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Board index » All Posts (Owen_Dyneto)




Re: 1934 eight cooling system
#1
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Owen_Dyneto
Humanpotatohybrid, 1934 Packards do not have a conventional thermostat within the coolant flow. Instead they use a Fulton Sylphon style thermostat in the upper radiator tank to control air flow thru the radiator via shutter vanes. Only a single temperature rating was available, 160 deg. F. which was necessary to keep the coolant below the boiling point of the prevalent antifreeze of the day, methanol.

Bill, normal coolant temperature should be about 160 deg. F., a bit higher under stress like high speeds, mountain driving, etc. I think I've suggested this before, have you had the radiator checked for flow rate? This is the classic standard test. Not necessary to remove the radiator to perform this test. Some test details in the Service Letters, if I've already scanned and can find it, I'll add it here.

EDIT: Using the data for the 901-902 should be satisfactory for your 1100, essentially the same configuration. Also, check that you have the stiffener in your lower hose, or at least that the hose is not collapsed.

Also attaching some info on making a radiator flow rate tester, but your local radiator show should be able to rig something far less elegant and still provide useful info on whether or not the radiator is capable of sufficient flow.

PS - remind us, have you checked for a blown headgasket or cracked cylinder head or block? Checked the ignition timing?

Attach file:



jpg  Radiator flow rates.jpg (206.55 KB)
177_6338c9a1ac371.jpg 746X1892 px

jpg  Radiator flow rate.jpg (380.90 KB)
177_6338ca0e3ad12.jpg 1138X1051 px

Posted on: Yesterday 17:47
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Re: Firewall VIN Tag Stamping Questions...
#2
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Owen_Dyneto
A clearer image would surely help, but it's not apparent to me from what I can see that it's a fake. Number is in range for a late 426/433.

Posted on: Yesterday 9:26
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Re: Firewall VIN Tag Stamping Questions...
#3
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Owen_Dyneto
Pulfer and Williams may have been one of Packard's original suppliers, today they are part of LaVine Restorations.

The nickel plate on these tags was very thin, it's entirely possible that in some cases all traces of it could be gone after a couple of decades. When I bought my '34 back in 1963 only faint traces of the nickel remained, primarily in the corners.

Posted on: 9/30 20:02
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Re: Firewall VIN Tag Stamping Questions...
#4
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Owen_Dyneto
1. Based on photos I have on file, the 1929 patent plates still used the numeric digit "1" rather than "I".

2. The attached blueprint provides details of typical construction of the era; the plate material used was brass, background etched in relief, then nickel plated and then the background paint filled (black). I believe the plates used in the 6th Series had the same construction.

Attach file:



jpg  Patent Plate 133933 sm.jpg (486.83 KB)
177_633777ef6081e.jpg 1500X1028 px

Posted on: 9/30 18:13
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Re: Help identifying a 3spd transmission
#5
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Owen_Dyneto
You don't say what type of 75-90 is in it now. Gear oils with slip additives such as would be used in a differential are detrimental in a standard shift synchronized transmission as the slip additives defeat the action of the synchronizers.

Also the heavier oils will help retard gear spin which can benefit shifting.

When in doubt you can't go wrong by using the lubricant Packard recommended.

Posted on: 9/30 13:55
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Re: Firewall VIN Tag Stamping Questions...
#6
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Owen_Dyneto
Over the years of Packard production there were at least 23 different types and styles. At least 4 metals were used, plus the decal for the 1938 Detroit-made cars. Both tinned steel and aluminum were used immediately postwar, aluminum thereafter and finally, stainless steel. Nickel-plated etched brass used earlier, plain etched brass earlier than that, and the very earliest were actual brass castings. There are examples of each type used by Packard on display at the Proving Grounds.

The vehicle number was stamped at the factory, the balance of the information (selling date, dealership, city, etc.) was to be stamped by the selling dealer.

Among those who delve into the subject, the plate used in 1929 is often referred to as Style N (etched relief brass) and it was in use from the 2nd series Eight/3rd series Six thru the very early 10th Series. It appears that the transition from the use of the "1" to the "I" occured during that span, I'll try to pin that down for you later.

I'll inquire to the caretaker of the display at the Proving Grounds whether the Style N was left as natural brass, or bright metal plated.

Posted on: 9/30 13:34
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Re: Hershey 2022
#7
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Owen_Dyneto
My first Hershey was 1959 while I was a sophomore at Lebanon Valley College, about 10-12 miles to the east. My car at the time was a 1941 Packard 120 sedan. I've missed only a handfull of Hersheys over the years, expect to be there this year on Friday and hope to see some of you there.

Posted on: 9/27 19:32
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Re: Stewart's 1955 Packard 400
#8
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Owen_Dyneto
Marty, the difference in the convertible windshields is about 2 inches.

Posted on: 9/27 15:54
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Re: 1948 Packard 288 cu in voltage regulator
#9
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Owen_Dyneto
For starters, sounds like your battery may be hooked up backwards.

If your car is AutoLite equipped, the NAPA/Echlin aftermarket replacement regulator was VR-23. That's an old listing and the # may have been superceded by now.

Posted on: 9/26 12:46
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Re: 1931 826 lube oil filter
#10
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Owen_Dyneto
Reproduction Purolator EF-2 filters with modern internals available from John Cislak at Classic Auto Restoration, 413-543-9017. See his advertisements in the CCCA Bulletin.

I wasn't aware that Burr Ripley made any filters other than the Purolator L-6 and L-8, both of which are full-flow filters for 1934 and later senior models and not applicable to earlier models.

Posted on: 9/22 18:03
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