Packard Forum Index » V-8 (1955-56)

Nice! They must be custom, but they don't look like it. If they are not just "1-off"s, I might be interested in one of the 1x4 for my Panther (presently fitted with 2x4 Caribbean).

Craig

They're modified big block Mopar with a 10-degree adapter plate on each side.

The Mopar uses a 70-degree intake port angle versus the Packard's 90-degree and the Packard pairs of ports are about 1/2" farther apart than the Mopar.

jack vines

Interesting and well done. I looked at the Mopar intakes at one time before I scored the 2x4 Caribbean.

Back in the early 1970s My H-O Racing partner and I built a 2x4 "Tunnel Ram" intake for our Pontiac high-rpm race engine. It was modified essentially the same as you described, i.e., changed the head entry angle and interdistance, but we had to "slice & dice" it because the SBC intake we started with had #1 (D-side) cylinder forward-most in the block and Pontiac has the #2 (P-side) cylinder forward-most.

Doing it that way definitely works! Good luck!

Craig

This intake started as a Mopar Torquer, cut into four pieces, aligned with the Packard ports, welded back together, the top milled flat, a plate welded on for the blower mount pad.




jack vines

Yup, exactly what we did with the Chebby intake on the Pontiac.

Old "hot rod" solutions never die.

Craig

Sweet high rise!

What kind of blower are you using?

The last one of the custom built Latham axial flow superchargers, with a custom-fabricated drive system. Kids, don't try this at home. The manifold, injection and supercharger system, I don't wanna know how much it cost, but there are weeks of custom work there.

jack vines

That's slick! Please post more pix of the S/C setup.

What are the EMC rules regarding S/C or T/C? For that matter, do you have a link to the EMC rules for the class in which the Packard V-8 will be competing?

Craig

No supercharging/turbocharging in EMC. The supercharged engine is for my personal custom Hawk.

EMC Vintage Class Rules


TECHNICAL RULES

(NOTE: This class WILL use a cubic inch divider in scoring to compensate for varied engine displacement. Scored test rpm range 3000-6000 rpm)

ENGINE
Normally Aspirated OEM domestic production passenger car V8 engine types or families introduced in 1954 or earlier. Any Hemi from Chrysler Corp prohibited. Other antique engine families introduced after 1954 allowed by specific listing. Listed engines include: Nailhead Buick, Y-block Ford, and Chrysler 1956-1967 A-Series Polyspheric small block.
Power adders prohibited. Any method of artificially heating and/or cooling engine fluids, fuel, and/or air prohibited (not to include thermal or friction coatings). This includes, but is not limited to, heating and/or cooling by mechanical device such as an external cooler or radiator/heat exchanger, pre-heating or cooling of any fluids with an oil heater or fuel heater/cooler, or the addition of a temperature-altering device designed to cool or heat the incoming air charge by mechanical means such as an intercooler, chemical means such as a chemical to cool either the incoming air/fuel charge or intake manifold, or electrical means such as an electric oil heater inside or outside the engine. Aftermarket SFI spec 18.1 harmonic balancer mandatory.

DISPLACEMENT
Unlimited displacement. Cubic inch is calculated by bore x bore x stroke x 6.2832. Bore is measured at top of cylinder where ring wear is not evident. Bore and stroke are measured to the third decimal place, i.e. 0.001. Cubic inches are calculated to one (1) decimal place i.e. 350.0. Any part of a cubic inch is rounded up to the next highest inch (i.e. 301.2 = 302) for the purpose of claimed cubic inch of engine as used in scoring. The cubic inch used in scoring will be a whole number; no decimal part will be used.

ENGINE BLOCK
Any domestic OEM passenger car or commercially available aftermarket OEM replacement, cast iron block of a legal engine family or type permitted. Engine block must retain OEM cylinder bore spacing and OEM block angle. Lifter bores may be bushed. The responsibility for adapting to the SUPERFLOW/DTS dyno cart is that of the participant.

MOTOR PLATES
Front motor plates allowed to facilitate engine mounting

CRANKSHAFT
Any commercially available crankshaft permitted.

CYLINDER HEADS
OEM or commercially available aftermarket cast cylinder heads manufactured for the engine type permitted. Heads must be originally manufactured for the engine application in which it is being used. Billet heads prohibited.
Any valve seat size and/or valve size permitted. Any commercially available
stainless steel valve permitted. Titanium valves and/or springs prohibited. Titanium retainers permitted.

IGNITION
Unlimited
Engines must be equipped with a complete ignition system and related ignition wiring designed for specified connection to the dyno. Spark plug wires must be commercially available.

Ignition components must be mounted on a plate attached to the flywheel side of the engine block.

CARBURETION
Unlimited. Water or any other auxiliary fluid injection systems prohibited.Must be equipped with a single point rearward-pull mechanical throttle linkage compatible with the dyno actuation linkage. A bracket providing an anchor point for the dyno throttle cable and a compatible linkage ball is required at the pull point. A diagram detailing the requirement will be provided to all accepted EMC participants.
All engines will utilize a pre-pump fuel filter, electric fuel pump and regulator and supply line filter supplied by the dyno facility and each engine builder utilizing a carburetor will determine the fuel pressure. Both single and dual feed applications, will be given one (1) type 8 AN connection fuel line located on the SUPERFLOW/DTS dyno chassis approximately 46 inches from your carburetor, so design your system accordingly.

