And don't forget to drain the torque converter. To do this you will need to remove the lower bell housing cover. Rotate the "flywheel" until you find a plug, and remove it. You will also need to rotate the unit another 180 deg. to remove the second plug so the converter will completely drain.

Regarding motor oil questions: For the conventional flat tappet Packard 6- and 8-cylinder engines suggest looking at Classic Car Motor Oil. It is rated for API Service Categories: SH, SJ, and SL and comes in 15W-40 viscosity. It has 1,600 ppm ZDDP. It is made by D-A Lubricant Company, and the Indiana Region of the Classic Car Club is selling it. For information go to www.classiccarmotoroil.com or call at 317-225-0040. Roller tappet 8s and 12s are not affected by the new formulations. Makes sense to me for my '37 Six and '47 356.

Owen, thanks for the clarification. You are correct, the "older" dual coil systems were much different and required a different procedure to set the ignition timing than the "newer" single coil systems. I guess one could say that they were essentially two systems contained in one distributor. I can imagine that synchronizing the two required much care and skill. Slight change of subject, I believe the second generation Cadillac V-16s had a procedure to set the engine idle as being at a comfortable walking pace (can't remember in which gear though). At least this is what an owner of one of these cars told me. Thanks again.

"At the end of that the timing light showed both number 1 and 6 as being spot on."

Mal, about your 24 February post: This subtle comment went right past me, until it reappeared in my mind this morning. I had forgotten that even firing, multiple cylinder engines, can have their ignition timing set on either cylinder no. 1 or the other cylinder that follows it at 180 deg.

I don't know why one would check the ignition timing using both cylinders, but it would show if something were out of synch.

I remember that on some V-8s in the early '60s the no. 1 cylinder was difficult to connect a timing light lead (this was in the days before induction hook-ups). We would check and set the timing with the other cylinder that followed no. 1 by 180 deg. as it was easier to make the connection. Sometimes the timing marks were on the opposite side of no. 1, and we would use the other cylinder to set the timing in order not to have timing light leads draped over a running engine.

Thanks for the memory.

gerardo, do you know Marcello Minerbi? He is an Italian auto journalist who lives in Asoio. He is also a Lancia affectionato. I met him in 2006 when he and a good sized group from the Lancia Club of Italy came through Santa Fe on their Route 66 tour of the U.S. A great guy.

gerardo, I took that photograph at the 32nd Texas Packard Meet in Salado, Texas last March. I looked to see if I have any more photos of the car, but this is the only one. It is an especially attractive car, and it immediately caught my eye when it came to the meet. I'll take more photos of it if it returns to the Meet this year. I also think the single color paint schemes work especially well on the Senior '55 and '56 Packards as compared to the multi-color schemes that were so popular.

Feltz Terrill was at the Salado Meet last year, and my attend again this year.

clipper47, et al --- I can use a trunk light, bumper jack and tire wrench. Thanks.

clipper47, correct on both observations: The electric fan is fastened through the radiator core. At least on the engine side there are foam washers next to the core. The flex fan is not conspicious when painted black. I am planning on attending the Salado Meet, and have signed-up for a brief technical presentation about "When your Distributor Comes Apart at the Seams", or something like that. Let me think about parts . . . Look forward to seeing you there. We went for the first time last year, and were warmly welcomed by the group, some of whom have been attending for most or all the time the meet has taken place.

I would also like to note that the Clipper has a 160 deg. thermostat and a 7 lbs radiator cap. It will get up to 190F on a hot Austin day, but does not loose any coolant. I will turn on the electric fan to bring the temperature down, for comfort of mind.