BH's note about overtightening wheel bearings is well-advised. Most old timers did it by feel, but if you don't have that, the process that Packard recommended in later years is a good one. Tighten the nut to about 20 ft-lbs (to make sure the bearings and cones are "set"). Back off until loose. Retighten to about 4 ft-lbs. Back off to the first available cotter pin hole.

I've probably seen a half-dozen of these over the years. They are perhaps equally rare for the prewar "120" convertible coupes.

The planetary gearsets in the TL box go in both directions, for up and down of course. Visualize one of the planetary gears rotating across the outer ring gear, and squeezing the grease out of the way on it's transit. If you have a strongly channeling grease, on the return trip there would essentially be an absence of grease because it had been displaced, so you'd have more metal-to-metal contact. A non-channeling grease would have enough movement to somewhat flow back into the cavity to provide lubrication for the return trip. But please don't ask me how to tell one from the other, other than by observation.

Well, it really wasn't a divider window in that it wasn't housed in the front seat assembly and raised up and down, it properly is called a tonneau windscreen, not too unlike those on dual cowl phaetons of an earlier era. And an EXTREMELY rare option, almost never seen, and available for any of the convertible victorias. I've read somewhere that there was a recent effort to reproduce them.

The 22nd series convertibles came in two series, Super 8 and Custom 8, different wheelbases, engines, and much of the running gear. Difference in wheelbase was all forward of the cowl. 23rd series convertibles came in two series, Super DeLuxe and Custom 8, Super DeLuxe sported the egg-crate grille like the Custom.

Most if not all the Packards of that vintage had a grease fitting on the pedal shaft which was often ignored when the cars were lubricated, hence the play in the pedals. One of the PAC regions makes a kit with an oversize shaft to solve this problem. The pulley and cable arrangement you see is a part of the Electromatic Clutch system.

I think using Never Sieze as a lubricant would be a very unwise move, I'd use a moly disulfide chassis grease first if I didn't want to chase down the 3303 lube or some equivalent, which Never Sieze surely isn't.

Checked my Hollander (16th edition), sorry to say it only gives interchanges by application, no dimensions or specifications. Plus it only covers the range of 1928 thru 1948. Good luck, maybe someone else can help.

The only problem with common sense is that it isn't all that common!

CRC has a very extensive line of products, lubricants, solvents, blended solvent cleaners, etc. and they are available thru a number of outlets including NAPA. I have no experience with their SL 3144. Nor do I know for a fact that CRC actually makes these lubricants -- I just know it's a good product for TL boxes, mechanical brake conduits and cams, etc.