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Re: Hub caps for 1939 Super 8 - need 2
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Try John Ulrich_Packard Parts:

John Ulrich Packard parts 1928-47. Reproduction and used. Good selection of both Junior and senior Packard Parts. Quality California parts and a NO hassle guarantee."

Tell this worthy Mike/'47 Super Clipper, Walnut Creek, CA referred you. Honest and reasonable, most refreshing in this day and age.

Posted on: 2020/11/21 17:10

Re: 47 Speedometer
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Wes, may i refer you and Pat, as well as any other Packardites in need, to Chris Bock: cmbock@sbcglobal.net, (530) 400-0590. Chris is a good man, bought most of my remaining parts a couple years ago, i winding up with an enormous cache of '40s Clipper items. Chris has been involved with Packards since the very early '70s, owned a '47 senior Clipper back in the late '60s. Tell him Mike, '47 Super Clipper, Lafayette/Walnut Creek referred you.
Though Chris has long been Pebble Beach's chief judge, he views this as a hobby, bless 'im, and prices parts accordingly. Speedometer parts were among what he received.

Posted on: 2020/11/9 16:24

Re: Retail Packard Part Sources
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Jeff Adkins, Moose Motors, Penngrove (Petaluma), CA:

Jeff's specialized in Packards all his life; has much NOS mechanical, electrical, brake inventory. He can correctly rebuild Packard clutches, which are finer than the F-series Ford truck clutches many use these days.
Tell him Mike, '47 Super Clipper in Walnut Creek, CA referred you.

Posted on: 2020/10/27 16:47

Re: Did the Essex Terraplane have the highest horsepower to weight ratio?
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1933 Terraplane Eight, sedan for sedan, weighed 65 fewer pounds than '34 Ford V-8, rated at 9 more hp than the Ford.
There's a reason the Terraplane ruled hill climb, Pikes Peak, Mt. Washington (where the Terraplane 8's record stood for 20 years) and other events, was the basis for the Railton 8.

'35 Packard 120's performance target was the Ford V-8, a sprightly car for the day, since Fords could scamper away from the current senior Packards, Pierces, etc., and East Grand's mgmt. did not want their new junior car, fighting in the mid-price trenches, to be made a monkey of by a still lower-priced product, especially the ubiquitous Ford, Packard then being the most recognized automotive name in the world after Ford, the most widely held automotive stock after GM, owned by five of the Supreme Court justices, the leading choice in the world's embassies.

A lot at stake.

We're splitting hairs, but that's the car biz, then and now.

Terraplane 8 also put out more torque than the Ford V-8, and inline engines not prone to vapor lock as were veed mills. At the risk of venerating psychotics and hoodlums, in this regard, Dillinger, Nelson knew what they were doing.

To paraphrase Packard's later advertising extolling their PT-boat production, "Punks bet their lives on it."

In 1940, Augie Duesenberg was selling a marine version of the 254-ci Hudson inline eight, the same engine as the Terraplane 8 with a 1/16th inch larger bore for another ten cubic inches.

Tim makes good points about bin Laden. To this day, people still ooh and ahh over cars presumably owned by Bonnie and Clyde, Al Capone, Hitler, Goering, Juan Peron, and other scum, so it'd be swell if on this site devoted to "a gentleman's car, built by gentlemen," other than the disgusting June, 1943 wildcat strike by 25,000 Packard bigots -- a wartime priority -- we could leave mention of low life like Dillinger, Bonnie and Clyde, and despots to the down home old car sites.
And we've got Bratman, aka Orange Julius, to contend with today.

One of the beauties of Big Kev's masterful site, abetted by knowledgeable souls like Tim, HH56, OwenDyneto, JW and others, is that most here gathered are able to see our cars in perspective, to realize Packards were not built in a vacuum, to acknowledge that other automakers, at home and abroad, also knew what they were doing. Single marque myopia serves no one and is boring.

To that end, a class act from Clark Street, lost opportunity for Packard and all others:

https://blackdaffodill.wordpress.com/2 ... cs-and-african-americans/

Unsure how Satchel Paige bought his new '40 120.

