Those pics were on my old Windoze computer (which is now why I have a Mac) and were lost when it crashed. I had them posted on the AACA site, but those disappeared when they cleaned house of all the "undesirables" a while back. I'll take some more when I get a chance to.

As for the throttle shaft, I had to bend it into a slight "U" shape to clear the dist. It will all be moot here in a few months when the T56 goes in.

Check the serial number near the oil filler neck to see if it matches the serial number of the car.

I've come up with a different way to install the Purolator filter described above. I'll try to get pics posted later on this week.
Cutting the plastic housing is fairly ez if u chuck the filter in a drill press and use a carpet knife to cut the clear plastic case as it spins. Spin it at LOW speed.

In addition to the Owner Registry thread i would like to request an OLDS pump conversion registry too.
In view of the fact that the Olds conversion is the greatest improvement and discovery since 1956 i find it only fitting that we keep up with how many are out there as the years go by.

I recently just bought a 55 clipper with the two four barrels engine and the story I got is that that engine was only in the convertable and that the guy ordered this engine put in it special.Does anybody think this is true or did some come factory with that carb setup?

T'PacMan. a couple of years ago u posted pics of your GM HEI distributor at the AACA site. Do u still have pics of the dist and refresh my memmory on what u had to do about the trans throttle valve linkage that runs so close to it.

The 2011 lifter seat sets TOO HIGH in the lifter body. It does NOT allow for the 2/10 inch (purged lifter) lash as outlined in the manual. If u install the 2011 it MIGHT work (that's a BIG MIGHT) but the lifter seat will be very near the bottom of travel. On deeply reground heads it will present a problem. The 879's are just right as per manual specs.

Furthermore, i believe that in order to obtain optimal performance we really need adjustable pushrods.

THe new rotor has made an ASTRONOMICAL improvement in my 352 V8. I would have never believed it. THose of u running resistor plugs and/or wires really need to drop the original Packard rotor for one that is NOT resistor type.
See the X-ref of this forum for part number.

Well in an hour or two my friends will be here with a trailer and we are going to take it up to his building (approx 30 miles). He has a lift there. I hope to get the cover of the actuator off this weekend and ship the insides off to Mr. Pushbutton.
I will post pictures when I can.
Dan

What's wrong with the 2011 lifter???? Why can't we use it???

One must be careful choosing WHICH MoPar 318 lifters to use.

Packard V8 hydraulic valve lifters:
Melling JB 879 or SealedPower HT 879.
DO NOT USE THE 2011 LIFTER !!!!!!!!

I have the JB879 installed in my 56 Executive.
When i pulled it apart there were 2 replacement types in there that i have reasons to believe came from one of the major suppliers. The 879 lifters are identicle to the 2 replacements i found in the engine EXCEPT for the shape of the pushrod seat. The 879 has a pushrod seat identicle to the factory lifters that was in the car.