Quote:For Chevrolet, the body style and trim level were two options and the engine was another separate option. It was common to see Super Sport trim hardtops and convertibles with six-cylinders or 2-bbl 283"s and 409" engines in Biscayne 2-door post cars.

Similarly, Studebaker-Packard dealers would build anything the customer wanted. The senior cars with manual transmissions usually came about because the Twin Ultramatic had failed so many times the customer didn't want to deal with it any more. The late Steve Williams owned a Caribbean converted to manual transmission by the San Francisco dealership.

Those of us working with the 1956 Studebaker Golden Hawk routinely come across cars with 374" and/or Caribbean 2x4-bbl conversions; the owners insist it was special ordered that way. The factory never built them that way, but the owners prefer to believe their own version.

There was one factory special order '56 Golden Hawk which has been documented. An owner ordered a solid gray exterior and a red leather interior. This was not a factory option, but they did have the seats done by an outside upholstery shop and put the notation on the production order.

jack vines

Thanks, Howard.

jack vines

Does p/ 6439312 seem correct for an oil pressure sending unit?

jack vines

Quote:Agree, Kanter is not keeping their website current. Even their phone sales staff must physically go to the shelf on many items to confirm it is in stock.

Max Merritt thinks a sending unit is worth $65-$95. I'll confirm which unit I've found and make someone a packardinfo deal.

jack vines

FWIW, looking for something else, I found a NOS oil pressure sending unit.

Trying to set a fair value on it, I couldn't find it in Kanter's website. Anyone know where it is listed?

jack vines

Quote:

Agree, Packard did some interesting variations with those last 327"s, five mains and seven mains, hydraulic lifters and solid lifters. Where can we go to confirm the 4-bbl engines did in fact have higher compression and more camshaft duration?

jack vines

So the considered opinion here is Packard Engineering was composed of idiots who just wasted money to no effect when they designed the four-barrel intake and used it on the 327"?

jack vines

Depends upon whether it's a core or a rebuilt engine.

With a core, the easiest way is to pull the carb, distributor and rocker covers and lay it upside down on the pallet. strap it tight.

If it's a rebuilt, we build a frame of 2x10s around the oil pan, set the engine in that and then strap to the pallet.

jack vines 

All one can say is, "That's unique. Of all the possible means of supercharging a Packard I8, that's one that never occurred to me.

The builder was a very good machinist, an even better welder, conceptually on a plane of his own.

jack vines

Quote:

Best advice you'll ever get.

Core carbs are still thick on the ground. PM me if you need one.

jack vines