Posted on: 2020/6/9 15:23

Re: "Concourse" vs. "Concours"
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Wonderful points above, all. Would also help if more car buffs realized the original European concours d'elegances were not remotely the janitorial d'nonelegances celebrated today.
Instead, cars often driven through rain the night before, parked on the grounds near the hotel, a bit of mud still on their tire treads and gasp, under their fenders, judged solely on line and form, innate style, presence.

Phil Hill's Santa Monica shop may've realized much income from the above hobby-decimating mentality, but he himself knew better, as when he remarked seeing "more cars forever ruined for the sake of a few more points at a concours."

A ho hum car given a zealot's restoration with better than new cosmetics is still a ho hum car. Nothing can change that.
Hard to believe today, that Packard advertised in the New Yorker and Literary Digest.
Thank you, gentlemen.

Posted on: 2019/12/28 17:30

Re: 1934 Packard 1101 Coupe 2-4
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Amen. I second JW. Whether Packard always did so or not, painting the grille shell and headlight pods integrates, sleekens, unifies the proceedings, lengthens the car.
Less is more; chrome should be like the seasoning a good cook uses to enhance, not whelm a dish. Packard was then very much an international car, the wide favorite in most of the world's embassies, a paragon of understatement, refinement.
Leave the heavy-handed chrome to Cadillac-ack-ack-ack-ack.

We have to remember that Packard was based in Detroit and often mired in that mentality. It's hardly butchering a car to paint what might've been originally chromed.
Many folks had Derham and others houses further de-chrome their Packards.
Of course, many wealthy folk thought whitewalls gauche, tacky in the day, but that's another discussion. As is foregoing sidemounts, which shorten the car, add weight to already understeering barouches. Like the above pictured '34 coupe, the Car of the Dome and others did just fine sans mounts.

Further afield, some day we'll teach alleged car buffs the difference between discerning and snobbery, and even, drumroll, wait for it .... that cars are better served without bolting on every option simply because it was available from dealers looking for wider margins.

While we're at it, 1935-40 Packards were never two-toned, despite today's virulent yahooism. And you seldom saw fine cars in the day painted bright/look at me/resale red. Magazine ads intended to grab page turners' attention are neither arbiter nor justification.

Posted on: 2019/6/20 14:49

Re: VN Plate Stamping
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Much as i dislike sounding like a broken record, why oh why can't someone simply re-do, silkscreen, etc. our existing VIN plates? It's a little thing, but often the selling dealer's signature etched into the metal.

Reproducing everything leaves you with a parody, a pile of reproduced parts, that connection with history lost.
Let's see if we can find someone somewhere willing to reink our original plates. Half a century since the moon landing. Can't be impossible.

Why does it have to be done only on a new piece of tin?

And please, don't tell us how we can do it. Let's find someone we can mail our plates to.
Some vital parts are in short supply and must be reproduced; rubber items among them, gaskets, etc. But reproducing does not = restoring, refurbishing, rebuilding.

Again, a palty matter in the scheme of things, but does show how the janitorial d' nonelegance mentality has decimated the hobby.

Packard Don above makes a good point. Enough with the fakey-do. Re-inking an original should be less expensive than having a trophy shop do a forgery.

Certainly more rewarding to retain that historic bit.

No opportunists catering to trophy hounds or those who imagine the more they sink into a car the more it's worth need apply. This is a hobby, right?

Can't be the only soul here gathered who doesn't want to see his car gradually morph into a hoax, a counterfeit.

Posted on: 2019/3/13 14:17

Re: Packard V12 vs. Lincoln Model K
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Far from being "off topic," your post is precisely the sort we'd like to see more of. Blindly worshipping anything with a Packard label, as though Packards came from a vacuum, hardly serves us. All industry engineers were members of the SAE, executives socialized, golfed together, etc.
From a 45-year immersion in vintage autoholia, a quick summation would be that the Packard and Pierce Arrow V-12s, and the Marmon V-16, were the more powerful, faster of the outsized, heavy iron classics. (The comically expensive Duesenberg J was obsolete shortly after its debut, it taking eight years for them to sell a mere 480.)
Packards were the epitome of refinement, Pierce Arrows more robust. Packard had a more modern chassis than Lincoln and most of the lot other than the Chrysler Imperial, but the big Lincolns had the finest craftsmanship; for example, chrome-plated brass interior fittings where Packard and Cadillac used pot metal.

