G'day Xavier, Good luck with your Packard project, the ticking noise is either a loud clock or a noisy engine lifter. This is the forum where you will get some sound advice on the matter from some very savvy V8 Packard gurus. My advice is to keep the old girl running and enjoy it during your summer. Come winter time you can worry about the ticking. Best regards and good luck Peter Toet

Phil,

Welcome aboard Packardinfo, a great Site with plenty of experienced and knowledgeable Packard lovers willing to help and advise. As Kev said, please include your Packard in the Owner Registry together with a pic and it's history, if known.

and

Xavier,

Welcome aboard Packardinfo, a great Site with great people who are only too willing to help. My youngest son visited Belgium only a few days ago on his European tour and provided this quote "Belgian beer is awesome"! So from one awesome product, beer, to another, Packards.



And as Randy said, please add your car to the Owner Registry with a pic and history, if known.

Monday 7th July 2008

As the granddaughters came to visit this afternoon, only a couple of hours at the workshop this morning. In that time cleaned up the Overdrive Solenoid while Wade was re-timing the Super 8 as it still wasn't running right. Wade had a thought over the weekend that the timing mark on the harmonic balancer/pulley might be showing 0 degrees and not the 6 degrees he wanted. Wade checked it but as it still didn't fix the problem called the guy around the corner, who rebuilt the carb last week, for him to come and help sort things out as it might be the accelerator pump playing up.

And soon after arriving I got the phone number from John of the guy who does in-car broken stud repairs and called him to tee-up his services. In between a seemingly never ending coughing bout, as I'm just getting over a touch of the "lurgi", managed to arrange for him to come tomorrow after lunch. Besides the 2 snapped intake/exhaust manifold studs there's the snapped transmission locating rod ball joint thread in the bottom of the tranny housing and about 5 of the front fender studs, where they mount the rear of the fender to the front of the body.

My major task this morning was dis-assembling the fuel pump, and was accomplished with a fair bit of help from Wade as he was waiting for the carby guy to arrive so he filled in the time riding shotgun and closely examining the fuel pump. This was because neither the '41 Packard Manual or the Motors Auto Repair Manual we have let alone the "instructions" with the pump repair kit contain much in the way of an explanation on this. Anyway it's now apart, partially cleaned and should be re-assembled tomorrow with the new kit in it.

Left Wade with the carby guy, as he arrived just as I was leaving, so we'll find out tomorrow how things went. Wade had also mentioned that, if time permits this afternoon, he'll take John's 110 clutch and pressure plate over to the re-builders.

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On my '54 the manual Master Cylinder is mounted on the frame rail just on the forward of the firewall (almost right under the parking brake assembly). Actually the Ultramatic shift linkage on my car connects to one of the bolts holding the Master cylinder in place. (not sure if that is only on the GearStarts)

Probably the easiest way to get to it would be from underneath. Currently I have all the front sheet metal off my car, so that makes it very easy.

On the 1954 Ultramatics there are two possible versions. If you have a Ultramatic the was built in the during the normal course of the production run, then you have a standard ultramatic and the dip stick/filler is only accessable from underneath the car as Howard said. If you car was built at the end of the production run (late July, August) then it may have a GearStart Ultramatic. It will have two indents on the selector for drive. One before and one after the "D". If you do have a GearStart then the dipstick is a more conventional style that is accessable from under the hood and you should see is sticking up close to where the stearing column is on the drivers side.

If you look at my project blob for my '54 Clipper Deluxe you can see the GearStar dipstick in alot of the pictures where I am repainting the engine.

The Clipper Special even though it was the base model Clipper is acutally a pretty rare car as very few of them were made when compared to the production numbers of the Deluxes and Supers.

Welcome to the website, and if you havent already, please add your car to the Owner's Registry.

SB Ford dampeners come in 3 varieties, a 28oz imbalance, a 50oz imbalance, and one that has both weights that are removable, effectively making it 28oz, 50oz, or zero. You want the zero-capable version. Just try and put on a 28oz or 50oz on a Packard and see what happens to your engine!

Incidentally, 3.8L Ford and Buick dampeners also will fit the Packard crank, but I have no information on their balances.

When I get the 327 here and start working on it, I plan on doing the Ford setup, and will post it all here.

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I've said it before, so I'll say it again, this is the BEST place for Packards and Packard information in the entire internet, bar none! You will find more useful information and more knowledgeable people here than anywhere else.

Thanks
The book didn't mention any possible uses for these engines or what if any differences there might be from the regular 327?

Welcome, and I'm sure you'll find lots of help once you start working on things. As to Ultramatic fluid, if it is a regular Ultra (5 detents PRNDL), it's a short dip stick and basically right under the accelerator hinge but the car has to be on a lift to access it. On the rare chance you have the gear start Ultra, then its between heater box and engine block on passenger side.