Yup something isn't right. Where is the boost/vac gauge plumbed in? On the Avanti it's on the rear of the intake, I hear that if you tap in before the carb the numbers are generally higher.

I would look into changing the pulleys, maybe even going to the old style mac set up with two speeds. Just watch that you don't overspeed it!

Nope, zero boost even up 4000 rpm. That's why I'm thinking that I need a smaller pulley.

Since our gracious host gave us a spot to chronicle the development of our beloved Packards, I decided to explain mine in a lot more detail here than I have on other areas of the web.

So, let's start out by explaining the title of this thread, "Eric's 1956 Patrician STS Restoration Project", STS of course for "Sports Touring Sedan". The idea here is to make a Packard with the power, agility, comfort, and luxury of the best of today's sports sedans. This will entail updating the engine to a higher output, updating the transmission to include an overdrive, and improving the suspension to include a larger sway bar in the front, a large one in the rear, 4 wheel disc brakes, and, possibly independent rear suspension, with T/L. (that's my BIG secret that I haven't told anyone about yet)

I feel that with these modifications, I'll be well on my way towards my goal of a Patrician STS. Oh, and I almost forgot, it will have full Caribbean trim, and be a 4 door Caribbean, with performance, luxury, and handling to outpace any car of the '50s, and a lot of ones from today.

To give an idea of this rather ambitious plan, here's a few details:

#1 374 supercharged (EFI possibly) engine
#2 T56 6 Speed transmission
#3 Fully independent suspension w/fully functioning T/L
#4 Four wheel disc brakes
#5 Improved sway bars front and rear
#6 Improved luxurious interior, front bucket seats, console, etc.
#7 Full Caribbean trim spec

Now, keep in mind, that this is NOT a street rod of any kind, more of a "What If" in the mold of Craig's Panther project, and to typify what a 2006 Packard Caribbean Sedan would look like. I feel that this can be done rather easily, but I can't reveal all my secrets just yet, so stay tuned!

Well this weekend has pretty productive out in the garage. I spend last night rebuilding the Carb on the '54. It came out very nice, and I will be doing a write-up for the website on it very soon just like I did with my fuel pump rebuild.

Luck shined my way today when I was walking around the local swap-meet, which they have every weekend at the drive-in. I found a brand-new Professional Series Craftsman rolling tool chest that lists at Sears for $200+ plus for $40. It just has some scratches on the backside of it, that no one will see. The caster kit, and top chest were still boxed and shrink-wrapped. SCORE!

Sounds like it may need to spin faster, you should see at least 5# boost while accelerating above 3000 RPM. The largest cid Paxton/Mac app I can think of was Stude 305 and Ford 312, so not too different than the 320 Packard. This vendor lists some pulley options:

http://www.studebakervendors.com/lstone.htm

Also ask about the high output brg kit.

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.