: 42
Appreciate your message & knowledge. You say my vacuum @ 500rpm is low. What could cause this? Could timing cause it? I still have not checked the timing because not sure what criteria to use. If I check the timing @ 500rpm what mark on the balancer should it be on? One source I looked at, states 4 marks before TDC. Isn't that kind of retarded when most more modern engines are more advanced before TDC?

I notice that when I increase the idling to around 800 or 1000, the tack pointer really jumps around. Is that normal? I believe it is because the high speed part of the carb is trying to cut in, but it sure isn't doing it very evenly. What could be the cause of this or is this normal? The tach is steady when I reduce down to 500rpm.
Lee

Posted on: 7/27 18:23:56
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PACKARD 160 TUNE-UP DATA
Quite a regular
Joined:
2015/10/1 11:06
From West Richland, WA
Posts: 42
Tune-up data is kind of hard to find for this year & model.
I did find this info in the SHOP MANUAL but it is confusing to me. Perhaps one of you tune-up specialists can enlighten me.
Here under distributor is what it states:
VACUUM ADVANCE:
Start 0 deg at 7"
Intermediate 1 deg at 8 5/8"
3 deg at 12"
4 deg at 13 1/2"
Full Advance 5.5 at 16"

What does this mean?? At idle I get approx 14 to 15" of Hg at around 500rpm. Normal?
Anyway I thought when you rev the engine the vacuum would go up appreciably. But when reving the engine it maybe goes up to 17" but not an appreciable amount. Is that normal for this engine? I think in more modern engines they are talking about vacuum in the 30" Hg range.
On most engine tuneups they usually tell you to disconnect the vacuum before timing. All I found thus far, was to set the timing 4 notches before TDC. That is not much advance is it?
I could find no data that states to disconnect the vacuum advance nor at which speed to check the timing. All confusing.
Any advice or help at all would be appreciated. Thanks.

Posted on: 7/27 11:10:03
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1941 to 1949 Carburetor part
Quite a regular
Joined:
2015/10/1 11:06
From West Richland, WA
Posts: 42
I have a perfectly good carburetor that is missing a part. It is Carter's part #61-199. It is called the Vacuum Piston Spring. It fits inside the metering rod piston. This part is the same in the 531, 643S, 644, etc carburetor which is used in Packards from about 1941 to 1950 If anyone has a carb that perhaps is missing other parts or not functional, I wonder if you could part with this item. Willing to pay your price. If you do not have, do you have any suggestions of where I might locate this spring? They are rather important and one cannot just replace it with just any spring.
Just Me/Lee

Posted on: 7/9 17:26:36
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