We pulled the seat out to repair some floorboard rust and replace the missing seat return springs. I suspect the two coat hangers tied together might not be the original connecting link. Was the original link between the seat release levers a cable or a solid wire or thin rod? I have both 3/16 aircraft cable and 14 ga steel wire available. Also, how were they terminated? I have one each or the release and return springs, I haven't found originals but found functional replacements. I'll attempt to modify them to look more correct.

When I get time, I shall document the effects of a leaking rear trans seal on the inner workings of an R11 Overdrive. It isn't pretty. Tom

The car is running nicely after a few weeks local driving and glitch repair.

Item one; failure to dab a little grease on the distributer cam will heat the plastic point follower and it will melt and the points won't open. OEM style points were special order, but points with the same footprint are available. The tab for the insulator and screw terminal needs to be cut off and the flat spring attached to the existing terminal in the distributer. That problem is solved.

Item two; the gearshift linkage is coupled to the transmission by square rubber pads about ?" thick. The 2/3 shift coupler sheared and lost second gear. A temporary repair is two hose clamps holding the two shafts together. I was not able to find anything on the web showing that part. I haven't had time to call any of the Packard parts venders yet so if anyone here knows where I can buy new rubber couplers the information would be appreciated.

Item three; the engine idles very smoothly up to around 1000 -1500 RPM then it develops a noticeable vibration. I don't feel it when driving. Removing the fan belt has no effect. I suspect it might be motor mounts but I'm open to suggestions. I also suspect the rear mount might be part of the shift linkage issue. The clutch and pressure plate were replaced with rebuilts. Has anyone seen unbalanced ones? Also, are Overdrive and automatic rear mounts the same and are they available without sending the old ones back for rebuild?

Item four; when the clutch was replaced about three years ago, the wheel cylinders and flex lines were replaced and the master rebuilt. Inspection showed slight leakage from the master so it now has a new Stainless lined one from Karps. Packard brake drums are made from two pieces. A stamped steel web and a cast iron drum. There are tabs, about ?" wide that are bent and swedged into slots in the drum. The tabs will crack at the bend and if enough crack, the drum will expand enough to disable the brakes. VOICE OF EXPERIENCE! The drums undergo visual inspection every time the wheels are removed.

Item five; the right windshield wiper drive cable is broken. The rare Ca drizzle grounded it today but, with the draught, I suspect there will be time to address the problem.

We're not quite ready or the Glidden Tour yet, but I'll take it anywhere in Southern Ca. I do carry a tool kit. Tom

I agree with all of the above; however I left out some history. The car was running well until about 2002 when the clutch got to the point it would roll backwards down a mild grade in low gear. About three years ago, I lifted it off 4 flat tires high enough to pull the trans / OD. While it was up, I also went through the fuel and brake systems. ALL rubber pieces including hoses were replaced and lines were inspected for rust holes. It does not have the DTV (Dreaded Treadle Vac) so I was spared that problem. Fuel tank problems delayed its return to the road. That was resolved about 3 months ago and it became drivable. Since the car was a work in progress, dent removing and parts collecting took precedence over blinkers and brake lights. Update with a bit more history; several years ago, I sold a 55 Clipper needing lots of work to a recent retire who wanted a project. Tragically, he had a fatal heart attack not long after. The new owner called me for history and information and I kept his number. I called him yesterday and he gave me back the original faded lenses it was sold with. One problem solved. Today was clean all Light sockets, connections and switch contacts and replace the brake light switch. All lights and the radio are working. The temp gage was a non issue; There was no thermostat so it never got hot enough to register. Removing the housing also removed the threads from the back hole in the water pump. There is enough clearance under the flange to use a longer bolt with a nut. Tire issue; One of the company Dodge Caravans blew an engine last year and it has been relegated to parts donor. It had just been fitted with 4 new 215 70 R15 tires a couple months earlier. The one I drive has about 50% ware. The new ones go on my car and the others go on the Packard. Tomorrow it gets an oil change, good tires and alignment. As far as reliability, it is neck and neck between the resurrection of the Clipper and the demise of my 90 Ford Ranger. The commute is 12 easy freeway miles and a 3 mile drive to the studio. I don't see a problem for the few weeks it will be needed. The only problem I see is that I can't go 6 blocks before someone flags me down to talk about it.

With fresh tires, it will get a break in run with backup car. I will report, Tom

Due to a series of unfortunate events, my son's girlfriend's Mini Convert is taking a thirty day vacation. The resultant car shuffling put the Packard back in commuting duty for the first time in about 14 years. The major problems, clutch and gas tank, have been resolved and it has been driven locally enough to show reliability. A daily 30 mile round trip, Pasadena to Glendale on a freeway, however, warrants a bit more attention. Obvious things, tires, brakes and blinkers are fast and easy. Sore thumb lenses and obsolete wiper blades aren't and this needs to be ready yesterday, I'll start by asking here.

I have one, intact tail light lens but it is not accessible until late tomorrow at the earliest. The right one on the car is gone and the left one has pieces missing but red tape will buy time. Are they left and right or universal?

Does anyone have a serviceable right lens they would be willing to part with for a small fee? I don't care if it's damaged as long as it has enough of its shape to patch. Two new repros are in the near future as is the $400.00, but by then the immediate problem will be resolved.