This is of course hair-splitting. All were fine cars, though for the prices charged, they should've been. They are also more akin to silky fire trucks than automobiles, but of course impressive all the same.
Engineer and automotive historian Maurice Hendry suggested that if period Lincoln K, Packard and Pierce V-12 chassis displayed together, it would hard to discern one from the other beyond Henry Ford's belief in torque tube drive.
They were all done in by more egalitarian times and engineering advances which made more rational, more affordable, nimbler, snappier, often faster cars more attractive. The differences in these later cars is where things got interesting, the marketing more sophisticated, as it continues today.
Beware of nest-feathering marque buffs giving skewed, biased information.

Your One Twenty is among the best cars of the era's industry on a dollar or any other basis, Consumer Reports, who always got it right, giving the 282-ci-engined cars their Best Buy rating in their price class each year from 1938-47. But it took the economic horror of the Depression to wrest such cognac from a maker of expensive production cars headed by former cash register company executives accustomed to fat margins, aided by GM production men brought in to cost the 120, who wound up running Packard to the Company's detriment, though all independents were doomed and Packard buoyed by defense contracts as they faded.

Posted on: 2018/12/21 15:27

New 1937-53 flywheel ring gears & rebuilt Packard pressure plates, clutches
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As always, when I find good sources for our Packards, I believe in singing their praises. For the sake of a squealing pilot bearing that would wake the dead --it would surely have put the kibosh on Britt Reid and Kato's activity -- my '47 Super Clipper's transmission had to be removed. The factory flywheel ring gear had seen better days, so we got a correct new one from Jerry Pasquariello in NJ for $99 postpaid, shipped pronto. Jerry was a pleasure to deal with, but what amazed me, given Packard's propensity to tool themselves to death, is that all 1937-53 Packards; six, 282, 356, 288, 327 eights, use the same ring gear. Contact Jerry: pask0101@yahoo.com, (973) 890-9682 and tell him you were referred by a happy '47 Super Clipper in the Bay Area.
Like many, perhaps most, 1940-50 356 owners, my car had the usual modern interchange, a Ford F-Series 11-inch clutch, which worked fine. (I recall back in the 1970s the interchange for a '40 Packard 120 clutch was a Ford tractor.) Despite being in good condition, I figured as long as the transmission was out, why not install a rebuilt Packard pressure plate and relined clutch disc. Jeff Adkins, Moose Motors in Penngrove (Petaluma) in the North Bay has the correct jig for rebuilding and adjusting the fingers according to Hoyle/East Grand. Jeff still has some good cores but would surely welcome yours. Jeff has for decades owned a '47 Clipper, and can supply most chassis, mechanical, driveline parts for Packards, and brake parts for every old car under the sun, also rebuilds carburetors and other components. Prompt turnaround. I've known this worthy for years: 1 (707) 792-9985, packardguy54@sbcglobal.net

And, as so often, Howard (HH56) was unstinting, accurate advice. I am among those here gathered owing this patient gentleman our thanks. Thanks, also, of course, to our year 'round St. Nick, aka Big Kev.

A splendid Yule, Hanukkah, winter solstice, twelve days of Christmas -- i'm a traditionalist and oft wonder why merchants erase all traces of the holiday on Boxing Day, the 26th, like embarrassed drunks, when the 25th is but the first day of Christmas, especially as they've been milking the holiday since September --
and a safe, healthy, smooth 2019 to all.

Posted on: 2018/12/20 15:45

Re: Bolt plating
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Joe's right. Why court the possibility of hydrogen-assisted cracking in 80-year-old fasteners holding a two-plus-ton automobile together for the sake of some clipboard-wielding cupcakes? I learned about this side effect of plating from a lifelong aero/auto machinist/mechanic pilot who worked on everything from his driven in the real world supercharged '37 Cord Phaeton to P-51 Mustangs and one of the only 18 P-40s still flying.

Posted on: 2018/4/27 14:11

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