Thanks for all of the information. New washers are on the way!

The one stud that appears to be a real problem is screwed further into the block than the others. The corresponding nut was only about 3/4 threaded onto the stud. I plan to carefully try to back this stud out and get a length measurement. It may need to be replaced. The rolled versus cut thread info will be handy if replacement is needed.

The stud threads were really crudded up. The die removed a lot of rust and dirt but it didn't appear to remove a whole lot of metal. At least that was noticeable. I will remember the advice about not using a new die for next time..... Come to think of it, I probably now have a somewhat worn die for next time.

Many Thanks to all!

Tom

The '48 "Woodie" has been battling overheating for some time now. It always ran hot and last weekend it seems to have overheated at the Ottawa, KS cruise. Once home the radiator was about a quart low (below the top of the core) and had oil in the coolant. I pulled the head this week and from the scorch marks, it looks like there was some leakage between cylinders and also into the coolant passages. The head is at the local head shop (ha!) for cleaning and inspection and my fingers are crossed that they'll find no serious warpage.

Couple of questions:
1. Is there a specification for the washers that go under the head nuts (thick ness and hardness)? I'm replacing the nuts (McMaster-Carr) and figure the washers should be replaced as well.
2. Is there a proper 'height' specification for the studs (height from the block)? Several are taller or shorter than the others.
3. Has anyone tried power-coating an engine head? Will the coating stand up to the heat?

Thanks,

Tom in KC

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That's it!

Many thanks for the photo. Bill Clark has a new one on the way.

I'd like to thank everyone who helped.

Cheers,

Tom

Actually, Bill is the guy I'm working with on ebay. Thanks for the heads-up though.

Tom

Hello,

I'm searching for a reproduction VIN / Dataplate for a 23rd (& 1/2) series station sedan as the paint on the original plate is mostly gone. There's a guy on ebay that'll reproduce them provided that he has all of the information. Through googling, I found a match (see attached), however the image isn't quite perfect and some of the patent numbers are still missing. If anyone has this version dataplate, would you mind taking a picture and forwarding? Maybe put a piece of tape or such over the actual VIN for safety? This'll allow the ebay guy to create an good template.

Many Thanks!

Tom in KC
2393-5 Station Sedan

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OK, thanks! I'll use one of the existing shims as a template.

Regards,

Tom

Hello,

What is the OD / ID on the shims? I need to check the rear bearings / axle end play on my 1948 and would like to have a shim kit on hand prior to starting (if easily possible). Also, are the shims readily available from auto parts stores?

Thanks!

Tom in KC

Packard 48,

I found that a Wix 46094 is the closest fit I could find. It's just a little taller than the original 'pot scrubby' metal mesh filter. With the Wix, you'll need to add a small coupling nut and screw into this with a separate bolt from the top.

Tom in KC

'48 Station Sedan (standard eight engine)

Mark,

Unless it's a really, really, really old store, I doubt that Napa, Autozone or etc. would have Packard brake shoes. There are brake shops out there, however, that should be able to reline the shoes with new friction material. I'd expect it to be more of a specialty garage versus the corner "Quick Lube" though. You might call around to a couple of local brake shops to see who they'd recommend for shoe relining.

Good luck & please let us know what you find out.

Tom in KC

OK, finally have the transmission back together. A neighbor / machinist was able to rebuild the mainshaft. He turned down the spacer slightly and used a heavy snap ring (almost double the thickness of the previous) so that and some Locktite retaining compound should hopefully hold everything together. The transmission also received a new rear overdrive bearing, 1st / reverse selector, reverse gear & several other sundries. I was hesitant about the Kanter overdrive bearing kit, however, it turned out to be well engineered and fit perfectly. The output shaft tailpiece was badly grooved so it was sleeved.

Had the Packard on the road last weekend and it was doing really well. Hit a long uphill section where it was in 2nd most of the way and the transmission became stuck in 2nd gear. Luckily we were able to manage it back to the garage and push it into place.

Pulled the top of the transmission fearing the worst. Luckily it wasn't catastrophic as the 2nd / direct selector had worked rearwards off of the syncro plungers and the plungers had popped out just enough to trap the selector. During examination the 2nd / direct shift fork was found to have some extra play that allowed it to move 'beyond' second. A new shift fork was found on ebay and installed this weekend. Hopefully the new fork and today's linkage adjustment will solve the issue. We weren't able to road test due to weather, however, it did shift quite crisply while up on jack stands.

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