Packard Forum Index » Post-War (1946-54)

I wonder if the bolt pattern on the rear face of the of the 245 Packard 6 is the same as the 288/327/359 block?

John

I have both 245 and postwar engines at my shop along with loose bell housings but all are rather inaccessible at the moment. If I can get at them the next time I'm there, I'll see what I can find out. Having said that, I believe that the bolt patterns are the same but it would be nice to know for sure.

I still have not had time to work on it. It still stands as on the photos :(
I suffered I slight concussion a couple of weeks ago so Iv'e stayed away from the garage. Hopefully I get going in the next couple of weeks.

As for bolt patterns I have no idea. They should know at Bendtsen I guess.

/Jan

I believe all the Packard manual transmissions, whether for 6s or 8s, have the same bolt pattern from 1935 through 1954 with exception of the senior V12s and Super 8s (up through 1939). Others with more direct experience may be able to add more info.

I assume the flex plate on the 200R4 or 700R4 will bolt to the Packard crankshaft flange? Or do they give you some sort of adapter between the Packard flange and the transmission flex plate?
John

The transmission bolt patterns will bolt to the various bellhousings but whether the bellhousing/adapter will bolt to the different blocks is a valid question.

According to the parts manual there were two bellhousings -- one for the 356 only and the other for the 245 six and 282 eight engines used in the 21st series Clippers. They went to a different block for the 22nd series 288/327 and later eight engines used thru 54 and those bellhousings have a different number and is what Bendtsen used as a pattern.

Because there is a different bellhousing involved I would have the same question on whether the adapter would bolt to the six block since it would have the bolt pattern of the later bellhousings. The only way to know for sure would be to compare the two. The later bellhousing differences could be as simple as another hole for something or a different depth and could bolt without issue to the early engines but that is something that would need to be proven.

As to the flex plate, Bendtsen has a photo of the components provided with their adapters but bolting on to the earlier six and eight crankshafts is another question since there are again completely different part numbers for the several different flywheels used with the two series blocks.transmissionadapters.com/collections/pac ... t-8-to-chevy-automatic-transmission

While it does appear Bendtsen might accept returns of components if a kit doesn't fit they won't pay the return freight.

I have a 1939 R6 OD bolted to a plus 60 thou 1954 327 engine, in my 1938 1601. I used a 48 bell housing( pre war juniors are the same), and a larger ball race in the ultramatic crank to accommodate the R6 spigot. Had no issues with incompatibility. I did however use a Ford multi finger clutch pressure plate instead of the prone to shudder 3 finger standard 120 pressure plate. Used a Chev V8 clutch plate.
Runs very well. Peter Toet.

Sounds reasonable. As for different part numbers through the years, the earlier bellhousings were smooth while later castings had strengthening ribs so would have different numbers.

I am putting a 700r4 in my '51 200 using a Bendtsen adapter. Everything bolts in great. I made my own rear crossmember that bolts into the factory holes in the x-member. I have had to made no alterations to the stock frame. I placed the body back on the rails and have plenty of clearance with the stock transmission tunnel as well. Just have to make a custom driveshaft.

I have a lot more work on the chassis in general before this gets back on the road, but the new transmission mock-up was easy.

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Nice work mtpackard51.
I'm about to get my engine and gearbox in to the car this week. Just waiting for some paint. Need to have my car running by beginning of June as I'm taking it for a drive up to Sweden and back, about 8000km (aprox 5000 miles).