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Board index » All Posts (JackVines)




Re: Packard V8 exhaust valves
#1
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Jack Vines
Quote:

R H wrote:
Back in the 70s. My dad had the pack 12 valves built up with stellite. And reground.

The 80s. He bought stainless valves.

My input is what's more cost effective.. New v. Welded and ground. Welded you keep the Packard script.
Very interesting, Riki. We've been building engines for a very long time and never welded up valves. In any case, that's not going to happen with us. My machinist refuses to build any more Packard V8s unless there are new parts on the bench. He says we're losing money every time we have to make the parts.

BTW, when the new parts were NLA, we've machined 352" and 374" pistons from Ford and Chevy parts, machined the connecting rod small end to fit the Ford and Chevy piston pins, recut head spring pockets for valve springs, machined down exhaust valves, et al.

jack vines

Posted on: 5/6 9:07
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Packard V8 exhaust valves
#2
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Jack Vines
These have been NLA for a couple of years now.

I'm considering having some made up with .005" OS stems so they could be fitted into worn heads.

What do you think about the demand?

jack vines

Posted on: 5/5 19:28
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Re: frozen engine
#3
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Jack Vines
Can't imagine a good outcome of trying to do what you're doing with the short block still in the engine compartment.

What may have seemed like an easier way will from experience turn out to be the hard way.

jack vines, who's learned most everything the hard way.

Posted on: 4/26 12:00
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Re: frozen engine
#4
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Jack Vines
Trying to save the pistons is 99% a waste of effort. If there is enough corrosion/rust to stick the pistons, it's a sure thing the cylinders will be so pitted they will have to be bored to clean up the pits.

jack vines

Posted on: 4/25 20:24
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Re: 1955 Caribbean carb question
#5
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Jack Vines
Quote:

Owen_Dyneto wrote:
Yes, dual Rochester 4-bbl carburetors were standard equipment on the 1955 and 1956 Caribbeans.
For true, the intake manifold is the same but the carburetors used in 1955 are different than those used in 1956.

jack vines

Posted on: 4/5 6:24
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Re: McColloch Supercharger for Packard V*
#6
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Jack Vines
What pistons are you planning to use?

Are you aware the first generation valve spring retainer are too soft and must be replaced with hardened retainers?

Are you aware the OEM valve springs do not provide sufficient tension for a supercharged engine?

It is theoretically possible to have a distributor provide the necessary timing curve for a supercharged engine, but it's difficult. The starting point would be to have the Packard distributor rebuilt to Studebaker R2 advance curve.

The best would be to convert to a crank trigger and a completely digital spark management.

Which camshaft are you planning to use? I have reground cams with more lift and duration.

As to the unobtanium forged crankshaft, they're not necessary for your application. No one has ever broken a cast Packard crankshaft on the street.

Consider a direct reading O2 sensor as absolutely necessary for your application. You don't know how much you don't know about carburetors and superchargers until it's shown in real time.

jack vines

Posted on: 3/14 8:49
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Re: Packard Engine to GM Auto Transmission Adapters
#7
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Jack Vines
Also available are speedometers driven by GPS signal, accurate to one MPH, only $85.

jack vines

Posted on: 1/9 9:35
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Re: The End of the Packard Marque: 13 July 1958
#8
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Jack Vines
There are a couple of beautiful '57 Packard wagons I've seen restored.

Can't ever call the '58s beautiful in my eye; distinctive, unusual, different, yes.

jack vines

Posted on: 1/5 11:35
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Re: Packard Mortality Statistic
#9
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Jack Vines
A point for discussion. I once attended a joint congressional committee meeting discussing safety standards for new cars.

One of the insurance industry experts told me privately, "Building more safety features into cars doesn't prevent accidents. It just allows the numbnuts to survive the accidents they cause. The safest car to drive would be those which have a 12-gauge shotgun shell built into the steering column which in an accident would discharge and kill the driver. Those cars would never be in a collision."

He went on to explain, as more safety features, such as anti-lock brakes, air bags, anti-skid controls, were designed, drivers just go faster, closer together and use up that additional margin of safety.

Same with modifying a Packard; it can never be anywhere "safe" by current standards, but the driver can choose to drive more safely than 99% of those around him.

jack vines

Posted on: 12/21 12:59
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Re: Packard Mortality Statistic
#10
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Jack Vines
There are very few Packards remaining which would be worth a fraction of the cost of a restoration, so easy to think of modifying them.

But then since Packard has no following among the rod nuts, there are very few Packards remaining which when modified would bring a fraction of the cost of building.

jack vines

Posted on: 12/18 11:25
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