Packard8, thanks for the link. My supercharger doens't show any positive boost at all, just goes to "0" on the gauge under throttle pressure, then drops back down to 15-20 in. when the throttle's off. I still feel this is because of two things: #1, the engine's bigger than the original 289, and therefore, using more air, and #2, it's not spinning fast enough for the supercharger to kick in any real useable boost.

Eric

Yes, you are correct. I figure that if what I do bolts onto the '56, I can always try the same on my '53 Clipper, and then you'd know for sure it will work on your '54. I still feel that as long as the spindles are the same for all the years, then this will work. Or actually, if the kingpins are the same then it will work, as you're discarding the original Packard spindles all together.

I never thought about the Torsion Level differences.

So Paul's setup uses the modified truck steering knuckle, and Craig's setup uses the machined Packard knuckle correct?

I always get that confused.

The year range for the E150 should be 1982 and earlier, to about 73 or 74, whenever they first got disc brakes.

Paul's setup included machining the steering arm, and going with a different type of steering linkage, namely one with a bigger tie rod end. Since E150 and F150 tie rods are different, I'm hoping that the stock Packard tie rod will fit the E150 steering arm. Otherwise, you'd either have to do what Paul did and change out the entire steering linkage and box, or have the steering arm welded up and drilled to fit. Neither prospect is promising to be easy.

I want to find a bolt on arrangement that's simple and can be done in one day, without expensive machining involved.

Also, changing out the upper and lower control arms is really difficult with Torsion Level, so much so that I'm not even going to attempt it.

Eric

Well Craig's setup (or at least one of his setups) did require the machining of the original knuckle to to provide clearance for the disc, and also the spindle machined. Perhaps is a disc was found rode farther out on the spindle, then it might not have the clearance issue.

I always thought the best solution would be to create an entire new setup that had new upper and lower control arms that bolted in the stock location that used ball joints and a new steering knuckle that maintained the correct alignment and placement and uses the stock tie rod. This is perhaps a pipe-dream. But that has got to be easier that doing a subframe swap or something like that.

So that why I thought if you could just get a new steering knuckle designed, that would be they easiest solution.

Eric,
Here is a link to Ted Harbit:

http://stude.com/Ted/

He is very savvy re the Paxtons and a nice guy to deal with.
And some other Paxton guys, I've dealt with John Erb and he is also a straight shooter:

http://www.vs57.com/vendors.htm

Either of these guys can tell you how high you can spin the Paxton (I believe there are upgraded brgs available). My Avanti does not show boost at highway speeds either, but blows around 6 or 7 above 3000 RPM & up when you punch it?..at light throttle cruise they only register slight pos pressure.

What year range of E150 van spindles????

When things warm up I may have a solution to this that is cheap and uses easily available junkyard parts.

Paul down in Las Vegas used the front spindles off of a 79 and back Ford F150 (twin I beam 2WD model) that worked really well. The modifications that were involved were rather intense, and I think I may have a workaround, but I won't know for sure until it gets warmer. My plan is to use E150 van front spindles instead of the pickup ones. They are different, and maybe that difference will be the solution to a complete bolt on that's inexpensive and easy to do. And, if it fits a '56, it should work for all years back to at least '51. If the spindles are the same part # for all years from '56 back, then this may work. I'll keep you all posted as time goes by.

Like I said before, this is going to be an exciting year for Packards!

Eric

I'm going to lock this and the AACA thread so we can move on to better conversation. I dont want others that were not even part of the initial rumblings coming back in here and trying to stir the pot for their own enjoyment.

Everyone has agreeded to back off, so it's just time to let things cool down for a bit.

"Nothing to see here folks, move along...."

Thanks for your understanding.

Well, with the 7.5 diameter pulley on the crank will give me the correct ratio to go with. I'm thinking that the stock Packard crank pulley is 6", so with my 2.5" pulley that I bought for the supercharger, might be too much. I'd really like to know what the maximum speed is for the SN60.

Keith, I'm sure that the 320 can keep up with the best of the 374's, but just think of the 374 built up with the supercharger! Oooohh yeah!

Eric