Oops, my mistake, Howard. So much of what I was reading sounded similar to my experience with the V8 sedans.

I've since edited my previous post to remove references to the V8 and corrected the link to the 48-54 parts plates.

Brian, did I miss something. Thought he has a 54 S8 Clipper-not V8.

Steve -

Howard (HH56) gave you a good start, but I'll throw my $0.02 in.

Loose Linkage

I'd suggest you take a look at the exploded views in the parts book. If you don't want to download the PDFs, know that those parts book illustrations are also archived, page-by-page, in the photo gallery at:

https://packardinfo.com/xoops/html/modules/myalbum/viewcat.php?cid=70

Page through the thumbnails until you find what you're looking for, then click on it to get a full-size view.

Fluid for Easamatic
Easamatic was just Packard's (marketing) name for the TreadleVac power brake unit as supplied by Bendix - a hydraulic brake system with vacuum-powered assist.

Check to see if that square-topped fill plug is directly under the steering column. If so, you may have difficulty cheking brake fluid level and topping it off, because the cover ewas installed incorrectly. It takes a little perseverance and some offset screwdrivers to remove the six screws securing it to the top of the reservoir, but you shoud be able to remove and reinstall the cover so that the plug is off to one side of the steering column and accessible.

There's an excellent description of the operation of both the vacuum and hydrualic sections of this unit in the factory service manual, which is also archived in PDF at this site.

Interior lighting
In my 55-56 Patrician sedans, a sliding switch on the left center pillar turns on the light over the back seat when the doors are closed. I'd first check for a problem with that switch or if the single wire that runs to it might be shorted to ground at some point. If your car isn't equipped with that auxiliary, pillar-mounted switch, then it must be the one of the door jamb swithes.

Rotary motion of the headlamp switch controls the brightness of the backlighting for gauges and select driver controls. Rotated to full stop, it also turns on a lamp located on the underside of the top of the instrument panel - just above the radio.

Failure of the rheostat in the headlamp switch (a Delco unit IIRC) was common, and should be readily available from any Packard vendor. However, I'd recommend you first study the wiring diagram for your specific model, which can be found in the factory service manual, check the available equipment, and verify wiring hook-ups at the headlamp switch.

Sockets with claw/teeth dangling from up under the instrument panel could be either for backlighting the gauages/controls or the tell-tale oil or temp lights.

I believe a trunk light was optional equipment on your car. The factory-supplied unit on my 55-56 sedans had a self-contained mercury switch that was activated by gravity, via position of the trunk lid - not sure how the set-up for earlier cars worked.

Stop Lights
I believe that the ignition key must be in the run position to feed voltage to the stoplights, but failure of the stoplight switch is not unusual after so many years.

The front pipe coming out of the end of the brake master cylinder leads to a tee fitting on top of the left frame rail; that fitting feeds both front wheel cylinders, but also contains the hydraulically-actived stoplight switch. Most cars of that period used a two-prong switch that can still be found at local parts stores.

The switch located at the bottom of the steering column is the park/neutral safety switch. It has no effect on stoplights, but may require adjustment if you encounter a problem getting the starter to crank.

Hope this provides some additional insight to get you rolling.

Mal - Would you please post the bearing and seal interchange numbers before they boxes are tossed.
Thank you.

I use these add-on coolers on all of my regularly driven vehicles. They install very simply and do not require any permanent changes to the car. Another good type is the long narrow one that fits in a frame rail if it must be kept out of sight. Besides, using one of these avoids the radiator milkshake!

I don't know about the Packard and can't really remeber exactly about others. But seems to me that the bottom hole in the manifold for the choke tubes is a slightly smaller diameter than the upper hole. So need to check that.

Seeing the tank was out of Wades '37 Super 8 measured that too. 38" x 22" outside flanges x 9" deep with filler pipe in centre of tank.

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LOL! Yeah...........THAT right there is my
favorite car EVER!!!! Thanx for the link!
I have it on my favorites list.

Roman

Quote:
'34 Muffler bracket parts mailed this morning and soon will be winging their way "home" across the Pacific to the US.

Friday 8th May 2009

Morning spent with Wade chasing parts. First to ABC Bearings to pick up the new axle bearings and to get a rear trans seal, a timing cover seal, upper steering box shaft seal, roller bearings for clutch pedal and roller bearings for king pins. Got all except those for the king pins. While there Wade showed Dennis one of the damaged rear axle bearings, Dennis just glanced at it and said "Been sitting for a long time?" And that's what had happened, Big Red spent from 1961 to 2007 until Wade bought it, sitting in a Museum with very little use. Apparently a "small rust area" will form then while being used will cause the hardened steel to chip away in that area. A similar thing happens when cars are transported long distances because the bearing is not rotating and the car "bounces" on the one point causing similar damage. This can be especially so if cars are shipped by train.

Then on to Cedrays, an engineering and welding supplies company, for some threaded plugs to use as welch plug replacements. These will be available next week as they weren't in stock. Then to Hare and Forbes, a machinery supply company, chasing replacements for the 2 broken wheels on the engine crane but without luck. Then to Jaycar to buy a new battery powered movement for Gina's Mum's wall clock, got it! Then approaching the workshop dropped in to see Col, the Brake Guy, so Wade could pay the bill for the rebuilt brake parts picked up last week. Then back to the workshop.

At the Workshop, Wade installed the upper seal on the steering box and re-installed the steering shaft cover. Next will be further clean, paint and re-installing the steering box back into "Big Red". Then it was off to see Sam and Ivan for a "spot" of welding and some lathe work. But first, just as we were stepping out the door Tony, Noel's panelbeater friend, arrived. Tony looked over the Water distribution plate Wade had detached from the water jacket side cover plate and declared he could make one to replace the rusty original. Later at Sam and Ivan's. Sam spot welded the nuts holding the handbrake cable positioning clamp to the inside of the removable trans crossmember. This because it's impossible to hold the nut while tightening the bolts holding the clamp to the crossmember, unless as Wade said, you have the hands of a gynacologist! The lathe work involves a slight machining of the housing at the rear of the trans for the replacement oil seal being used. OD of replacement seal is 72mm while housing size is 71.4mm = 2&13/16", or "just a smidgeon".

Back at the workshop Wade got a call from Tony "Shocks" that "Big Red's" shocks were ready. And earlier in the day Wade had a call from All Metal Bumpers advising the grill and other parts(EDIT - for the '34) being re-chromed were ready to be picked up. So it looks like Wade will pick up these parts one day next week.

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