Re: Henry's 55 Constellation
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Forum Ambassador
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took the front drums off last night. has bearings from JAPAN! LOL! must have been replaced as they look really new and shiny with non burnt grease. the brake cylinders are nice and clean too with new rubber on both sides. the brake pads are really nice and thick too. not much rust at all inside the drum and brake area on the front. i might have gotten lucky and the previous owner did the brakes for me all ready LOL!
i will post more pics soon. any ideas on how to take the fuel line off the frame without taking off the front suspension and linkage. it goes under the driver's side upper suspension arm and with all those bends it will not come out that way. later guys, Hank
Posted on: 2008/9/20 11:26
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1937 Packard 138-CD Deluxe Touring Limousine
Maroon/Black 1090-1021 [url=https://packardinfo.com/xoops/html/modules/registry/View.php?ID=232]1955 Packard |
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Re: wiper motor
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Forum Ambassador
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My Trico catalogs are all pre-war, but make a call to
Ficken Wiper Service 132 Calvert Ave West Babylon, NY 11704 631-587-3332. This business is built on the remains of a former Trico service center and provides superb parts and service. My own personal preference would be to resist converting to electric; besides the authenticity issue, they offer little if any advantage over a properly maintained vacuum system except perhaps in climbing Mt. McKinley in a monsoon.
Posted on: 2008/9/20 8:52
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Re: Swiss Packards
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Forum Ambassador
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I'll have to search around for the other photos from Switzerland, but as long as fire engines got your interest, are you familiar with the small run of fire engines made by General on the Packard Twelve chassis? This picture was previously posted on this site but I'll put it up again, it was taken at the Packard Centennial in 1999. The second photo is of a 6=40 built for Brooklyn, NY fire department.
And although not Packard related, I've found this photo of a Stutz-powered early fire engine interesting as well. Hope you enjoy.
Posted on: 2008/9/20 8:30
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Re: The Second Packard "Twin Six"
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Forum Ambassador
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A picture is, as they say, worth a thousand words so perhaps the attached section of a PMCCo engineering drawing will help you visualize the combustion chamber/valve layout of the Packard Twelve of 1932-39. These blueprints are dated 1936 but other than the changes for 1935 in displacement and from babbit to insert bearings, the engine remained pretty much the same through its entire production run.
There are usually many reasons behind decisions. Some of the reasons for the introduction of the first V12 were prestige, a smoother and better powerplant, but certainly one consideration was that it was cheaper to manufacture than the prior "Dominant Eight" or "48". Likewise at the end of the early V12, the Single Eight was introduced, again in part because it was as smooth and powerful but also because it was cheaper to manufacture than the Twin Six. But the Twelve of 1932 became what it was primarily because of competitive pressures from the Cadillac V16/V12 pair.
Posted on: 2008/9/20 8:19
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Re: Dave's 2279 restoration
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Home away from home
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One more code:
OB - Oil Bath Air Cleaner (per the '56 code list provided by Brian)
Posted on: 2008/9/20 8:11
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Re: Broke down.
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Home away from home
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1.Is there any known history of the engines???
2. how many miles are on the engines?
Posted on: 2008/9/20 7:18
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Re: Broke down.
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Home away from home
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You really need to do some of the checks mentioned in this thread before you buy anything. I am leaning towards checking the bearings, let us know what you find.
Posted on: 2008/9/20 7:06
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Re: Broke down.
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Just can't stay away
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I have a 55 400 and have experienced much the same problem. There would usually but not always be lifter rattle on starting which would go away as the car warmed up and was revved a little. This would also sometimes come back at idle. Last time I started the car i got the same rattle which suddenly began to sound like something more serious. I shut the engine off and am now wary about starting it again.
Reading about the shortcomings with the standard oil pump I figured this may be oil starvation and I am getting a Melling conversion kit from Craig which I will fit and try again with fresh oil when I get time. While the oil pan is off I intend to look at the bearings but I don't really have enough experience to know what I am looking for. I also intend to remove the valve covers and see if anything is amiss there. Any advice would be appreciated.
Posted on: 2008/9/20 3:37
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Re: The Second Packard "Twin Six"
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Home away from home
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If I might just jump in here, the earlier question I posed brought a wealth of information. I was indeed asking about the "second" Packard V12, which for some marketing reason was sometimes referred to as a "Twin Six" although it was a completely new design. The first Twin Six was enormously popular and put Packard front and center for American automobiles, coming out in the early early days around Springtime 1915 (John, I won't argue with you, neither of us was there.) But as impressive as the first engine was, I really wanted to find out more about the Second Packard V12, which has always been kind of shrouded in mystery for me. Even its engineering team and first production date are sort of hard to determine. It's "That 30's Packard V12."I did find out that the last of the original "Twin Six" are believed to have been produced by June 1923.
I posted here in hopes of confirming or debunking a suggestion I read elsewhere that... aw heck, let's just call it the "2nd Generation" Packard V12... had an early version of what could be called "Ram Air" and/or a "wedge" head. I find the answers here to be mostly positive, especially from packard V12Fan (considering at first you posted that you didn't know exactly what I was asking, you certainly nailed it in your answer later on). I guess that you could say, rather than a "wedge head" the 2nd gen Packard V12 had a wedge-shaped combustion chamber. And with all surfaces machined, to boot. Talk about polished and ported! You could give Packard quite a bit of credit for realizing how important it is to allow an engine to breathe free to get the additional "free" power out of all those cubic inches. I'm often shocked at the tiny carbs and intakes on those monsters, (and also restricted exhausts). I imagine the engineers aimed more at smoothness and silence, and sacrificed power. The thing I've always liked about Packard is the payed attention to BOTH luxury and performance. But I wonder how come it took Packard almost a decade--during the "Roaring Twenties" no less--to begin producing a new V12 after they had become famous for their first effort. And then when it came along about 1932, it came with so little fanfare for so much innovation, while the "Light Eight" seems to have been favored. Even Alvin Macauley is said to have referred to the 8 as the more important introduction of the year. Their timing for it wasn't the best, it's true, but then why did they wait so long? In addition to the fact that I was pretty sure of getting knowledgeable answers here, I made this post because of the site's great collection of literature, pictures, and possibly engineering drawings that could be unearthed or contributed in regard to this engine... the LAST of the Packard V12's. (I still can't quite visualize the valve setup, and the exact shape of the combustion chamber, was it a continuous wedge or more of a peak design?) Thanks for all your input.
Posted on: 2008/9/20 1:34
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Guy
[b]Not an Expert[/ |
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