Eric:

<b>WTF?

What the hell is that supposed to mean? Am I to assume that I didn't have anything to do with the development of the V8 oiling solution? If it wasn't for me, YOU'D still be trying to lower the stock Packard V8 pump lower into the pan to try to suck oil into the top of it instead of air!

You guy's crack me up, you really do!

</b>

Get a life or pop some $$$.

What???

You said:

<b>Craig. I think the best thing to do at this point is to PROMOTE your KIT instead of YOURSELF!!!!
I'm trying to promote the kit as much as possible for you. However, noone is going to sit around and listen to you or Kevins' bullshit about how u two are the Deities of Packard V8 engines. </b>

Keith, you need to calm down. I do not and never have promoted myself. I don't need to. See:

http://www.originalho.com

As for the oil pump adapter kit, I've sold less than 30 total. It's more of a pain in the ass than a profit thing.

If YOU want to take over the production of this and reap all the profits: be my guest!

Craig

Keith:

Yes you are right. You did install the first adapter kit with Olds pump. I have your feed back right here:

<b>Olds pump installed.
Cold start up 40 psi. Hot (160 -180 degrees F) start up 37 psi. Idle speed 600-800 rpm: cold, 40 psi, hot 20-35 psi.
1800-2000 rpm hot engine 40 psi. 2200-2600 rpm hot engine 47-50 psi.

The Olds pump will slam the needle over to the above readings instantly on cold or hot start up.

The lowest reading i could ever get was at 200 degrees at idle 600 rpm with air con running and that was 20-25 psi.
</b>

I have about 20 other feedback messages that say about the same thing. BUT, Keith you were FIRST!

Craig

Eric:

The fact that you find Kevin's posting "completely hilarious" is akin to Al Gore claiming that "he invented the internet."

Craig

John you are just a trouble maker.

Craig

John,

You are exactly right. Keith Lummus and Eric Boyle were major contributors to finding the initial solution. I have and continue to freely acknowledge their contribution.

BUT keep in mind that the ultimate solution including final engineering details and being willing to pop the requisite $$$ to make it happen fell on my shoulders.

Only Kevin and myself were willing to "go the final mile", as it were. Kevin contributed his 1955 engine and I contributed my time to work out the final engineering details.

What "we" (the Packard V-8 Club and general community) have is a REAL solution to a nagging problem.

Craig

The oil pressure on the gauge is NOT TOO HIGH!!!.

If it were 100 psi then you might worry. If that were my engine, I would be ecstatic. For instance the Pontiac Ram Air V and 455 Super Duty engines used to have such high oil pressure that they would blow apart cheap oil filters (expensive ones were OK). Of course those were full flow systems, not the bypass type you are running.

The analogy with a garden hose on dirt is bulls**t.

Good job on the front suspension rebuild! In my experience, the front drum brakes, et al are OK, albeit not optimum.

One of the TWO BIG PROBLEMS with these V-8 cars is the Bendix Tredle-Vac. My opinion is well known amongst V-8 owners -- that it is a fatal accident waiting to happen. Failure comes unannounced (no warning). One moment you have brakes, the next you don't. This has nothing to do with the front drum brakes, et al. The solution is to replace the BTV with something else more modern. There are several solutions. I did one, Paul did one, Eric did one and Keith did one, all different, but all effective.

The other problem is the V-8 oil pump failing to produce enough volume. There is a solution to that one too.

Good luck!

Craig

As to what is "wrong" with the BTV, I don't care to know. What I do know is that I had 3 different BTVs fail before I replaced the design with a new Master Power Brake booster with a dual master cylinder.

The first failure was with the one which came on my Pat when I bought it. It was a no-warning 100% failure in traffic. I replaced that one with one rebuilt by White Post Restorations. That one failed too, but this time the pedal went more slowly to the floor. I put in another rebuilt by a local restoration shop. That one failed like the 2nd one. This was over a period of about 3 years.

I know of at least 5 other Packard owners who have also experienced BTV failure. As we all "know", there are different, economic replacement solutions that have been implemented, including Keith, Paul, Eric and myself.

Why risk it?

WOW! My casual answer to at least two solutions to the disc brake conversion solution to the 55-56 (maybe 51+) Packard woke up this thread!

I agree with Eric that Paul's solution of adapting the approx 1971 Ford 1/2-ton P/U front disc brake with King Pin is the "best solution", but it is not for the casual restorer. It is for the serious restorer who does know what the "F" he's doing, i.e., somebody like Paul.

OTOH, my solution as a bolt-on and minor machining is more within the reach of most of us. I will state emphatically about my disc brake conversion on my 55 Pat. It will STOP!!! and it has never failed to stop in the most extreme situation. Therefore, if you are concerned about there being enough strength in the "adapter plates" involved, your concern is grossly misplaced. I have staked my life on those plates many times and never been "disappointed", so to speak.

Also, from my experience with the much more important oil pump adapter situation, there is NO WAY enough market to actually produce a "kit" of a disc brake conversion for a T-L Packard.

One last thing. All you guys driving around BTV equipped Packards. You are at risk of imminent brake failure! I would not ride with you!

Craig