Thanks, but most of us here gathered know the debut 120 was the same bore/stroke as Oldsmobile's straight 8, the same state of the art as the concurrent Pontiac straight 8, only, somehow, v a s t l y better than either or anything else. I resurrected, owned, drove one many years, witness my exchange with the 3M engineer. But i was asking a general question, not offering a thesis, so typed "282" simply as it applied to all the rest of that engine's production.

Cardinal Dyneto, that's as good a conjecture as i can figure. Thanks. Perhaps that's all there is to it. With the new 282-based, even tougher 288 & 327 introduced for the bathtubs, Packard may've figured the 282 had had its day, on land and water.

I wonder if any 120 engines were converted privately, or by some small firm, a la Augie Duesenberg's purveying the 254-ci Hudson splash-oiled straight eight?

And i still wonder why Buick never offered either its small or large ohv straight 8 in marine guise.

Chrysler built, proportionally, few 323-ci straight eights in relation to their inline sixes. That, and perhaps Mopar didn't bother with the smaller pleasure boat market for the reason BH cites above. Packard's marine 356 powered big cabin cruisers, fishing trawlers.

What's that they used to say about Camelot? "....for one brief, shining moment..." That was Packard, but for nearly half a century. No offense, but my interest fizzles out w/ the bathtubs and beyond, tho' a Mayfair coupe with stick and od is one of the best '50s cars extant, for those of you who enjoy postwar automobiles. Personally, i view my '47 as just a warmed over '42, not that that's a bad thing at all.

Interesting that even as Packard lay dying, they brought over Mercedes-Benz, the North American distribution rights.
Ironically, people who have no trouble comprehending Mercedes C, E, S Class and BMW 3, 5, 7 Series, can't grasp six, eight, Super 8, but that's another thread.

Anyone know why Packard sold marine versions only of the 245-ci six and 356-ci Su8, but never the 282-ci One-Twenty engine? A 3M engineer in Texas i bought some parts from for my '40 120 in 1975 told me they were still using Packard 120 engines working 24/7 irrigation pumps down there, governors set at 1800 or 2000 rpm.

BTW, in 1940, Augie Duesenberg was offering a marine version of the 254-ci Hudson splash-oiled straight 8.

Chris Craft runabouts used either a Chrysler flathead six, Packard 245-ci flathead six, or Gray Marine flathead six.

I don't think Buick offered either the small or large ohv straight eight as a marine version. Perhaps they didn't need the business, or the babbitt bearings retained through '48 were too expensive on overhaul?

But the Packard 1935-47 Packard One-Twenty 282-ci engine, as we know, was and is a good, dependable, husky engine. Did Packard figure it was superfluous, given the 245-ci six's durable, thriftier power? Or maybe it wouldn't take the sustained full-power flogging the marine six would, which was also used in severe taxi service.

?

Always wondered when the modern, superior worm-style hose clamps first appeared. An auld auto/aircraft/machinist friend who was around then says during WWII. Anyone know for sure, first application(s)? The CCCA still deducts points if you use anything but the original Mickey Mouse wire clamps on '30s cars, and i believe 1940, maybe '41.

Veteran international driver Jean Trevoux campaigned a Delahaye at the first La Carrera Pan Americana in 1950, but for the '51 race, entered a '51 Packard 200 with the optional (for the 200) 327, tho' with four Stromberg carburetors on a log manifold and i'd like to see a picture of that engine bay. Trevoux won the first leg of the race, came in fifth overall.

He campaigned this or a similar Packard through '54, but i don't know the outcome of these later events. Recall reading about the driver/co-driver of a Ferrari America in one of the early '50s runs hitting an eagle at over 100 mph. The huge bird went through the windshield, between the two men, and out the back window. They drove on like nothing happened.

You see the crowds hugging the narrow roads in towns and villages, with literally just a couple feet between them and cars traveling 80mph. Whew.

Now, one of these days, someone, somewhere, somehow, is going to unearth some sanctioned top speeds of 1940-47 Buicks and Packards.

