The robe rails or ropes (which is more what they looked like) were only on 4-door sedans.

The standard Henney-Packard master bore is 1-1/8” and would bolt right in to any 1951-1954 Packard. The Henney-Packard Treadlevac also apparently had a larger bore although I installed one from a Patrician.parts car into my 1952 that stopped it on a dime

I was told that it had sold but I did notice the same photos.

This is what it looked like as my everyday driver back in the ‘60s before it became a club sedan. The same tires, purchased through JC Whitney when I was 17 (I’m 72 now), appear to still be on it! This was the first and only time I ever put chains on it and I still have them somewhere!

It never had the belt molding trim and the running board trim is from a late ‘40s or early ‘50s Hudson. For a while it also had Nash hubcaps.

The 1940 Club Sedan is a 110. How do I know? Because I owned it since the mid-'60s until selling it about 15 years ago when I sold my San Jose, CA house with its huge garage and large yard and moved to a new house with no yard. The next owner never bothered to transfer the title and it was still in my name the last it appeared on Facebook. This car was sold new by the Packard Seattle Company and currently has a 1941 engine but I still have the engine to which it is titled.

Also, I forgot in my earlier comment that each manufacturer may have made aftermarket replacements for the other's devices.

The Executives which were based on Clipper Customs which typically used Autolite while Packard used Delco. Although many things were changed when "converting" the Clipper to a Packard for the Executive, the wiring wasn't one of them so likely the components have been swapped at some point. All Executives I've ever seen were Autolite from the factory.

Drain and flush the fuel system too, putting in fresh petrol. Also, rebuild all five Grace cylinders with modern material and replace the three brake flex lines, then completely flush with new fluid. I prefer DOT5 full synthetic for a longer-lasting system.

The term solenoid is often misused but these are relays. A solenoid is similar but the electrical power on a solenoid triggers mechanical motion such as the 1954 senior starter solenoids which physically engage the starter gear to the flywheel. On a relay, an electrical connection is made but no more.

The numbers stamped on parts typically have no relation to part numbers as they were made by outside vendors. Sometimes the same part can have a different number depending on who manufactured it.

The fender antennas are indeed quite tall! One of my mid-60s cars had one that made Packard's look like a stub. I had never seen such a tall antenna even on cars of the same year and make. The car was coachbuilt so I expect the antenna and a couple other things were special order over the opulence it already had. Back to the topic, it had two signal seeking radios and both required a signal to stop so it was something common to the design rather than to the make.