Heat might do more harm than good on 60 year old plastic. The knob has a brass insert and the shaft that it slides onto is made of steel so it is likely stuck due to corrosion between the dissimilar metals. Try removing the set screw and squirting some penetrating oil into the hole to help loosen things up.

Don,
The 1946 Accessories brochure also shows a vacuum antenna that mounts on the left front fender. Any sign of a mounting hole there?
The roof mounted rotary antennas are scarce and tend to be quite pricey.

Kevin

I have most of the missing Service Counselors except the index for 1946 and will send scanned copies when I get a chance.

There are 2 index sheets for 1947, one from January to June and a second from July 1 to December. Only the later one is on the website so I will send the earlier one to complete the set.

There was a bit of a mixup by Packard in 1947 in that there was no Vol. 21 No. 10 Counselor issued but there were 2 issues of Vol. 21 No. 9, one dated May 1 and another dated June 1. The June 1 issue is already on the website.

I don't know if a separate index was issued for 1948 but there was one for 1947 through 1948 which I have.

I also have all 3 of the missing issues for 1949 and the index for 1952.

Here are some photos of the drivers side pillar for a 22nd Series that I saved. It should be the same as the earlier Clipper bodies. There is a rectangular opening lower down on the pillar that could be used to fish in a small reinforcing plate. I don't think that the original sheet metal would be strong enough to support the load from a shoulder belt.

Attach file:

---

  (148.03 KB)


  (138.93 KB)

The M6***** number would be for the original 359 cubic inch 9 main bearing engine. These engines had an aluminum cylinder head and a larger bore of 3-9/16 inches. Other 1948-54 engines used a 3-1/2 inch bore. The aluminum heads were prone to corrosion and the blocks tended to crack between the valve seats and the cylinder.

The 455139 number on the cylinder head is a casting part number that differs from the listed part number due to final machining but does indicate a cast iron head for 1953 and 1954 Clippers with 327 cubic inch engine.

The 3274 number indicates that the head is for a 327. Not sure what the 4 means. Is the 4 larger than the other 3 numbers?

The c with an L through it is the engineering symbol for centerline and probably relates to the clock dial symbol that should be next to it.

The number on the front is the casting date, Oct 26, 1953.

The number on the firewall left as looking from the front of the car is indeed the theft proof number.

The number on the block in the M3***** series is the engine number and indicates a 327 cubic inch motor from a 1954 Clipper.

Model identification and engine number data can be found on the first few pages of the 1948-54 parts book which is on the this website. Specifications for 1954 are listed in Service Counselor Volume 28 No 4 which is also on this site.

For the frozen parking brake cable, try soaking the complete jacketed section with PB Blaster and flexing back and forth by hand to help break the inner cable free. You mentioned using a bumper jack so I am assuming that was with the cable installed in the car with the outer jacket held by the brake backing plates and frame brackets. If you can get it to break loose then working the jacket back and forth on the cable with more penetrating oil should gradually get it working properly.
Good luck!

My father was born in Brussels and came to Canada as a very young child but I still have relatives there and usually spend a few days there anytime I am in Europe. The aviation wing of the military museum is always worth a visit as they have a number of rare early aircraft in addition to the more modern ones. I was there last fall and toured the Autoworld exhibit which was new since my previous trip. As others have noted it is very nicely done with the cars arranged in chronological order.

This is on a 1951 300 - correct?
Do you know if the conversion was done using the 1952 to 1954 Packard power steering setup or some other system. The linkage for the Packard system is all completely different between manual and power steering except for the outer tie rod ends and connecting sleeves. The steering box for power steering also has a different ratio with fewer turns lock to lock. You may need to change all these parts back in order to return to the manual system.

The differential pinion seal for 1952 and earlier is a 3 piece assembly consisting of a retainer that is pressed into the carrier, an outer felt ring and an inner seal that is pressed into the retainer and holds the felt ring in position. If you can remove the assembly without damaging the retainer the inner seal can be replaced with a new one that is readily available. I have only done this in the past by taking the ring gear and pinion out of the carrier so that the seal assembly could be pushed out by using a drift against the rear side of the front pinion bearing. Chicago Rawhide # 16117 is a number that worked in the past for the inner seal.

Carl,
A supplement was issued for the 25th Series in the Ultramatic section in the 1951-54 service manual. One of the changes noted is the relocation of the converter drain plugs from the front face of the clutch housing to the outer diameter of the housing, so it looks like you found the right plugs. I checked an old 1952 or 53 Ultramatic that I have laying around and the drain plugs are on the outer diameter on it.
Still, it seems strange that there was no fluid left in the converter.