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Board index » All Posts (Owen_Dyneto)




Re: Front crankshaft/timing cover seal - questions
#1
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Owen_Dyneto
Use something like Indian Head gasket shellac or a hardening gasket sealant to hold the cork in the holder. Do not soak it in oil first, that will prevent the shellac or hardening gasket sealant from doing its job. When ready to install, some oil or light grease on the face that goes against the metal cover is appropriate, with the motor running it will soon enough become thoroughly wetted with motor oil.

Sorry, no idea about the notches, they weren't on my original. Perhaps a later change intended to go against the metal cover to minimize chatter?

Posted on: Today 18:25
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Re: Matching engine and chassis numbers
#2
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Owen_Dyneto
What do you mean by "chassis number", vehicle number? Or perhaps frame number? And it would help greatly to know what vintage of Packards you asking about.

Vehicle number and one of the two different type motor numbers were matched in 1955 and 1956. And prior to 1932 a vehicle number and motor number could randomly match.

Posted on: Today 12:53
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Re: Stabilizer bushings
#3
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Owen_Dyneto
You could make do with shock absorber eye bushings, and you can also buy the correct shape bushings in rubber from several sources or in polyurethane from Dwight Heinmuller. Having tried all these approaches over the years, I strongly recommend the latter.

Posted on: Yesterday 16:05
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Re: 53 Clipper Brake fluid and anti-seize
#4
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Owen_Dyneto
Why not just step up a click and go to DOT 4? Fully compatible with any residues of DOT 3, but offers somewhat better characteristics, including a higher boiling point.

Sure, by all means use some never-sieze type product on the starwheel threads! Absolutely. Just take care not to get any on the brake lining and drum surfaces.

Posted on: Yesterday 16:02
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Re: 1954 327 with 3 bbl carb
#5
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Owen_Dyneto
The only 2-bbl carbureted engine used in the 1954 car line was the 288 used in the Clippers.

EDIT: My error, Kevin's following post has it correctly - I missed a page flipping thru my reference.

Posted on: 5/3 6:53
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Re: 1958 Packard Pickup Truck (Argentina) - the last Packard?
#6
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Owen_Dyneto
I'm not sure what issues might arise by scanning and posting here something from a copyright-protected publication which The Cormorant is. In the past when I've scanned and posted from The Cormorant, I've first sought permission.

I'm not looking for a flood of requests but I've got all the back issues to 1963 and don't mind making the occasional copy for someone's personal use. The pdf index you can download from PAC's website is searchable IIRC.

Posted on: 5/1 15:26
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Re: Is this a 356?
#7
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Owen_Dyneto
Yes.

Posted on: 5/1 13:33
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Re: 1941 120 282 valves seat angle not right
#8
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Owen_Dyneto
Typical desired seat width is about 3/32". If you need to reduce it and move it down from the top, just use a suitably angled stone or cutter.

Posted on: 5/1 12:11
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Re: Burr Ripley L-8 Oil Filter question...how do you replace the filter??
#9
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Owen_Dyneto
The L-6 doesn't seem to show the female NPT coupling on the outlet side.

Posted on: 4/30 8:28
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Re: Thief-Proof Numbers (body serial numbers)
#10
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Owen_Dyneto
Look again more closely at the theft-proof number, the first character is a "D", not an "O". By 1955 the dies were really begining to wear, the stamped letters are much less crisp and defined than even 1954.

Theft-proof #s beginjing with a zero would be 1929. 999,9XX was reached at the end of the 23rd series and prefix "A" began with the 24th series. Then in turn, prefix "B", "C", and lastly "D". For reasons we don't know there were a couple of very early 1955 cars with no theft-proof numbers, and at least one that reused a prior number from the late 1930s. Perhaps these anomolies were the result of the internal chaos resulting from Packard having to reaasume on short notice their own body production - at least that's my own speculation.

Posted on: 4/29 16:13
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