Looks like the top of that lifter left of center is cracked too. You are most assuredly pulling the pan, full tear down inspect and clean, ck cam lobes clean rocker tubes etc. I did not see where you live-ie hot , or moderate climate? Car will be used in good weather? I urge you to block those heat riser cross overs if that’s the case. Recommend pertronix, modern carb with electric choke if cold and hot weather usage. Others will disagree with me here I’m sure but the 4gc have multiple issues - float design, heat soak, vapor flooding. There are good service sheets listed on the site. There are contemporary bulletins on it from other sources documenting this. Flooding can be an engine killer too. Good luck. Have fun most importantly.

It’s Merrick btw. Shout out to all LIslanders! Wondering if this is from the gentleman I spoke with at an upholstery shop some years back on Montauk HWY. seems there are still some people around who have direct contact with Packard dealerships that were here in the area and memories and paperwork to boot that they can share ! Kind regards .

Not sure what the big deal is. If you are so intent on this option, make one. I once had a boat-88 merc IO 3.7. Had a heat exchanger all brass with stainless or aluminum end caps removable . Looked like this. Tubes inside. Cut holes in end caps-tug on exhaust connectors of your size.
That would be tig as in weld. Auto correct

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Yes. John is correct above . Beautiful car BTW. There may be a few things to check. Have you performed the band check and adjustment procedure? Info to the manuals here. I had one where the band control pistons were seeming to get stuck may have been debris or corrosion from long sleep as yours. Adjustments and exercise seemed to free things up. Have you read the normal operation and shift detents positions as they are a bit unique to the ultra. One detention starts in high and only lockup after. The other starts in low-shift to high at a very low speed then the lock up converter should give a sensation of almost another shift. Possible the converter clutch slipping?

here is a roll of textured material for 1955 clipper custom green lower door panel restoration. I think someone inquired about this is the correct pattern. this was one eighty plus if i recall. 95 obo. tapered reamers straight ones . king pin ream, ball joint etc.1/2taper to .700. one inch, inch and a quarter etc. lg drills,taps ,dies

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see page nine. page six for balk ring
https://packardinfo.com/xoops/html/downloads/EconoDriveTrainingBook.pdf

tools

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Ok sir. Now I understand. No questions of daily driving a 1940 any more.
Many items will have to be addressed one at a time. You say the OD works all the time but you say it has never engaged on its own or grinds during engagement in the last post. As I read it- this unit will be unavailable under 22 mph and above this in high gear (and others) when it is not locked out it will never engage under load! Accelerator MUST be released momentarily to allow full coast/decal for a second for the unit to engage. Is this how you are operating it? Does it still click and grind when you do this? If so there is a mechanical issue. As it is stated in the service info- there is a balk ring which NEEDS deceleration to rotate backwards to engage the pawl. This will be with the lockout knob pushed in and not a factor. Problems with the lockout creep and clicking are another thing. Also this unit should release electrically on decal below 22 and as soon as no load via drive torque or engine braking. Are you saying it clicks/grinds when you are lifting off throttle to engage it? And it will not disengage itself slowing below 22?

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Thanks for all. On the subject of pictures, screen shots of text etc- the site still giving troubles uploading? Tried today. Chose file , uploaded, then checked the box next to file and uploaded. Only one pic came out. Is there a limit to how many files on one post? None of the posts with multiple pic files loaded. Some single files on multiple separate threads did not load. Only one upside down is viewable.

Has this all been covered on a previous thread? If so would someone kindly add the link here.
I see this OD requires the driver to let off the throttle for engagement every time correct? Looking at the schematic above- this simplified version does not show the contacts in the solenoid actuator attached to the plunger shaft ant relate their state in both modes . The ignition cut out four through a contact in the actuator only closed when fully extended. See this schematic and description