After much thought on how to mount the turbo's and the carbs, and even considering drawing from one single 4bbl carb in between the two turbos, I did some head scratching tonight out in the garage, and decided that this would be the best way to go, so I mocked it up. Now, the turbo's will sit higher than it is in this pic, about 3" or 4" or so, hopefully no higher. Also, forgive my use of the paper towel roll, but it's the perfect size for the inside of both the turbo intake and the HS6 intake. The beauty of all this is that it solves a multitude of problems, and keeps the carb away from the heat of the turbo's. It also allows me to have plenty of room to run carb linkage, oil lines, and coolant lines for the turbo's. And since I plan on using an electric fuel pump, the fuel line can run on the driver's side of the car, so I won't have to run around in front of the engine with a fuel line from the fuel pump. Whatcha all think?

P.S., I think Mal came up with this idea months ago, but I didn't want to do it because I didn't want the carbs to go over the engine. But now that I look at it, I actually like it!

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Ok, got out into the garage tonight to look at my stuff, and here goes:

320 crankshaft, no markings other than "K" and "4" on the last balance weight by the rear main, see attached pic.
320 Rods: part # on my rod is 440774, then a "P" in a box, then a 7. On the other side if the rod is "E558", no other markings.

On my 374, I can't see anything anywhere, which leads me to believe that it's the same as my 320 crank.

As a side note however, on my 320 crank, there are numerous places where material has been machined off, presumably to adjust the weight.

As for the heads on my 1955 320 Hash engine, part # is 440854, these are the long-reach spark plug, fully machined heads. The parts engine I have has the cast dome heads, IIRC.

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Packard53
Who was the outside source that designed the twin 6? I thought that Col. Vincent designed and built the prototypes and convinced Packard execs to build it.

Removing all the plugs and cranking the engine is the standard practice to check compression. It lets the engine spin freely and gives an accurate reading to compare with factory specs.

Owen is right, you can tell a great deal about the condition of an engine by running compression checks as he specified.

If you try it again I feel sure you will be pleasantly surprised at the difference.

No the choke wasn't open. I drove it till it was warm and then took out the coil wire....then I took out one plug at a time and then plug back in and off to the next plug. Why would one take them out all at once? Very shade tree here.

Apparently from what we read now, VanRanst's version for the FWD Packard 12 wasn't w/o significant problems.

Quote:

Which is a modified version of Harry Armenius Miller's patent for front wheel drive, the difference is that Harry's version had the transmission on the output side of the differential, whereas VanRanst's version did not. Harry's wasn't a very successful version, but VanRanst's version worked very well in the L29 Cord's.

John, I have no real information on VanRanst's contribution to the Twelve engine per se, but can say that all of his patents assigned to Packard Motor Car Co. that I've seen dealt with driveline, suspension and transmission. For a little insight into VanRanst's inventiveness, you might want to read US 2,098,265 filed 3/31/32 titled "Design for Front Wheel Drive". You can get this from the U.S. Patent and Trademark Office. Packard's most prolific patenters in the 30s and 40s were W. R. Griswold and Clyde R. Paton.

It's a bit off the topic but you might enjoy looking at the enclosed table of some of the U.S. patents Packard claimed as relevant to the 1942-47 cars. This exerpt is from an article I had published some years back in The Packard Cormorant .

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pics and descriptions of my rods in this thread:

https://packardinfo.com/xoops/html/modules/newbb/viewtopic.php?topic_id=1364&forum=3

BTW Owen. I just found the 55 SC's. They were right there with the 56's all along. The index for the 55 and 56 SC's indicates only "Page 36" for any reference to the "3" vs "4" cranks. I'll look further thru them.