The wiper blade issue came up when I wanted to drive the 62 Mercedes in one of our few Calif. Rains. Blade refills are available locally if I look long enough but the arms aren't. I'm hoping the 52 bodied Henny ones will work. Otherwise, I scavenge friends garages for a Ford or GM cross. Anyone Know what it might be.

The plan for tomorrow is to get it safe, clean and address all issues that would warrant a mechanical violation. I think I have it surrounded but I'm not sure how long the lens I made out of a clear plastic cup, red paint and silicon will last. Tomorrow it gets a bath, oil change, registration, insurance and working brake lights and blinkers. I will postpone the gas gage but need to T/S the temp gage and Speedometer. If all goes well, it will go in service at 4 AM Wednesday. I hope, when the dust settles, a more practical solution will surface and the Packard can go back to being a neat toy.
I'll report the outcome, Tom

I do a lot of driving during the course of a work week. I am also addicted to old radio programs. Hanging from the rear view mirror, plugged into the "Power Port" (can't say cig.... Lig...r any more) and with the antenna stuck to the roof through the door, is my XM receiver. It has a low power FM transmitter set to a local vacant channel, 87.9, and I enjoy several hours of drama or 40's, 50's and 60's music. The receiver being light weight and portable, I can move it to any car I drive. I was going to take the Packard to my son's yesterday, so I started to pull the receiver off the mirror. It occurred to me, suddenly, I don't have 87.9 on the Packard radio. Nor do I have it on the 53 Henny, the, 57 Cadillac, or the 65 Jag. Those are the cars most appropriate for Suspense or Yours Truly Johnny Dollar. The obvious solution is a small, low power AM transmitter with an audio input that would play through the original AM car radio. I suspect something might be available that could be adapted, but the FCC might want to be involved. Low power AM transmitters are not hard to build; I think kits are still available. I could pull the radio and tap in an auxiliary input but that's work and I'm lazy. The transmitter would have to meet FCC specs and run on DC power between 5 and 14 volts. It could take any audio source. If any of my rolling stock rises to the rank of daily driver, I will have to build one. Tom

My son builds movie sets. At times he has to go to remote or unused studios. He called me Friday from a large building in Glendale where he found an interesting collection which apparently has been dormant for some time. One of which, is a very original 1957/58 Eldorado brougham. Also included is a 55 Packard Clipper, very like ours but more presentable, a 60's/70's Pontiac GTO convertible and several more that are covered. I will try to go there as soon as possible and get some pictures.
I found the reclusive cars yesterday. They are part of an estate and are owned by the four kids. There are several that I would be interested in; the 58 Brougham, 55 Packard, and 64 T Bird convert. The ones that are fun, but I don't need, include a very nice late 30's Ford Semi truck tractor with original sleeper, 79 Firebird convertible, late 80's El Comino and a collection of Harley parts. They are all tagged 1994. The Packard VIN is 5542-4829 Theft proof is less easy. It looks like D28750. The first character is hard to make out. It was being prepared for paint way back then, I'm told the missing parts are in the trunk. I plan to contact "Steve" (the only name and number I could track down) and find out more.
See you at the Swap Meet, Tom

This is the first chance I've had to brave the boat burial grounds to the lost Clipper. There is a stamped number on the firewall; it was hidden under a layer of spider webs and dirt. The numbers are 66?945. The "?" is a square with a slight V on top. I suspect it is 0 or O but I don't see it in the list of Packard font. I will post a picture as soon as I learn how to drive my new (Smart?) cell phone. I'm still intrigued by the headlight rings. They can't be Packard, might they be some 50's or 60's fad? I talked to the owner; he probably will be at the Doubletree next month, more on that later.
Next topic will be the saga of the 55 Clipper gas tank. First I have to solve it. Tom

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I didn't see another number when I took the one off the embossed tag that was riveted to the firewall. I didn't look very hard when I found the door post inaccessible. The next time I hack my way through the underbrush I'll look for it. Is that number also on a plate or is it embossed directly on the firewall like mine. There are several other Packards roaming around, as I see them, I'll try to document numbers, Tom

This one claims to be a Clipper on the door. I don't know how long it has been sitting here; its neighbor has a 30 foot palm growing through the engine compartment. It is sandwiched between a 39 Studebaker and a 75 Mont e Carlo. I took the body number off the cowl but had a bit of a problem with the door post Number. The driver's door would not open far enough with the Monte Carlo and the hinges were so rusted that it wouldn't open anyway.
Body number; 1692 3602 (thanks for the Packard Font, still looks like "I" to me)
This car has very interesting headlight rings that are inside the original chrome rings and extend about 3" out past the bulbs. They appear to be aluminum. I haven't had much luck with pictures, I'll try again. This is a car destined to be a parts donor or full custom. It would be a fortune to restore.
I'll try pictures again, Tom

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Another wealth of information and another testament to my ignorance; I thought the Clipper name came with the new styling. The procar society agrees that 16" wheels were standard on the commercial cars. Now, do I live with the 15's and more available wide whitewall tires or offer a trade and be technically correct for LOTS more money? Both cars now have vintage www tires, mine were installed before the car was wrecked 1983. The other car came out from somewhere that it had been for a very long time also.

Question about the theft proof number B 6506 I; the last character is a vertical line with very pronounced bars top and bottom, I read it as the letter I. The other number, B 65225 has all numbers. Am I misreading a 1 or do they combine letters and numbers after the "B"?

I'll print out the information and present it to the proud new owner, Tom