FUEL TANK: Following the link given on the "Re: Fuel Tank Interchange" thread, I found my way to moparpro.com and a '37-'38-'39-40 fuel tank
https://www.moparpro.com/gas-tank-1937-1940-packard/p1898 which I am ordering.
In the Parts Book for '35-'41, this tank's original number is Section 9.300 #326662 which should be a 21-gal. tank used on '38 thru '40 120s and Super 8s before, due to an indentation to accommodate the trunk spare tire in '41, a 20-gal tank was used.
I verified that the Moparpro tank FU-1101 is a 20.6 gal tank.

It’s on page 61 of the 1940 160-180 owners manual. A note to the mechanic (which I do not claim to be). If the pedal free play is less than 1/4”, fluid will heat up after several applications of the brake pedal and drag the brakes. Yes, there is a vent in the lid of the MC, I’ve cleaned it with a thin wire and carb cleaner. But the ref to keeping the fluid 3/8” below the neck I found in the Motor Manual Brake section. I’m not sure what the role of that vent is.
I’m going to blame Ross’ video for encouraging me to adjust the pedal with very little play because when I did it in a cool garage, the fluid heated up on my first sojourn to take up all that free play. Ross is a super generous guy but that’s what you get for making DIY videos for some people who should never remove a wrench from the tool box.

Thanks, Don.
I adjusted the pedal play by turning the nut at the rear of the MC.

What I was referencing regarding the amount of brake fluid in the MC is that it should be 3/8" below the filler neck, below the bottom of the filler cap. Without that space, the brake fluid when slightly heated from engine heat will expand, take up the free play in the pedal and drag the brakes, which will get very hot, hot enough to ruin the drums. I had it too full I think, so I removed some.

It all works perfectly now.

"TEST DRIVE"Not to beat a dead horse, but I drove to my hearing test and to NAPA putting on about 25 miles RT.

I made sure I had filled the master cylinder near, but not to, the top and adjusted my brake pedal to about an ince-plus of play at the top.

When I got home, as a result of the brake fluid expanding from engine heat, I had almost no pedal at all. I removed a bit of brake fluid from the MC and backed off the pedal adjustment nut a couple of turns.

O BTW my hearing tested normal, or more correctly, my hearing loss tested normal. Light everything else I'm in great shape...for my age.

It may have been, Kevin, because moving the eccentric half a turn really released the wheel. But I also think it was because everything was so new. I drove several miles today and everything seems to be fine. But just in case I screwed up, I have a backup set of bearings and seals. That's one advantage of having a car that stays in the family. I know they'll be needed someday.

It may have been, Kevin, because moving the eccentric half a turn really released the wheel. But I also think it was because everything was so new. I drove several miles today and everything seems to be fine. But just in case I screwed up, I have a backup set of bearings and seals. That's one advantage of having a car that stays in the family. I know they'll be needed someday.

Just want to put a word in for the 1940 Borg clock. I think it's cool the way it works. It's "electric" sort of. It has a watch mechanism. The electrical aspect is to wind the watch every few minutes, that click.
Fully wound the two electrical contacts are sprung far apart and as the clock runs down, the contacts come closer and closer together until until Wham! they touch for a moment which springs them back apart winding the watch mechanism.
Since cleaned up by the ClockWorks in Feb 2018, it's been running perfectly. People are amazed when they notice it. But then again the tube radio has been working since 1986.
I would just add that if you don't drive your Packard often, it can run down a regular 6V battery if there's no trickle charger on it.

BRAKES. The new system in the front is fab. I did the adjustments according to Ross, including the eccentric anchor bolts.

My setup was a little different from Ross' in that the inside of the anchor bolt was threaded with a deep grove in the center (sorry that's not technical), but I couldn't put a wrench on it, so I used the tabbed end of the brake spoon and that worked. (I couldn't get enough leverage with a screwdriver, even a fat impact one.

videos at
http://www.mktx.com/packard/LoosenAnchorBoltLockNut.MOV

https://www.mktx.com/packard/TurningAchorBoltwSpoon.MOV

https://www.mktx.com/packard/TightenUpAfterArchorTurned.MOV

Then I used a one man brake bleeder because Chuck couldn't make it. That worked just fine, though I may redo it as a check next time he can make it over. I also adjusted the brake pedal nut so the pedal is close to the top.

So now the 120 brakes are gone and the Super 8 front brake systems are installed for the long haul. Another 440,000 miles? And I have a spare set of brake shoes on the shelf.

LIGHTS. New LED taillights are brighter than filament. I tried Ross' suggestion to turn the blinkers on and off at the switch 100 times to clean the contacts, and that really worked. And the new stoplight switch gives me brake lights (where this latest round of updates all started).

So I'm a happy camper at the moment.

That’s amusing, Tim. The announcement color scheme for my ‘40 was Harbor Gray (light warming gray) with red leather. I imagine that after producing enough Harbor Gray Packards to meet the 1940 model introduction demands in August 1939, your mind would go gray with fog, which was appropriate for the Duchess to be sent to ECA in SFO. By the time I got her 20 years later, the Harbor Gray was worn down to gray or black primer in places. But for the factory paint shop, I imagine, One more Harbor Gray Packard and you might as well move to Oregon.

(715) 479-5759
The Clock Works
Eagle River, WI
Reasonable, competent, and your clock will run as originally designed. I had a couple of disappointing experiences before I found them.