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   All Posts (Jack Vines)


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Re: v8 engines
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2006/6/4 7:52
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Yes, Owen, that oil pan only came on a Hash.

The casting number is above the center exhaust port.

jack vines

Posted on: 9/3 19:19:54
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Re: v8 engines
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The oil pan and oil pump is substantially different on the Hash varieties.

Supposedly, they also had lower compression ratios, about 7.8. What is the casting number and date on the top rear of the bell housing? Does yours have the '56 heads #6480406CD ?

jack vines

Posted on: 9/3 8:54:20
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Re: Packard V8 possibilities
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Quote:
Just a random notion I have wondered about for a long time. Has anyone replaced a Packard camshaft with one made by Clay Smith or Edelbrock?


It's possible back in the day Clay Smith might have reground a Packard cam; they were selling cams during that time.

But why ask about Edelbrock? They don't grind any cams, much less Packard cams. Any cam with Edelbrock's name on it is made by Camshaft Machine Co; the largest cam grinder in the US. They make OEM cams, too. You can get the same grind in an Edelbrock box, a Wolverine Blue Racer box or a Summit box.

Iskenderian offered more cam choices for the Packard than any other company. I've used several of their solid lifter racing cams.

Since Isky never did a hydraulic cam for the Packard V8, we've developed some of our own.

jack vines

Posted on: 9/1 11:05:24
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Re: Determining the build date of our Packards
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Quote:
Unless the engine has been swapped, one other possible way to get within a few months would be to find a casting date on the block. Haven't read that Packard stockpiled large volumes of unfinished blocks or finished engines so doubt the date the block was cast and then engine finished and installed in the car would be different by more than a month or two. Posted on: 8/12 19:39:15 _________________ Howard


I've never found any correlation between engine casting date codes and car build dates. Most blocks carry 1955 dates, so it would seem the contract foundry cast most of them within a short window.

jack vines

Posted on: 8/28 9:22:37
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Re: Pistons Wanted
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We've got boxes of used STD, but I can't remember any .030"; in any case, I'll look for you.

jack vines

Posted on: 8/27 17:17:06
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Re: Tips/Tricks/Suggestions for replacing lifters
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Yes, replacing valve stem seals in sutuis best left to someone with a bit of experience.

jack vines

Posted on: 8/17 11:41:18
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Re: Tips/Tricks/Suggestions for replacing lifters
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Opening a can of worms, you are!

Are you just patching a problem or do you want to clean, check, fix everything While you're in there?

Replace the valve stem seals, disassemble the rocker shafts remove the end plugs and clean the interior of the shafts.

We always test the valve springs for pressure. About half are no longer as stiff as the spec.

Check the rocker arm tips for wear and regrind if necessary. Check the pushrod cups in the rocker arms. There have been a few cases of enough wear to capture the pushod and keep it from rotating.

Check your valve spring retainers for hardness. If a file easily cuts an edge, they're soft. A file will skate on the later hardened retainers. The '55 retainers were so soft, the keepers can pull through the retainer. Some may have been replaced already.

Is the oil pump still original?

jack vines

Posted on: 8/16 8:18:44
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Re: Oil Pump Conversion
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Hi, Karl,

If your engine is sound, the installed spring should be OK.
If your engine is worn, you may need the optional spring. It is easier to change oil weights than oil pump springs.

Whichever, install the pump per instructions and verify there is free play, that is the drive shaft can be moved up and down slightly; 1/8" is enough. If there is no free play, grind 1/8"-1/4" off the bottom of the drive shaft.

Usually, no adjustment is necessary, but with the hundreds sold, we've found one or two that were too tight. It seems with the Delco and Autolite distributors, gaskets under the distributor and no gasket, there are variations.

jack vines

Posted on: 8/13 13:17:04
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Re: Packard V8 possibilities
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Quote:
Cant the Packard block line honed out to change the thrust bearing from rear to middle to accept the CAD Crank?

There are many reasons the Cadillac crank won't fit in the Packard block. Here are a few more:
1.You don't quite understand how line honing works. It only removes a few thousanths to get the main bores round and true.
2. Line boring is how holes are made much larger, but no, there is not enough stock in the Packard 2.5" main webs to line bore to the Cadillac 3.25" main diameter.
3. No, the Cadillac crank would be too weak if ground down to the Packard 2.5" main diameter.
4. No, the thrust bearing is the wide one which takes fore/aft thrust. There's not enough material in the Packard #3 main to mate with the Cadillac #3 thrust bearing. The Cadillac #5 bearing is not wide enough to accept the Packard #5 main cap.

And yes, the Packard V8 entered in the EMC was basically my engine with a tunnel ram added.

jack vines

Posted on: 8/13 7:11:17
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Re: Packard V8 possibilities
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Quote:
I am curious about the lower end. I seem to recall some older threads where people have said the lower end and webs are small or a bit weak for large HP engine mods. With some of the large engines that seem to be the racing choices having 4 bolt main caps I was thinking there might be some truth to the lower end being a bit weak.
Yes, the Packard main webs are not strong enough for extreme horsepower builds. I tap the main bolt holes with a bottoming tap and install ARP main studs. This, plus a good balance job is all that can be done.

Quote:
Wasn't the studes v8 have a stouter bottom end.
Yes, all Studebaker V8 crankshafts are forged. Unless turbocharged, the Stude V8 can't make enough horsepower to hurt the bottom end.

Quote:
Does anyone have a crank out that can take a picture of it next to a tape measure?
One might understand your interest in the Cadillac crank but it ain't happening. As I said earlier, the Cadillac V8 uses a center thrust bearing and the Packard V8 uses a rear thrust bearing. The Cadillac main bearings are 3.25" and the Packard V8 are 2.50". Cadillac engineers knew they needed all that big diameter for the crankshaft to be strong enough for the 4.30" stroke. Turn it down to 2.5" and it would not be long for this world.

Bottom line - the Packard V8 is an interesting antique. It's never going to be as powerful or as durable as later, more perfected designs. All we're racing for is "fastest antique". If there were a racing class requiring blocks and heads with 1955 casting dates, we'd probably win that one.

jack vines

Posted on: 8/12 15:05:29
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