Greetings, Mr. Pushbutton,

You are the acknowledged expert on the pushbutton Ultramatic, but I cannot agree with your Packard V8 block info. The 320", 352" and 374" blocks are each completely different blocks, with different casting numbers. A 320" can potentially have serious problems if bored to 352".

I have sonic-tested many Packard V8 blocks and found cylinder walls as thin as .200" in some spots. Boring a 3-13/16" 320" to the 4" 352" bore requires taking out a minimum of .093" of this, leaving only .107". The engine will start, run and maybe last, but there are dangers of overheating, cylinder wall flex and even failures, should there be any corrosion weakening the cylinder walls from inside the water jacket. The 352" blocks are still very common and no reason to take a risk on boring a 320".

The August 1955 Hot Rod Magazine article by Racer Brown goes into great detail on this and recommends a maximum overbore of 1/8" (.125")on any Packard V8.

Yes, back in the bad old days, some racers bored the 352" a full .250" oversize, but that was before we knew any better. Current experience shows the better ring seal and power output from strong cylinder walls is preferable to the few more cubic inches gained from an overbore which would weaken the cylinder walls.

Finally, the 320" crank has much smaller counterweights and cannot be successfully used with the heavier 352" pistons. Get a late 1956 352" and start from there. It is a much better engine, anyway, with many improved oiling system parts and valve train parts.

thnx, jack vines

Owen wrote:
" The engineers who designed these cars knew how to size a generator capacity to the electrical load of the car so unless you've dramatically increased the load, what's the gain - brighter lights while standing still? And why 12 volts? Seems to be this pervasive thought than prior to the advent of 12 volt systems in the 1950s, all cars built before that wouldn't start."

WHERE do u find a NEW 6v generator for a Packard or anything else for that matter???? What will it COST????

Prior to the horse power revolution of 1955 most vehicles were geared with very high ratio axles and for good reasons FOR THAT ERA but now nearly absurd for modern day use! BELIEVE it or not, this effects the generator output if OD or lower ratio gear sets are used to sustain modern demands..

If a car is only used for driving between trailor and showing field then i don't understand why anyone needs a generator that even works. All they need is one that looks good and is correct for that model.

You are both right!

I have this piece of paper that says full flow and obviously it is not. I wondered about that given the can on top of the engine.

The last time I worked on the Packard V-8 was awhile ago. A body shop had gone out to see if the engine would start. They ran it a little and shut it off. The engine seized because of condensation in the cylinders. I freed two stuck pistons, honed it, and the car kept running until the owner died from old age. It was his only car.

Anyway I talked to an engineer about this and he feels that the big problem is that old engines are just plain dirty and need frequent oil changes. A number of manufacturers in the fifties were recommending detergent oil for cars as soon as they came onto the market. However, the switch to full flow filtration became universal very shortly because petroleum researchers were finding corrosion without enough filtration. By 1969 Chevrolet was recommending annual oil changes thanks to full flow oil filtration.

The other day I was looking at engine parts from a rebuilt V-12 that were in really bad shape. That is, it is on its second rebuild. The owner always used detergent oil and the detergent obviously wasn't helping very much. I think the biggest problem is not enough original Packard parts. These new parts just aren't as good as genuine Packard merchandise.

There are hundreds of such "cathederals" here in Detroit. If it wern't for these places, the local citizens would be not as spirital as they are. The mayor of Detroit even broadcasts his annual personal adultry apoligies from one of these places.

Owen -

What we've got here is a dichotomy. Some enthusaiasts know, understand, and want authenticity, while others want the good looks of an old cars with the convenience of modern technologies.

While I'm in the former category, I can understand that when someone wants to add air conditioning, stereo, and all sorts of other devices, they might choose to upgrade from 6V to 12V.

If you've gotta make this change, at least the choice of the good old Delco SI alternator is a wise one. They are incredibly easy to service and most component parts are still available (at least in the aftermarket). Since so many cars used that style of alternator and for so long, I suspect parts will remain in good supply as long as fossil fuel is available. (That's a relief, because you couldn't pay me to install any alternator GM has used on vehicles in more recent years.)

When I pick up with restoring one of my Pats as a daily driver, I'll likely add an "aftermarket" A/C system and wire up an MP3 device to play through the factory (mono) radio, but that's about as modenr as it will get. Depending on what I find with the oil pump, I may upgrade to electric wipers, but will go with one from a Chevy of the period, which is nearly a direct-fit another savvy member pointed out. Yet, I'm confident that the stock Delco generator will handle my needs.

Like Randy, I really have a hard time understanding why people make these changes to 12 volt systems and alternators replacing generators. It destroys the cars originality and authenticity, lowers value to many future buyers, and except perhaps in the case of an irate spouse who demands air conditioning, offers little or nothing in return. The engineers who designed these cars knew how to size a generator capacity to the electrical load of the car so unless you've dramatically increased the load, what's the gain - brighter lights while standing still? And why 12 volts? Seems to be this pervasive thought than prior to the advent of 12 volt systems in the 1950s, all cars built before that wouldn't start.

Quote:

Brian,

I did notice the counter actually, a nice feature that instantly tells you if anything new has been added, I like it.

It's also narrower than the stock A/C bracket, too.

I'm currently working on brackets for the GM ca. 1973 compressor. This propject has been temporarirly sidelined until i get the Power brake set up installed and it's comming along rather fast so far.

My 56 Exec has a Mark IV unit ca. 1958. I did not get the condensor with the car. Only the evaperator. The biggest problem i had was finding and fitting a condensor to the front of the car.

Now i suspect that the blower motor on the evap is loosing power. Not sure what i will do about that yet.