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Board index » All Posts (JackVines)




Re: V8 Engine Disassembly, Inspection
#1
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Jack Vines
Crucial to disassemble the rocker assembly, remove the soft plugs at the end of the shaft and rod out the inside of the rocker shaft. Usually, the rocker arm tips require regrinding.

Have you found new 320" pistons? Last I looked, they were NLA. Since all the other parts are the same and 352" short blocks are still thick on the ground, you might consider upgrading.

Have the rotating assembly balanced. Packard bragged about their balance precision, but it's not that good by modern standards.

Carefully inspect the front balance damper. About one in three is cracked down the keyway. I've developed a fix for this or just find a good used damper. Easier said than done in that half you'll find the rubber has perished.

Having been there done that, I'll never rebuild another water pump. Pay the man.

I've successfully rebuilt the Packard oil pump, if one wants to retain the vacuum wiper pump. Otherwise, the Oldsmobile oil pump conversion is the way to go.

A '55 320" had the soft valve spring retainers. Those must be changed out for the hardened retainers.

jack vines

Posted on: 3/15 15:43
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Re: Gas Mileage check data
#2
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Jack Vines
Quote:
55panama wrote:I guess I got about three miles to the gallon. The car was running poorly, the carbs I was using were not the Caribbean carbs but old carbs I had laying around.
As you learned, the correct dual quad carbs are very different from the random single 4-bbl, but not 5X worse. You had junk carbs pouring raw fuel down the intake.

FWIW, I've used professionally rebuilt single 4-bbl carbs on a Caribbean intake and with a direct reading O2 meter seen them producing ideal air/fuel ratio at cruise.

Where the major difference is at idle and deceleration. The single 4-bbl has four idle passages. The correct dual 4-bbl carburetors plug the secondary idle passages, so the manifold sees only four, not eight idle passages. With all eight idle passages functioning, the air/fuel mixture will go dead rich on deceleration, wasting a lot of fuel.

Also, the procedure for adjusting idle is critical and there is a Rochester Technical Bulletin which shows step-by-step how to correctly adjust the idle.

As you probably know, the 1955 Caribbean carbs are quite different than the 1956 versions.

jack vines

Posted on: 3/3 15:53
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Re: Rarest Car Options?
#3
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Jack Vines
Quote:

TxGoat wrote:
I recall a very nice mid-sixties Impala Chevrolet convertible... red, white leather, console, air, .... six cylinder engine.
For Chevrolet, the body style and trim level were two options and the engine was another separate option. It was common to see Super Sport trim hardtops and convertibles with six-cylinders or 2-bbl 283"s and 409" engines in Biscayne 2-door post cars.

Similarly, Studebaker-Packard dealers would build anything the customer wanted. The senior cars with manual transmissions usually came about because the Twin Ultramatic had failed so many times the customer didn't want to deal with it any more. The late Steve Williams owned a Caribbean converted to manual transmission by the San Francisco dealership.

Those of us working with the 1956 Studebaker Golden Hawk routinely come across cars with 374" and/or Caribbean 2x4-bbl conversions; the owners insist it was special ordered that way. The factory never built them that way, but the owners prefer to believe their own version.

There was one factory special order '56 Golden Hawk which has been documented. An owner ordered a solid gray exterior and a red leather interior. This was not a factory option, but they did have the seats done by an outside upholstery shop and put the notation on the production order.

jack vines

Posted on: 12/1 11:50
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Re: Oil pump change on 56 Packard 400
#4
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Jack Vines
Thanks, Howard.

jack vines

Posted on: 2023/11/8 13:06
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Re: Oil pump change on 56 Packard 400
#5
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Jack Vines
Does p/ 6439312 seem correct for an oil pressure sending unit?

jack vines

Posted on: 2023/11/8 10:24
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Re: Oil pump change on 56 Packard 400
#6
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Jack Vines
Quote:

BigKev wrote:
I'd check the Max Merrit website to get an idea of pricing. The Kanter website hasn't been updated in a long time as far as their Packard parts go.
Agree, Kanter is not keeping their website current. Even their phone sales staff must physically go to the shelf on many items to confirm it is in stock.

Max Merritt thinks a sending unit is worth $65-$95. I'll confirm which unit I've found and make someone a packardinfo deal.

jack vines

Posted on: 2023/11/5 11:39
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Re: Oil pump change on 56 Packard 400
#7
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Jack Vines
FWIW, looking for something else, I found a NOS oil pressure sending unit.

Trying to set a fair value on it, I couldn't find it in Kanter's website. Anyone know where it is listed?

jack vines

Posted on: 2023/11/3 14:03
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Re: WTB 4bbl intake manifold for a 23 series 327
#8
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Jack Vines
Quote:
probably


Agree, Packard did some interesting variations with those last 327"s, five mains and seven mains, hydraulic lifters and solid lifters. Where can we go to confirm the 4-bbl engines did in fact have higher compression and more camshaft duration?

jack vines

Posted on: 2023/10/31 23:33
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Re: WTB 4bbl intake manifold for a 23 series 327
#9
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Jack Vines
So the considered opinion here is Packard Engineering was composed of idiots who just wasted money to no effect when they designed the four-barrel intake and used it on the 327"?

jack vines

Posted on: 2023/10/31 11:32
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Re: Crating/Palletizing an engine
#10
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Jack Vines
Depends upon whether it's a core or a rebuilt engine.

With a core, the easiest way is to pull the carb, distributor and rocker covers and lay it upside down on the pallet. strap it tight.

If it's a rebuilt, we build a frame of 2x10s around the oil pan, set the engine in that and then strap to the pallet.

jack vines 

Posted on: 2023/10/7 11:04
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