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Board index » All Posts (Speedwell)




Re: intake manifold?
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Ross
Geez Louise, I'll sell you three 288 heads for that money.

Posted on: 2012/1/29 12:54
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Re: ALMOST THERE!!!!
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Ross
Great to hear her go. Congratulations. Now get some coolant in her before you have something new to cry about.

Posted on: 2012/1/23 12:17
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Re: Progress report
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Ross
Quick point to mention, Howard, if you place your shim in the bottom of the shift piston as I do, it must have a good sized hole through it as there is fluid flow through the piston. You will notice the hole in the bottom of the piston.

To make my shim pack, I usually flatten a 1/4" lockwasher, and grind its OD a hair on the bench grinder so it fits inside the piston nicely. This will be sure to leave the hole in the poston uncovered. Then I add a 3/16 flatwasher on top of that to get the .120/.130 package I am looking for.

Look forward to hear your feedback.

Posted on: 2012/1/16 5:33
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Re: Overdrive help!!!
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Ross
Don't particularly recommend the toggle swith idea except as a stopgap. The automatic operation of the overdrive is way cooler and more fun--lift your foot off the gas to upshift and tromp the gas to downshift in either of second or third.

With the toggleswitch it is possible to have a major Oh-Sh--if you forget to turn it off and then cram the thing in reverse and let out the clutch. Bang bang dead.

You can still enjoy the car while you get the overdrive sorted out, just leave the overdrive knob pulled out and drive like any other stick shift. I'd keep it under 60 till it works right. Overdrive was considered a "high performance" option back in the day and you will like it a lot.

Posted on: 2012/1/16 5:05
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Re: BigKev's 1954 Packard Clipper Deluxe Sedan
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Ross
Hey Kev, congrats on the light and tranny. You will need to use all of it excepting your bell housing and pan. The convertor will install on your crank and flywheel with no probs. I would treat it as if my worst enemy had worked on it before me. It will well repay you to go through it carefully with an eye on:
..pivot shafts for the band operating toggles
..all bushing clearances, especially the front pump
..high range clutch seal
..high range clutch disks
..hard as glass direct clutch disk
..frozen reactor clutch
..you get the idea

There is a good chance you will want to shorten the low-high shift spring as I mentioned in some ancient post. This has proven so satisfactory in my Packup. That will lower the low-high shift about 5 mph and make it fit with the revving characteristics of the S8 much better. Happy to discuss all this with you in March.

Was thinking of holding something like "Packard Camp" at my place for 3 days or so in May or June. Rebuild things, drive Packards at high speed on country roads, eat too much, etc. Thinking 3-4 motivated folks. Interest?

Posted on: 2012/1/7 23:38
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Re: 1950 Packard Eight Destined For Racing
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Ross
Go for it--for many reasons: there are more than enough of those cars around for those that want an original. You efforts will probably bring more favorable interest to Packard than a whole row of restored sedans. And finally, from the mid-thities onward Packards were production line automobiles like everything else, albeit better engineered than many, and I really don't feel they deserve holy cow status. Lastly, as you probably know, many Packards were flogged through that race back in the day. Be sure to check out Robert Neal's "Packards at Speed" book.

I have tons of thoughts on your project and have built several ah, performance enhanced and modified Packards with more underway. I am hoping the have my replica of Jean Trevoux's car that he raced in 53-54 done this year. All the best--and get the name of Packard in front of the public.

Posted on: 2012/1/6 23:17
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Re: Gear Start Ultramatic Question
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Ross
I knew two 54 Patties and a convertible with Gear start.

As the cases and machining were so different, I would not be surprrised if the GS units were made at the Utica plant instead of East Grand explaining part of their late introduction. All of the Twins were made in Utica.

Somewhere at home I have a fascinating internal memo bemoaning two quality issues they had with the older units. The first was minute machining debris left in the cases getting stuck in the governor--my experience also is that those governors have no tolerance for dirt at all. The second is that the aluminum convertor half would split open under pressure. That I have only seen once when a 52 Patty that drove OK on Monday afternoon dropped all 11 quarts in the driveway on startup on Tuesday morning. OOg.

Anyway, if I recall the memo mentioned having 10,000 Ultras in stock in early 54--enough as it turned out to get them quite a ways through that horrible sales year. Will post it when I get home in March.

Posted on: 2012/1/5 22:35
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Re: Converter Lock-up
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Ross
A slight creep when revving the engine in neutral or park is not unusual, especially when the fluid is cold, but it is still a good idea to check the band adjustment. The creep is just fluid drag on the multiple discs of the high clutch.

Band adjustment will not however have the faintest effect on whether the trans will do its lockup or not. That is a completely distinct hydraulic circuit-the reason that Ultras will also lock their convertors in L range.

I am surprised that you can not feel a difference between L and H on takeoff as there is quite a bit more torque available; am also wondering that the engine sounds so busy at 45. I wonder if you are getting high at all. In which case I would carefully check the 5/16" adjustment where the shifter valve enters the valvebody. On these 49-54 Ultras the detents are MEANINGLESS unless that adjustment is correct. A problem there will rob you of high and of lockup.

Posted on: 2012/1/5 13:06
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Re: mystery switch and mystery noise
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Ross
Oh boy, it is confusing. After 20 years of servicing these things I take nothing for granted on a junior car and usually end up taking off a valve cover for a look. Can't recall ever seeing a 288 with hydraulic other than 51Packard's. Have regularly serviced an excellent survivor 51 200 with 327 and solids and oil filter. Have a 52 200, 327, Ultra, oil filter, hydraulics, and no H suffix. Had a 54 Panama with Ultra, 327 and hydraulics. According to literature, should have had solids, and had no H suffix. In fact, the rarest thing in my experience is not that any given car had hydraulics, but that they bothered to give it the H suffix. My take is that Packard did it like concurrent Chevies:if you got automatic, you got hydraulics.

A tip: if the valves clack noisily at idle, they are almost certain to be hydraulic as the solids never get all that badly out of adjusment by themselves. But an idiot may have been present. If they quiet down almost at once as you increase the revs then for sure they are hydraulic as that is the normal failure mode for hydraulics in the S8s, unlike the V8s.

Posted on: 2011/12/24 23:09
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Re: Barries's 1950 standard 8
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Ross
Congratulations, you have done a great job. Try to keep under 160 kph at all times!

Posted on: 2011/12/6 7:13
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