The pan with the depression is '56 Hudson, I have one available if anyone need it, with the oil pump also. Ontario Canada.

Attached are photos of a '56 Hudson oil pan and pump. I used this block to replace the damaged one in my '56 GH(Calf. assembled). The casting date was two weeks later. I was going to use this pump but opted for the Olds conversion. I agree with Jack, looks like the marine engines were modified Hudson/Nash.

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If you look in the search section for "motor mounts" you will find a posting on Feb 6, 2009. I converted chev motor mounts for my '56 Golden Hawk. I wanted the interlock system in case the rubber failed. My email address is changed to waynemh@shaw.ca,if you want to contact me offline.

Most modern V8 engines with a PCV system take clean air from a small filter located inside the carburetor air cleaner which is connected to the valve cover opposite the PCV. This is to remove condensate from the engine. Therefore the crankcase is not sealed.

I have installed a PCV setup on the engine for my '56 GH. I used a rubber grommet from a 1965-66 Buick 401 0r 425 valve cover, the one on the front left valve cover. I punched out the center to accept the PCV. I cut off the road draft tube and installed the grommet in the Packard valley cover, the other end of the hose goes to the vacuum connection on the rear of the carb.

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It is a mid 70's Volvo power steering pump, I installed it and the box in my Willys chassis. I then used '94 Grand Cherokee tie rods.

This is the arrangement on the 350 in my '50 Willys Delivery. It works very well with the connections oriented this way.

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This is off topic, but the Healey is a '56 100 with '63 roll up window doors to allow the use of the hardtop. The 283 has a solid cam and a Healey 410 rearend. This rearend was from the Austin Princess sedan, so it is strong enough for the V8. It has Jaguar rims to get some more rubber on the road. It has been on the road for thirty years. Lots of fun!

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I have installed a Ford RUG all aluminum 4spd with 30 percent OD in my '56GH. It was the truck unit with bigger bearings so it should handle the torque from the Packard.I have the car version of this transmission in my Austin Healey with a 283 and one in my '50 Willys Delivery with a 350. The pilot bearing I used in the GH was wider than the stock Packard due to the input shaft being 1/4" shorter and the inside diameter being larger. The bearing is JAG W303-2RS.

The engine mounts are the Chev ones that was previously posted. The engine and Ford transmission are now in the car. Jack I was not able to locate a double pulley in this area, that is why the conversion. The ears on the compressor could be rotated 90 degrees without a problem.