I need a gas tank to fit my 1948 Packard 2262 4 dr. sedan. Does anyone know sources for this tank? Thanks, Fred

That is a rationale that I hear a lot when strolling around the weekend car shows in Southern California at some park with all the shine and Do Not Touch signs on the windshields. See all the "trailer queens" with their trailers parked around the corner or actually drove to the park from 25 miles away. What drive the Packard to work daily (night on the freeway, rain?),use it on a vacation more that an hour away from home, not travel in a caravan, no 6 volt jumper from AAA, reinstall the fabric cover copper wire loom, etc. These cars are restored examples of Packards for show and shine, people admire the showroom condition of these cars, but not to be actually driven as a family sedan for transportation because you do not want to risk it...it is so original and it cost a fortune and years to get it to this level of restoration.

I want my son and grandson/daughter to experience the enjoyment I did in my fathers 1950 Packard sedan driving to visit relatives, feeling the engine pull hills in igh gear without a sound, taking trips to the state parks, as the Packard was originally designed to do when 6 volt systems were new and plentiful. Today 12 volt systems and accessories (AM-FM & CB radios, GPS portable devices, cell phone chargers), bright headlights, powerful alternators..the very reasons you will drive you Jap luxury car instead of the Packard.

People will see your Packard in the park 2 maybe 3 times a year. Mine will be in the employee parking lot... each day.

Every day reliability is my goal so people will see this example of Packard styling and superior automitive engineering on the freeway and roads daily. Not sitting on the grass at a park on Sunday with a Do Not Touch sign on the windshield. I have one of those all ready.

I want to upgrade my 1949 Packard to 12 volts. I have read several magazine articles on generally how-to-do this on a Ford. I would want to replace the wiring with modern insulation, any sources for this wiring loom? Are there any lessons learned in doing this upgrade on the Packard? Any archived information somewhere? The information on alternator upgrades I have read look very straighforward. Phred

Ths stock compression ratio was optimized for 87 max octane fuelafter WWll.Increased compression is the easiest way to improve performance/economy of an engine. I will consider a valve head-to-combustion chamber roof clearance measurement to baseline the factory numbers. This engine has a very well documented history from the original owner so this will guide me to work up to a number for material removal on the head sealing surface for a daily driver. Phred

In the packard literature there is a detailed procedure to back flush the engine from the head outlet flange with the lower radiator hose disconnected. try that back flow prodecure with a combination garden hose and air compressor to get the pressure up to unclog any passageways. I have found deposits comong out of the water distribution tube. Phred

My 1949 Packard is the 4 dr touring sedan model w/Super 8 (327). The amount that I can mill the head on this engine to realize the power/economy on the octane now available (89-92) that was originally engineered by Packard is my goal. On flathead 6 cyl Studebaker Lark you can remove as much as 0.60" from the head for max. performance. Seems like 0.40" would be a reasonable number on the 8 cyl. flathead Packards. I would need to check valve head clearance before starting it up on the off chance that there is a clearance issue. I do not think an aluminum head was ever manufactured to fit this post war engine.

Un shrouding the valves, i.e. like on Ford flatheads, is an optiion but you will loose some compression ratio numbers(increased head combustion volume)but the air flow number increase should more than make up for that. Did Packard or a privateer ever run a straight 8 engine at Bonneville or on a track in modified form to set any speed records? If so, those modifications would have been captured in old SAE papers of the time. Phred

What are the head milling numbers and chamber re-contours for best performance to increase performance of the 1949 straight 8? There are several books out on the Ford V8 flathead modificatons for increased power-unshroud the valves, notch the block, etc. Phred