Perhaps, if were lucky... very lucky... Flackmistress may chime in with some recommendations and observations brought from travels abroad concerning the finest tapestries and rugs that might be fit for transformation into auto floor coverage.

Hi Pat, yes there is a product. It's called 303.Myself and others use it extensively here in Phoenix, Arizona. A good friend who has a truck yard here did extensive testing on it several decades ago and found beyond a doubt it retarded weather checking and extended the life of the tire exposed to the sun. It also seems to help keep the rubber supple.

That said, be very careful with modern radial tires with regards to age and depending on the environment they live in. I believe that as mentioned some get 20 years out of radials, and others, including myself in harsh climates as here in Phoenix get 4 years. I also think use is a factor, as when radials sit they don't seem to work the chemicals in the tires and tend to not stay a supple. Oddly, bias and original mold bias reproduction tires don't seem to suffer from effects of age near as bad as radial tires. I've got sets that are well in excess of 20 years that are fine. One might argue it's because there not in the sun. Not really the case, because radials stored the exact same way are known here in this climate to spontaneously rupture belting and explode like a shotgun blast right where they sit.

Bottom line, be vary careful with aged tires in general, especially radial tires. I continue to use 303 and believe it to afford benefit in this and other climates but don't profess it to truly extend life beyond manufacturers recommended life.

Nice Packard outing for sure!

How very exciting and well deserved, Kev!!!

Well, yes... it's very shinny. Hmm... I wonder how many saws-all blades they went through in the commission of this unique and rare example of shinny?

That said, rather see it out and about like this than scrapped or melted down lost entirely.

Great read, visuals, and video. Thanks for sharing!

I don't know. Really very little seller feedback for being registered user since 2004. Sure seems like a lot of car for 30K, but I'm no expert. Perhaps one of our resident experts here on P-Info can give us an opinion on value. If it is, and someone lived near by and could take a sack of cash and trade for the car and title, it'd be a pretty tempting deal, should it be as good a deal as it seems to appear.

Interesting reading this, and the many, many, many others who've talked about oil pressure issues with the Packard V-8 including a fellow I knew well that worked for ECA Los Angeles citing similar issues from the day they were new. I really admire all the folks who work so diligently at better understanding why the Packard V-8 has exhibited chronic issues readily known from the day they were new. It'd be really interesting to know exactly why that was. In reading all these reports, I've come to realize my neighbor Walt was right... the V=8 had some sort of oiling issue.

It's really fascinating to read all the fixes various clubs and individuals have come up with. Thick plates, bushings, denial of any problem in the first place, and sundry other approaches. What's more interesting than that has got to be the rate of recorded repeat issues with the sundry modified versions. Yet in all that... there are those staunch believers that the favorite flavor of modified Packard pump solved everything and that's that. I really admire the belief and confidence. Yet... I personally know an individual who experienced bearing failure and crank damage with 45,000 miles and a modified Packard pump. Bad luck maybe? Don't know. Sure would make a fine research project though.

Now me... I'm just too darn impatient. Literally, I have the patience of an infant. Did a little research on the '40 356 and discovered Packard experienced similar but less catastrophic problems with the 356. Oh, they did all sorts of things... Jiggle pin air bleed was the problem, then a new piston regulator in block was the problem, lifters were regularly blamed. Well, darned if after 7 years they didn't say the oil pump volume was found to be insufficient and all service replacements were superseded to the higher volume pump. I installed when doctoring up my tired old engine. Friend here in town did total rebuild to '40 356. Eventually had clacking lifters. Put the high volume pump in and what do you know... problem solved! Funny, when you compare the tooth configuration of the low volume to high volume 356 pumps, it's the identical visual to the Packard V-8 pump to the Olds HV pump gear profile. Strange coincidence. I realize I should have researched the why and how. Should have done flow analysis and looked for possible reasons why the low volume pump wasn't working and keeping up with demand. But... like I said, I have the patience of an infant. I know I should question things, and not just accept a known cure, to a known problem. But... just to many other vehicles to work on and enjoy I guess.

Oddly, in the years I've known of the kit the V-8 guys came up with, and Craig made available, I've never ever heard of any oiling issue what so ever with that kit. Wonder if that's just a coincidence? Sure is funny how that's worked out. But... Craig no longer provides the complete kit. It was time consuming and fairly expensive to produce and in the grand scheme of things woefully few sold in comparison to V-8's with known oiling issues and clacking lifters. How strange. But... Jack Vines in cooperation with Craig once again made this comprehensive kit available. What good fortune for V-8 owners with oiling system issues.

Here's the thing, I don't have a Packard V-8, but really like them! I believe I might end up with one some day. But, I worry... What if Jack stops selling the comprehensive kit? Then what? I couldn't gamble on when, not if the Packard pump would fail me. How much is the kit? I think I should maybe buy a kit from Jack just in case I end up with a V-8 car. I sure couldn't drive a V-8 without putting the pump in before I ever drove it. Reason being, in following all these V-8 cars with issues, I've learned that while no pinpointed explanation is evident for the failure, the conversion pump seems like, for whatever reason, to cure the problem in it's entirety!

How much is the kit? Surely, it must be far more reasonable than damaging bearing, crank, cam & lifters. I think I'd like to buy a kit in the near future and have one less worry should I find just the right V-8 car someday!

Dinner??? At Norms?

Looks just fantastic! Well done, Kev.

Much better advice provided by Pat. I forgot that the '40 6 had full flow filtration and did not dump back to the crankcase, similar to the 356 prior to the bulletin instructing to drill the crankcase and convert it to bypass. I still run my '40 356 in full filtration mode, and like the idea very much. (I'll have to look at my brothers 110 next time I have the chance) I would heed Pat's explanation about having an internal filter bypass feature if plumed this way, for no other reason than oil starving on a very cold morning where oil might not flow through the filter element as easy as warmed up. Also, if not running in bypass mode, do not run a restriction of any kind.

Jim