The service manual has the procedure, but specifies the motor brought to 6 degrees before TDC and the rotor position marked.

The bottom line is hold the pump with the distributor blade parallel to the camshaft and the punch mark on the gear vertical. It's on page 32 of the manual. But make sure the #1 cylinder is at 6 degrees BTDC compression. When you are done the drive should be slightly off horizontal.

The general rule is 3-7 psi for the light which translates to 5 psi for 500 rpm given required 10 psi oil pressure per 1000 rpm. Packard always specified rather low idle speeds so a flickering light is not always indicative of a problem. Somewhere in the literature is a note about that.

The note about the loose oil pick up tube is worthy of note. I have run into that problem and don't have a high opinion of that set up. The earlier cars with the fixed pick up and bolted tubes did not have oil pressure problems like those later engines.

I have made up the electronic controller for this security system where I live, so six volt electronic relays are an easy project.

Whatever feedback there is from the ignition system is present whenever the motor is running and can be mitigated using a capacitor at the distributor. The rest is absorbed by the battery. Trying to make up clamping diodes is not going to work because containing the primary voltage spike will affect the secondary and burn up the points.

The sender is at the oil feed from the camshaft to the valve train so there will be little difference. The earlier cars had the feed at the camshaft oil gallery but moved it across the block when they went to an electric sender.

I only use it to clean the oven except on occasion when something in the kitchen is stained.

The stuff in grocery store form is so expensive per ounce. The packaging and shipping is 99% of the cost. If you are dead set on using caustic there is also Draino which can be dissolved in water and applied with a brush.

I used to have incompetent painters accuse me of sabotage. Once I cleaned an entire Packard chassis with a scraper and wire brush, swept everything into a grocery bag, and handed it to him. "Here's your sabotage." Both him and the management were so stupid they didn't get the point. Another reason I gave up dealing with that stuff.

The system requires the carburation be calibrated because 20% of the air intake at idle is from the PCV. EGR is 7% during cruise.

Having PCV and EGR improve engine longevity greatly which is why the Clean Air Act was not ruled unconstitutional when the auto makers fought it. When the customer is benefiting from a law it can't be ruled wrongful seizure of property (cash). As Iacocca pointed out though, requiring each manufacturer to develop their own systems rather than a cooperative system was a total economic waste paid for by the customer. That was the doings of Congress and a perversion of anti-trust laws.

Those systems were known in the 1930's, but automakers did not want the cars lasting longer.

I'm thinking maybe 626 fenders might fit given the same number of hood louvers. They were using up left over bodies. If there is a parts book that would show it. It's a long shot.

It works like this: The EPA projects estimated gasoline use. In 2021 134 billion gallons were sold. Then they look at the pork barrel ethanol producers and give them an allowance. So, when they say the oil companies must accept 15 billion gallons of environmentally wasteful ethanol, that is conditioned on the 10% limit. Thus, if not enough gasoline is being sold EPA will lower the quota. If sales are so high that that the percentage is lower than 10% the oil companies don't have to buy the crap.

Those guys are correct that gasoline is a commodity that is shipped in common pipelines. All the differentiation takes places in the tankers where they add the ethanol and additives.

If gasoline wasn't all the same commodity every oil company would have to operate its own pipeline system which is nuts.

Oh, and one more thing: This ethanol benefits farmers in Republican controlled states. All of this talk about it being liberal fascism is baloney. It partly to reduces some of the licking farmers have gotten over the years by things like government sanctions against wheat sales to countries like Russia.

Look at the picture.

There is a common plate with a cutout to separate the coil when the key is off. When the key is turned clockwise the plate connects with battery feed. When the key is turned counter clockwise the only difference is there is no power feed.

The only reason for the separate coil feed is anti-theft. You can't back feed power to the coil without a short circuit.

What I did on the last one I handled (33 Su8) was with the cable separated from the housing I simply screwed the coil feed onto the main accessory feed and secured the armored cable under the dash. Forget all the fancy stuff. It's a two position switch - on/off. I don't know where it went, but I think that thing originally had a button on the end that was press fit into that divit.

It took me a while and a two mile grocery walk to remember.

That way you can convert the switch to non-load bearing by use of a relay. As well, that cable puts a lot of stress on the housing so once it's apart the cable should be separated to avoid having the thing fail on the road. It seemed everytime I pickup a magazine I saw that 33 in another part of the country.

The work I'm doing with this security system thing has me thinking of making up a six volt solid state relay that would weigh less than an ounce.

Cadillac used a combination ignition switch and transmission lock that was a total nightmare.