The front fenders on all 51-54 models are all the same except for the trim mounting holes. The holes are easily patched and you have a fender to make a template for new holes if you need it.
On my last project, I had rust holes, badly patched, on both front fenders of a 54 Convertible. I was planning to graft pieces from another fender but I found a very decent pair of 53 fenders so just replaced the whole fender. As a bonus the 53 fenders were not undercoated. I paid $100 for the pair. I had the 53 fenders stored in my garage for four years before I needed them but they saved me a lot of time and trouble eventually.
So start looking now and maybe you'll come across a good deal somewhere.

I had a larger problem with the badly repaired rear fenders since I needed the two door version. Not only are these models rare but any car that had decent rear fenders was too good to part out. I eventually fabricated my own fender patches out of sheet metal. It was a time consuming but ultimately satisfying task. The hardest part was getting the wheel opening the correct shape/size to accept a fender skirt. This may be a good option for you if your rust out is confined to the area from the wheel back as this part is a pretty simple shape. You may be able to tell what you need to do by looking at the inside of the fender behind the repair to see how extensive it is.

The 51-52 Clippers are not the same fender shape as the 53 senior cars.
Depending on how much you need to replace, the 53-54 Clippers may not work either as the door frame opening is different.
You would be safer to stick to a senior 4 door sedan. The issue you run into is finding one that isn't rotted in exactly the same place.
Nothing makes a project harder than having to undo someone else's bad work!

This book has been sold.

This power antenna has been sold

This is a hard-cover book approximately 9"x 11".

It features large samples of 20 paint colors and combinations of colors.
Each sample is about 4"x 9.5" and mounted on a heavy felt backing and coated with a clear plastic.
The samples can be removed from the book.
11 of the samples are for two tone paint schemes so there are 31 total colors.
The colors are all vibrant and I don't believe they show any fading.

The upholstery part features 32 cloth upholstery samples.
14 of the samples are 4"x 9"
4 of the samples are 4"x 4"
14 of the samples are 1.75" x 2.75" showing two tone combinations for specific models.

I am assuming that this is a pretty rare item.

I am selling this for a friend. She thinks her late husband acquired this about 50 years ago when he purchased the parts inventory from a defunct Packard dealer in Colorado Springs.

PM me for more pictures or questions

Price is $200 an I will pay postage to anywhere in US.

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Picture outside the Western Garage in Ventura, California.
The handsome guy in the middle is Leo Wright, my grandfather.
He worked at this garage as a mechanic and chauffeur. The Packard was a rental owned by the garage.
The garage also owned a Stevens-Duryea.

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Complete 55-56 power antenna unit. The nylon tape is brittle and needs to be replaced. The motor runs freely and the mast moves up and down easily.
The mounting bezel has some damage, looks like some gorilla mechanic used channel locks to remove it.
$160 and I will pay shipping by USPS to anywhere in the US.

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this 53 clipper is for sale in Monument, CO
www.facebook.com/marketplace/item/369325679198347/?ref=search&referral_code=null&referral_story_type=post

Maybe a Seattle Seahawks fan.

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Ah, the mysterious carburetor. What a "rube goldberg" contraption.

The problem with carburetors is that the carburetor you need at idle is completely different than the one you need for acceleration and different again from the one you need at high constant speed. Trying to satisfy these various conflicting demands led to many complicated solutions, some of which worked better than others.

At idle, the engine requires a small amount of a rich fuel/air mixture. On acceleration, the engine requires a large amount of a rich fuel/air mixture. At high speed, the engine requires a moderate amount of a lean fuel/air mixture.

At high speed, a two barrel carb is pulling air/fuel through both barrels. These barrels are much larger than the engine needs because they must satisfy the acceleration phase so they are not as efficient as they could be. At high speed, a four barrel carburetor is only operating on two barrels. These two are smaller than the two barrels on a two barrel carb and more in line with what the engine needs. So this phase is more efficient resulting in better fuel economy in highway driving.

While driving around town where acceleration is required, the four barrel is operating on all four barrels, increasing the air/fuel mixture. The four barrel carb allows more air/fuel flow than the two barrel leading to better acceleration. However, this results in worse fuel consumption in stop & go driving.

If you look at different carburetors, you can see how different manufacturers tried to satisfy the various engine requirements. The hard part is getting this to happen automatically. It really took the advent of small computers to truly automate the fuel system.

Why did Packard (and other manufacturers) offer both a two barrel and a four barrel? Money, it is more expensive to manufacture the more complicated four barrel. Not only the cost of the carburetor need to be considered but other changes to the intake and exhaust systems need to be made in order to take advantage of the four barrels greater efficiency.

If you are handy, you might consider repairing the ammeter yourself. An ammeter is just a small coil that creates a magnetic field and moves the needle. They are very simple.