Guys:

I searched the database and forums and did not see this topic anywhere. Here's what I have so far:

Part Nbr, Casting nbr, Original application (from parts book)
440690, 440689, 5540 early
440855, 440854, 5540 late
440690, ???, 5560-80
6480407, 6480406, All 56

My 55 Pat 352 had 440854 on it when I replaced them with 56 big valve (6480406).

My 56 Clipper Super 352 has 440854 on it, not 6480406.

One of my 56 400 374 (parts car, 5687- on block) has 440854 on it, not 6480406. The other of my 56 400 374 (restorable, 5687- on block) has 6480406 on it.

I realize that near the end of V-8 production maybe some engines were not produced 'to spec'. Also, over the years, who knows what swaps were made.

I would like to complete the information about what head originally came on what year/model/size engine. When we get this figured out, I'll write up an HTML table and email it to Big Kev for posting in the right place on this website.

Craig

Hey guys!

Please no flames on this thread.

This is just an update on how many Olds/Melling oil pump adapter kits have been sold as of this date.

The current count is 31. This includes 3 put on eBay on 23 May 2008. They all sold, including one to Australia! I finally have retained ONE for my own personal use.

One way to look at it is to say that about 2 dozen (a few guys have bought two) Packards that otherwise would not be on the road because of oil pump pressure problems are now back on the road due to this adapter kit. This is clearly the solution to the "Packard oil pump problem".

Another way to look at it is to say that 31 kits is NO WAY to make any profit on something like this, given the effort it took by all involved. Thanks to those involved!

But, I'm glad, and I hope that the other adapter kit contributors believe that this was a worthwhile endeavor.

For those who do not know the full story on the development of this kit by the members of the Packard V-8 Club members, see this URL:http://www.1956packardpanther.com/PV8C_OHVOPA.html

Craig

Glad to see you going into such detail! It will be well worth it in the long run, IMO. Please keep us informed.

Craig

No rotory pumps are flow thru. Only pulse type are flow thru.

Craig

Go to NAPA and get a 5/16" in/out nipple size "pulse" style electric fuel pump. You may also want to get the same size inline filter. I've had same on my 55 Pat for years and they work great. I wired the On/Off on the unused rear seat heater switch on the dash, but obviously you can mount a switch anywhere convenient.

I even had one fail, but the mechanical pump will still pull through it even if it is off or dead.

I mounted mine below the driver side door on the frame rail. I just cut the existing fuel line and plumbed them.

After the pump primes the pump, the "pulsing" noise pretty much stops; when the engine is running you cannot hear it.

Craig

I have no idea why anyone would want to fix one of these POS.

Replace it with something that is actually reliable and will not get you killed.

Just MHO.

Craig

Just to complete the discussion about types of upper inner control arm bushings: in addition to the press-fit type, there was a screwed-in type. Although these are rare, my 1956 Executive 4-dr parts car has one upper arm that has screw-in bushings and the other side arm has press-in. Go figure.

I believe that the screw-in type is the one the manual refers to that must be replaced as an assembly. It's good to have several parts cars to get around this problem.

Craig

CCW is the only rotation direction possible in a Packard V-8.

The Delco and Autolite distributors are essentially interchangeable. I've seen Seniors with Autolite and Juniors with Delco. You are correct on what is supposed to be there, though.

I would be incredulous if the modern Bentley V-8 were based on the 55-56 Packard V-8.

Packard apparently did a great job of upgrading and enhancing the RR Merlin V-12 during WWII.

Although I am also a big fan of the Packard V-8...IMO, there were some significant mistakes made by Packard in designing and producing the 1955-56 V-8. To wit:

1) The oil pump (nuf said).

2) The relatively weak (for a block that massive) main webs Also there was no provision for 4-bolt main caps, an obvious enhancement.

3) The arrangement of the intake/exhaust ports with respect to the pentagonal head bolt pattern. The major offender is the pair of head bolts "gating" or restricting the center siamesed exhaust port width. Pontiac had a similar exhaust port arrangement, but due to their 4-bolt head bolt pattern, the nearest head bolt is between the ports, not gated around them. In a passenger car, this is no big deal, but for high performance, it's a major restriction. Packard should have changed the exhaust port arrangement to fix this.

4) The super long head bolts which perform dual duty: hold the head down as well as the stands for the rocker shafts. This is bad news when you have to remove these bolts in order to service anything related to the rocker arms.

5) The cam thrust plate is a good idea, but the original detailed execution sucks. Hence at least 3 different versions in order to get enough oil to the timing chain while still maintaining oil pressure with that lousy original pump.

Welcome to Packardinfo.com forum!

I have a 1955 Patrician that has proven (after a few mods) to be reliable as a rock. I also own 4 1956 models, although none are Pats and none are running at the moment (2 will eventually though). Your 1956 Pat should not be much different.

For more info, see this website (and the whole website, if you'd like):

http://www.1956packardpanther.com/myPatrician.html

You might consider joining the Packard V-8 Club too (also hosted on the above website):

http://www.1956packardpanther.com/PV8C_Join.html

Craig