Coupla longtime Packard friends who've owned, worked on these cars say the tailpipe is close, really close, to the side of the gastank. But since neither has access to a car like mine, can't check and tell me how close. So, any fellow 1942-47 160/180/Super/Custom Super Clipper on the standard 127" wheelbase (because limos might be different) owners, how much clearance on yours? An eighth of an inch, or ?

A Chevron engineer told us that gasoline lasts, stays fresh longest so long as it isn't exposed to heat above 80 degrees. Such is the case in my car's garage. Obviously, on a warm summer day, it gets warmer over the road. Packard wasn't building cars for occasional collector/hobbyist pleasure jaunts 65 years in the future.

Wondering if it's worth the bother to wrap that 12 or so inch section of tailpipe adjacent the gastank with heat insulation tape, or is that overkill?

Car's run fine all these years, never, ever vapor locked, nada. But curious if there's any according to Hoyle on this wee clearance.

Thanks.

Always wondered when the modern, superior worm-style hose clamps first appeared. An auld auto/aircraft/machinist friend who was around then says during WWII. Anyone know for sure, first application(s)? The CCCA still deducts points if you use anything but the original Mickey Mouse wire clamps on '30s cars, and i believe 1940, maybe '41.

If your '48 327/radiator proximity is cramped as a '42-'47 356 Clipper, i feel your pain. Though mine wasn't seeping, as part of maintenance neurosis i decided to check that lower hose clamp for snugness. Had to find a stubbie screwdriver that still had just enough length to get leverage. Fun.

Gator and present Company-- Gentlemen, no need to apologize for "hi-jacking" the post. It's all Packard, it's all good.

Love these photographs of the vast Packard plant in happier days. Many thanks for posting these.

We're survivors. The factory's fate, dim. While my only decision, for the moment, is whether a steel gray or aluminum paint'll look better on the tailpipe aft of the muffler on my '47 Super, the above pictures give us all something to reflect on.

Meanwhile, it's hard to believe the sprawling East Grand factory, at least the parts of it not too far gone, couldn't be restored to host various small businesses, shops, boutiques, spas, something, anything, perhaps with local Packard owners' cars on rotating display, as part of enduring United States history.

Crying shame.

Thank you, gentlemen. HH56, i'm with you, usually, on being lowkey. In fact, after i had them replated, i painted the insides of my bumpers black. But since the rest of the exhaust system is already gray/silver from the manifold through the muffler, believe i'll paint the tailpipe a similar color, per Packard47. This is silly, since no one'll ever see it. Guess this is like R-R's handwork, finishing on the insides of doors, places no one ever sees.

Similarly, on the bumper guards--i rechromed but didn't use those heavyhanded,bulky postwar "fender shields (as Packard calls them in the parts book)" bumper extensions-- i used a razor to split black windshield wiper hose to make a trim bumper-protecting gasket.

Years later, walking down the street, i see a parked late-model Rolls Royce sedan with that done at the factory. Only car i ever saw that did that.

As written many times by many motoring journalists, all R-R ever had to recommend them was craftsmanship.

We know our Packards are better automobiles, so they deserve any paltry finesse we might bestow.

Now i gotta figure out what shade of silver/gray to use. Decisions, decisions. Life is cruel.

Already have a chrome tip on the end of the tailpipe. I'm asking about painting the length of the tailpipe from behind the muffler back.

the annals of PackardInfo posts, but what's the best paint and exact color to paint my '47 Super Clipper's tailpipe? I'm asking this on the General, not postwar, Forum, since i consider my car as what it is, a warmed over '42, and a timeless design. Back in the early '90s, i ordered a new muffler and tailpipe in mild steel so it would resonate, sound right, from John Kepich. I'd already painted my exhaust manifold and exhaust pipe with that Eastwood high-temp paint, and the muffler arrived already terne- (i believe) plated or otherwise finished.

I never bothered to paint the tailpipe. It's still in good shape, just the expected surface rust. No one will ever see it but me when i'm underneath the car lubing the chassis, etc. But for the sake of the warm and fuzzy feeling it gives you to gild the lily of a car you really like, any suggestions? A coupla Packard and Cord friends suggested one of those POR-15, etc. paints that converts light surface rust so i won't even have to waste a kitchen scrubber, piece of emery paper or Brillo pad on this non-project.

Thanks!