Points conversion kit from Pacific NW Region of P.I.
Fits 6th thru 9th series Northeast dist. $100
John

Ross

The go, no-go, voltage of the Pertronix is 4.5v. This is measured at the unit. When cold temp, slower the starter cranks the higher it's amp. draw, it is easy for the voltage to drop below 4.5 at the unit. Remember that there are about a dozen connection points in the complete ignition circuit that are a possible voltage drop.

In my experience , any electronic ignition will show up any weakness in the electrical system wiring very quickly.

The fact that it will sometimes start when you let off the starter is a sign that the voltage at the Pertronix was at 4.5v or below.

The best, for low voltage tolerance, electronic ign. that I have tested had a cutoff of 4v, none less then that in my experience.

John

Owen,
You can possibly test the valves by shutting off when it's missing, bring the #1 and #2 to TDC and putting air pressure to them, it should hold pressure, and listen for air escaping past the valve.

John

I am curious to know what happened to his original test fixture, the cycle car. That is the real historic vehicle that should be preserved along with the 55.

For the sake of historic accuracy, all of the PCM's and DAM's were built by the Packard brothers cousin, Hewlett.

Looking at the picture of the coil wire connection I will say that it's not right. The coil wire should be stripped back so that the bare wire sticks through about 1/8 to 3/16 and then bent over the brass, when screwed into the coil or distributor you will have a solid contact.

John

Larry Justice was a close friend and we had many discussions about things to do with distributors and coils.

For years we had a Saturday car guys lunch at a local restaurant, never knew who would show up, or how many.
As it was close to Larry's home he was almost always there and the chair at the head of the table was his, if he didn't show up the chair would be left empty. Larry was liked and respected by everyone he met, he is missed.

Larry was one of the first to build coils for Twelves and 33-34 dual coil systems. I never got involved in building coils as I didn't want to encroach on Larry.

I developed the 6th.- 9th series conversion because at the time I had a 32 902 and got tired of filing the burnt up points every 50 or so miles to make it run right, and I could not bring myself to pay $100+ for a set of points.

Sincerely, John

The 33-34 conversion kits from Packard's International and Max Merritt come from the same place, Custom Machine, that's me. I also have been supplying the conversion for 6th thru 9th series for years. I came up with the 33-34 kit at the urging of the guys at Max Merritt.

Owen, our two conversions are very simular but I did not copy you as I have never seen your write up. This was just the simple way to make it.

John

PJ
I recall talking about this unit. You have a 55 Packard with a 56 control unit. I said it may have been because it was a late 55 build but more likely someone in the past had replaced the original with a 56 because Packard Parts had been supplying the 56 unit as the replacement for the 55.

I have attached a wire diagram that shows how to hook up the wires from a 55 car to the 56 control unit.

If I neglected to send this diagram with the control you have my apoligy.

Sincerely, John

Attach file:

---

  (64.18 KB)

The only physical change to the brake system has to do with weight and it's location.
The drums, shoes, and other mechanics, were heavy and that weight was centered between the inner and outer wheel bearings.
The disk and caliper is much lighter and is moved inboard over the inner wheel bearing.
There is also a lessening of the gyroscopic effect due to the lighter weight of the spinning disk.
My .02 worth.

John