Packard Forum Index » V-8 (1955-56)

When I look at the small block water pump I can't help but think that it could be adapted to the packard v8...my brother does some waterjet work and I feel like I have to figure out myself if this is doable. Making my own bracket seems feasable, but I would like to know if anyone else has even tried it?

I think this is one of those things that people haven't really put effort into because it's generally not an issue for anyone. If you want more flow at low speeds, you could easily change pulley sizes, stock pumps are durable and last a long time, and are easy and cheap enough to service. The only people really using electric water pumps are racers who really feel they need those couple HP that the pump can be eating up.

Unless i'm missing something and there's going to be a shortage of packard v8 waterpumps?

Not terribly familiar with any of the Hash models but one question might be electrical. Are you upgrading there as well? If how I envision the pump setup, then electric water pump would mean electric radiator fan. Doubt stock electrical would be adequate for two high amp additions.

Howard makes a good point.

Utilizing an electric water pump would necessitate the use of an electric cooling fan. Most modern fans are on a circuit with a 60A fuse.

You would have to have a modern alternator, and pretty much everything else associated with it.

Why bother? Plus you lose the authenticity of your classic Packard.

Yes, I've done it on modified Packard V8s.

No, I wouldn't recommend it on a sedan.

Maybe, you should spell out what you'd hope to accomplish with an electric water pump?

jack vines

It is a modification restoration. I am doing all of the electrical myself, but I came across another question in reading these responses....why settle for authenticity when you can have higher efficiency? I WILL be doing an electrical transmission fan, mechanical fans are completely inefficient (even though I'm sure they work just fine for nearly everyone).
I'm simply interested in whether or not it has been done I haven't actually invested in the idea yet.

Thank you,
SaveTheHash

This is actually going to be in a sedan for a bit. I really only have experience with Pontiac racing engines and I wanted a little input. I plan on eventually moving it to a Clipper Coupe, but when car shopping my fiance picked a 1956 Hudson Hornet Sedan for our wedding car. It seems to me that I should just scrap this idea and come back to it when I do find a clipper roller, but just for my lack of knowledge....could you educate me as to why you say "not on a sedan?"

Thank you,
SaveTheHash

I'm surprised at the amp draw. At around 7amps, a lot less than I thought they would be for a flow rate of 20 GPM give or take. No idea what the Packard pump rate is as the only spec given is radiator gravity flow. Biggest downside seems to be they are in the $3-400.00 range.

Being nosy now, but kind of curious on how one goes about retrofitting them on an engine not designed for it. Maybe Jack would elaborate on how he worked the one he did. Seems like a lot of adapting would be needed. Another question is there some kind of module involved or are the retrofits direct power. I remember reading that BMW just went thru a recall on some of their pump control modules that developed a nasty trend of burning up.

me too, have thought of doing it, but doing the research for what will fit takes time,

For any add on, i would add a second battery., plus going the altenator route.

I also am thinking of going the electric fan route, cooling and trans.

rik

The only reason to do this would be the power loss from driving the pump or to cool the motor when parked. However, the radiator on those cars is very chinsy and too much flow could have the car overheating.

If efficiency is the objective then the route to pursue is computer controlled fuel injection. For that you need to adapt a CKP, turn the distributor into a CMP, drill the manifold for injectors, add a knock sensor, oxygen sensor, MAP and/or MAF, and TPS.

I'm already tired. The only problem is that the motor will blow up from too much horsepower. Modern car makers have finally figured out how to keep people having to buy new cars: build motors that produce lots of horsepower.

I see it all the time. 361 cubic inches, 350 horsepower, 800 ftlbs of torque, motor is shot by 150,000 miles even with the benefits from clean burning emission controls. And that is in a motor with reinforced main bearing webs.