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Board index » All Posts (TrickyDickie)




Re: Speedometer drive for 1922 1st Series Single Six
#1
Quite a regular
Quite a regular

Richard Sturdy
flackmaster, This is a shot of mine - it has no number that I can see, just the letters L S. I would be interested to buy your drive and cable, could you pm me with a price posted to the UK?
Thanks Richard

Attach file:



jpg  (30.51 KB)
25783_5a140e85a5488.jpg 640X640 px

Posted on: 2017/11/21 6:33
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Re: Speedometer drive for 1922 1st Series Single Six
#2
Quite a regular
Quite a regular

Richard Sturdy
Thank you very much! I will check the number on mine tomorrow and get right back to you. Is there a cable also with it? if so, I would take that as well. I will pm you to discuss when I have had a look at the number.
Best regards and thanks again
Richard

Posted on: 2017/11/17 10:35
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Re: Speedometer drive for 1922 1st Series Single Six
#3
Quite a regular
Quite a regular

Richard Sturdy
Yes, that is the part, in David M's picture!

Posted on: 2017/11/15 5:54
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Speedometer drive for 1922 1st Series Single Six
#4
Quite a regular
Quite a regular

Richard Sturdy
Can anyone let me know where I might find a replacement speedometer drive gearbox for my 1922 Single Six? The part I need is the small gear assembly which transfers the drive from the main gearbox to the speedometer cable. I am in England, so Packard parts are impossible to find locally. Any help would be greatly appreciated.

Posted on: 2017/11/8 5:36
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Re: Unleaded gas
#5
Quite a regular
Quite a regular

Richard Sturdy
Here in England I have been using Millers Lead Replacement Additive in the fuel for my 1922 Packard which has just had the engine completely rebuilt. It is probably completely unnecessary, but I spent so much money on having the engine made like new again that I guess that I have been taking the "belt and braces" approach during the first season since the rebuild. I think that tetraethyl lead was first used in petrol here in the late 1920s or early 1930s, so I'm sure that my Packard engine was not designed for leaded fuel. However, it was certainly NOT designed for fuel with ethanol added, as is the case with the junk which we buy at fuel stations nowadays, so who knows what is the best policy regarding additive?

Posted on: 2017/11/8 5:24
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Re: 3rd series single six engine
#6
Quite a regular
Quite a regular

Richard Sturdy
The "Squish" head came, I believe, with the 3rd Series Single Six engine. Basically, the 1st Series head had the combustion chamber and spark plug directly above the cylinder and the piston top protruded into the chamber by about 1/8". The "Squish" head was completely different, in that the piston top was flush with the block surface at tdc and the head was flat above the cylinder, with a wedge-shaped passage to the combustion chamber above the valves. The spark plugs are directly above the valves. The whole idea was to create turbulence in the mixture charge prior to ignition. This encouraged more complete combustion and more efficient conversion of the fuel into energy, giving increased power and improved fuel economy. I believe that the squish head also runs at a higher compression ratio. The difference in performance between my original engine and the rebuilt unit is remarkable and we put much of this down to the fitting of the 3rd Series head. The engine now has a 1st series block and all ancillaries (manifolds, carb etc) with the notably heavier 3rd series bottom end and 3rd Series head. We used alloy pistons with flat crowns and incorporated a spacer between the crankcase and the block to ensure that the pistons were exactly flush with the upper face of the block. As mentioned previously, it has been bored out to 87mm. This "hybrid" configuration was forced upon us by the fact that we did not have enough sound castings to produce either a full 1st Series or a full 3rd Series engine. The result however, is very satisfactory and I am truly delighted with the increased performance and flexibility which it delivers.

Posted on: 2017/5/18 4:03
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Re: 3rd series single six engine
#7
Quite a regular
Quite a regular

Richard Sturdy
Latest news on my car is that the engine continues to improve as it beds in. The car is now a genuine delight to drive and pulls strongly and near-silently from tick-over, even in top gear, with the only faint sound that it is running coming from the timing chain. When the block was re-bored to 87mm (3.4252") it obviously increased the displacement slightly, to 276.5 cu.ins.(4535cc) from the original 268 cu.ins.(4395cc) and this obviously helps the power and torque to a small extent, but I guess that the 3rd series head runs a higher compression ratio than the original 1st Series item Can anyone tell me the ratio?) and the "squish" design, with the combustion chamber over the valves, provides for more efficient combustion than the 1st Series system, where the piston crown partially entered the combustion chamber which was directly above the cylinder. I am so impressed with the Packard that it has become a firm favourite in our small collection of veteran and vintage cars. My only regret is that, being made in 1922, it is 4 years too young to be used in the Veteran Car Club events in which my wife and I participate in our older cars. However, I consider myself lucky to own such a machine and I take great pleasure in hearing that silky smooth Packard engine start up and propel me along in better style than the equivalent Rolls Royce model from that era - "Ask the man who owns one"!!!!!!!

Posted on: 2017/5/17 8:14
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Re: 3rd series single six engine
#8
Quite a regular
Quite a regular

Richard Sturdy
I'm delighted to advise members that, after many false dawns, we have finally got the engine in my 1922 1sr Series Single Six back to full health. It has had new pistons and rings, a rebore, new valves and springs, replacement block and (just recently, as the replacement 1st series proved to be cracked!)) a 3rd series "squish" head, complete re-white metalling/line boring of all main and con-rod bearings, new wrist pins etc etc etc.......the list goes on and on! Last problem after reassembling with a brand new cylinder head gasket, was water pouring down the distributor drive into the oil - cause was found to be the hard copper used to make the new gasket, so the old original "Packard" one was re-annealed, cleaned up like new and recoated with liquid shellac before refitting. Result is perfect and the car runs silently and sweetly as new. Needless to say, this has all cost a bomb, but it's worth it to have such a beautiful and rare car back in full operational order.

Posted on: 2017/2/9 13:02
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Re: 3rd series single six engine
#9
Quite a regular
Quite a regular

Richard Sturdy
Thank you very much for that very useful information. It confirms what we thought. Notably, the crank is MUCH heavier than in the original engine and the rebuilt unit runs much more smoothly. We used a 1st series block, bored out slightly to 87mm, a 1st series head and 3rd series cam and roller followers. We also fitted new 87mm alloy pistons designed for a British Ferguson 35 petrol tractor. The result gives great power and torque and the engine runs very well indeed.
Richard

Posted on: 2016/7/29 3:21
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3rd series single six engine
#10
Quite a regular
Quite a regular

Richard Sturdy
Can anyone tell me what the stroke measurement was on the 3rd series single six engine from 1925/6 ? I believe that it was 5" - the same as the earlier engine. The crank assembly/bottom end which we used in rebuilding the engine on my 1st series car was from engine number 68644, which I think is a 3rd series and the stroke is 5". However, I have been told that the 3rd series six had a longer stroke and that the number 68644 is from a 2nd series. I would appreciate it if someone could clarify this for me.

Posted on: 2016/7/26 2:42
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