Since our gracious host gave us a spot to chronicle the development of our beloved Packards, I decided to explain mine in a lot more detail here than I have on other areas of the web.

So, let's start out by explaining the title of this thread, "Eric's 1956 Patrician STS Restoration Project", STS of course for "Sports Touring Sedan". The idea here is to make a Packard with the power, agility, comfort, and luxury of the best of today's sports sedans. This will entail updating the engine to a higher output, updating the transmission to include an overdrive, and improving the suspension to include a larger sway bar in the front, a large one in the rear, 4 wheel disc brakes, and, possibly independent rear suspension, with T/L. (that's my BIG secret that I haven't told anyone about yet)

I feel that with these modifications, I'll be well on my way towards my goal of a Patrician STS. Oh, and I almost forgot, it will have full Caribbean trim, and be a 4 door Caribbean, with performance, luxury, and handling to outpace any car of the '50s, and a lot of ones from today.

To give an idea of this rather ambitious plan, here's a few details:

#1 374 supercharged (EFI possibly) engine
#2 T56 6 Speed transmission
#3 Fully independent suspension w/fully functioning T/L
#4 Four wheel disc brakes
#5 Improved sway bars front and rear
#6 Improved luxurious interior, front bucket seats, console, etc.
#7 Full Caribbean trim spec

Now, keep in mind, that this is NOT a street rod of any kind, more of a "What If" in the mold of Craig's Panther project, and to typify what a 2006 Packard Caribbean Sedan would look like. I feel that this can be done rather easily, but I can't reveal all my secrets just yet, so stay tuned!

Packard8, thanks for the link. My supercharger doens't show any positive boost at all, just goes to "0" on the gauge under throttle pressure, then drops back down to 15-20 in. when the throttle's off. I still feel this is because of two things: #1, the engine's bigger than the original 289, and therefore, using more air, and #2, it's not spinning fast enough for the supercharger to kick in any real useable boost.

Eric

Yes, you are correct. I figure that if what I do bolts onto the '56, I can always try the same on my '53 Clipper, and then you'd know for sure it will work on your '54. I still feel that as long as the spindles are the same for all the years, then this will work. Or actually, if the kingpins are the same then it will work, as you're discarding the original Packard spindles all together.

The year range for the E150 should be 1982 and earlier, to about 73 or 74, whenever they first got disc brakes.

Paul's setup included machining the steering arm, and going with a different type of steering linkage, namely one with a bigger tie rod end. Since E150 and F150 tie rods are different, I'm hoping that the stock Packard tie rod will fit the E150 steering arm. Otherwise, you'd either have to do what Paul did and change out the entire steering linkage and box, or have the steering arm welded up and drilled to fit. Neither prospect is promising to be easy.

I want to find a bolt on arrangement that's simple and can be done in one day, without expensive machining involved.

Also, changing out the upper and lower control arms is really difficult with Torsion Level, so much so that I'm not even going to attempt it.

Eric

When things warm up I may have a solution to this that is cheap and uses easily available junkyard parts.

Paul down in Las Vegas used the front spindles off of a 79 and back Ford F150 (twin I beam 2WD model) that worked really well. The modifications that were involved were rather intense, and I think I may have a workaround, but I won't know for sure until it gets warmer. My plan is to use E150 van front spindles instead of the pickup ones. They are different, and maybe that difference will be the solution to a complete bolt on that's inexpensive and easy to do. And, if it fits a '56, it should work for all years back to at least '51. If the spindles are the same part # for all years from '56 back, then this may work. I'll keep you all posted as time goes by.

Like I said before, this is going to be an exciting year for Packards!

Eric

Well, with the 7.5 diameter pulley on the crank will give me the correct ratio to go with. I'm thinking that the stock Packard crank pulley is 6", so with my 2.5" pulley that I bought for the supercharger, might be too much. I'd really like to know what the maximum speed is for the SN60.

Keith, I'm sure that the 320 can keep up with the best of the 374's, but just think of the 374 built up with the supercharger! Oooohh yeah!

Eric

I haven't changed any jetting on the carb because it was running rich in the first place. I have a 600 CFM Edelbrock on it right now, which was kinda big for my little 320 that I'm running. I'm pretty sure it's not in the carb, as jetting won't affect the airflow through the engine. It's also possible that the carb's too big, even with the supercharger, but I don't think so. In fact, I'm thinking that I'm going to have to move to a 700 CFM for the 374.

As to the exhaust, I'm using the stock pipes with glasspacks and no resonators. In a month or so, I'm taking it to the exhaust shop to have as large a pipe that I can fit under there put on. Most likely 2.5" will be the biggest that I can put under there, and still be in the stock location. There will be two Flowmaster's at the back, and that's all. Eventually, I plan on getting headers put on for the 374, which I'll probably have to make myself. I want this car to sound like it's got some guts, even if it doesn't yet.

When it's all said and done, it will have a nice muscle car sound to it, but yet you'll still be able to have a decent conversation inside the car, while traveling at 120+MPH.

On a side note, for those of you that have the '51-'56 body, as long as the lower front control arms are similar enough, I may have found a beefier front sway bar for our cars, in the form of a 4X4 2005+ F150 pickup. The front bar on those are 1.3255", whereas a stock Packard front sway bar is 0.63". I think I can use one off a F250, F350 for the rear. I don't know about everyone else, but the body lean in a sharp corner at speed has got to go. I'll keep you all posted as to my progress. Like I said, there's going to be some exciting stuff in the V8 Packard world this year!

Eric

The supercharger I'm afraid, isn't putting out the power that I think it can. When I drive it down the interstate at speeds above 70, I have 0 psi, with NO vacuum. Now, this tells me that it is moving air, but not enough. I believe that the pulley ratio isn't correct, but I don't know what the original crank pulley diameter was on the Avanti that it came off of. So, since I can't easily change the diameter of the crank pulley, I bought a new pulley for the supercharger that's 1/2 the diameter of the original pulley. When warmer weather hits, I'm going to put it on and see how much difference it makes. I have a feeling that my crankshaft pulley is at least 1" smaller in diameter than the Avanti pulley, but without one to compare to, I'm flying blind here.

It has made a difference in some ways, I have more power than before, but my top speed is still only 90-95 mph. Hopefully, when the 374 is done, 125mph will be attained.

Eric

Well, I apologize for all the drama that I caused, I just simply wanted out. Unfortunately, for me, the damage is done, and I won't be accepting peterg's olive branch. If the posts could be restored, that would be a different matter.

Like Speedster says, " If your house burns down, you don't go back and look at the ashes everyday, so I won't be back anytime soon.
To all that have helped me, over the past couple years, I want to say 'Thank You'. "

I feel the same.

And to those who won't be back because of the drama, you should really look at what's going on both sides of the fence before sitting on it.

And with that, I'm finished. No more rants from me.

Eric

Interesting! Do tell!

Eric