Leeedy wrote:
Ahhhhh...

RE: suspension: Packard Torsion-Level suspension is an entire world away from air suspension, air springs, GM air shock levelizer, etc.etc. A whole world away. Get familiar with the Torsion-Level suspension (1956 flavor) at your earliest convenience. Like apples and grapes. You'll be happy you did, rather than try to do analysis first and learn later.

RE: the brake light switch... Don't wait until you get into the brakes to look at the brake light switch. It does far more than just brake lights. The reason I pointed out checking this component is because it has deep interaction with the suspension. If the stop light switch is the wrong kind or is not working properly... the suspension will not work properly. Can't have one without the other. Packard Torsion-Level suspension was very, very advanced... and for instance had anti-dive and anti-squat functions. Something even many advanced cars don't have even today! These features run through the brake light switch. Whatever is wrong, you want to take the load off of the torsion bars at the rear. Having them torqued-up all the way like this for extended periods is hard on the torsion bars and can cause damage to the bars or other components. Like standing with your elbows locked, straight-armed for extended periods, holding up a weight... that's what it is like to the Packard.

• RE: skirts... No special hardware is required. Just one single, simple hex-head bolt. If these are missing, they have been reproduced in stainless steel by a region of the Packard Club.

• RE: BTV... As I said, it is typical for these to go bad, even just from sitting unused over extended periods. Again... yank it... rebuild it or replace with a good one. And as I mentioned, I never used a power bleeder or an assistant to bleed my own Packard V8 brakes, because of the tool I made. But I am sure a power bleeder will work nicely for you. Yessss, I know all about the Miata. I wrote the original factory shop manual for it. Wrote the Owner's Manual too. And I was responsible for doing the original New Model Training program for North America and English-speaking countries. I also did other things on the car and was an early test driver. I drove it both at Myoshi, Japan and in the USA.

• RE: reverse gear on the push-button Ultramatic... Strongly suggest that you contact Mr. Pushbutton who posts on here and get his input on your system. Mr. Pushbutton is the pro from Dover when it comes to this subject. As pushbuttons age, they are sometimes prone to certain issues– many of which result purely from users not understanding the operation and best methods to care for the systems. Decades ago I developed my own methods for easing stress on Ultramatic pushbutton operation.