FUEL INJECTION
Unlimited. 65 psi maximum supplied fuel pressure at dyno gauge. Water or any other auxiliary fluid injection systems prohibited. Must be equipped with a single point rearward-pull mechanical throttle linkage compatible with the dyno actuation linkage. A bracket providing an anchor point for the dyno throttle cable and a compatible linkage ball is required at the pull point. A diagram detailing the requirement will be provided to all accepted EMC participants.
Fuel pressure regulation will be provided by a system consisting of pre-pump filter, electric fuel pump, regulator and supply line filter as part of the dyno fuel system. Fuel pressure will be set at 65 psi maximum on the dyno fuel pressure gauge. Fuel pressure will be set prior engine start up (engine off). This is a Supply and Return system. A single -8 AN fitting will be required for fuel hook-up to the fuel rails and will be provided approximately 46 inches from center of engine as locked down on SUPERFLOW/DTS dyno. A single -8 AN fitted and return fuel line will be supplied to fuel tank.

Fuel Injection ECU components must be mounted on a plate attached to the flywheel side of the engine block.

AIR SUPPLY
Air Supply to engines of all types will be provided by 18" (inches) circle "cone" hood (same as previous competitions and photo available on line) that will be positioned over the center of the engine approximately 6" from top of carburetor or center mounted throttle body. The air supply cone hood may be positioned in a manner to direct air supply toward a front mounted throttle body within the confines of the cone & ducting itself. This is for all competitive entries, including top or front mounted units. Fan that supplies air supply will remain on at all times after the command to start engine is given.

AIR FILTER
Not permitted. Heat shields or plates between the intake manifold and carburetor or throttle body prohibited. This includes any structure deemed by the event personnel as designed to take advantage of airflow in dyno installation. Structure such as ram tubes, velocity stacks, etc. attached to the inlet portion of the carburetor/fuel injection are permitted. Velocity stacks, ram tubes or other devices attached to the throttle body/carburetor limited to 8-inches maximum.


CAMSHAFT/LIFTERS/VALVE LIFT
CAMSHAFT
Unlimited


LIFTERS
Commercially available. Must retain engine type's production lifter diameter.

VALVE LIFT
Any valve lift permitted.



CAMSHAFT DRIVE
Unlimited.


INTAKE MANIFOLD
Unlimited.

CONNECTING RODS
Must be steel, iron, or aluminum.


PISTONS AND RINGS
Unlimited.

COMPRESSION RATIO
Compression ratio unlimited

ROCKER ARMS
Unlimited.

HEADERS
Chassis-style exhaust headers that run down and back from the front of the engine required. Port matching of the header flange permitted. Any diameter primary tubes and collectors permitted. Headers with slip-on style collectors acceptable. Crankcase ventilation systems that vent to any component of the exhaust system are permitted. Bungs for Lambda 02 sensors permitted. Thermal header wraps (such as Kevlar fabric) prohibited. Exhaust systems must be properly sealed from the header flange to the muffler inlet. Adaptor plates between cylinder head & header permitted.


MUFFLERS
All engines will run with specified mufflers. Length of flexible tubing from exit of muffler to wall outlet is 15 & ? feet. ID of flexible tubing is 6". Mufflers are provided at the event.
All engines must utilize two mufflers while running on the dyno; with a minimum distance of 21 1/2 -inches between the mufflers. H-pipes, X-pipes, or any such connection between the left and right headers and/or the exhaust system prohibited.
A diagram of the requirements for exhaust hook-up to the dyno facility will be provided to all participants.


OIL PAN/SCRAPER
Oil pan does not need to be commercially available. Pan must measure no deeper than 12-inches from the crank centerline. Pan restricted to maximum of 2-inches wider than widest portion of pan rail. Sump configuration may be front, center, rear, or full-length.
Dry sump systems and vacuum pumps prohibited. Oil pumps with scavenging stages or used in conjunction with external tanks prohibited. Oil system accumulators prohibited. External oil pumps with a single internal suction and discharge chamber (single stage) may utilize external oil feed line(s) with a maximum I/D of 5/8 inch. Oil pump may be mounted externally with fabricated mechanical drive system. Electrically powered oil pumps prohibited. Drain plug must be ?-20 thread.


OIL
All engines must be shipped "dry". Engine will be required to use at least 5 quarts of oil. Participants will only use supplied oil for competition. Propylene Oxide or other oxidizing agents/substances prohibited. Oil is provided at the event.

OIL ADDITIVES
No oil additives permitted.


WATER PUMP
Belt driven mechanical water pumps or electrical water pumps permitted. Water pumps must be mounted in the OEM location. Water flow in and out of the water pump must be provided by the OEM block provisions only. Use of a cooling system thermostat prohibited. Water "feed" connections are limited to a set diameter of 1.25 inch I.D. and water "return" connections are limited to a set diameter of 1 inch I.D. Additional plumbing required to adapt engine to these sizes is participant's responsibility.


ELECTRICAL CONNECTIONS

Electrical connection & supply will be furnished in Engine Master Challenge updates.

It is the participant's responsibility to assure the electrical equipment on the engine will work with the SUPERFLOW/DTS dyno connectors at location.


STARTER
Starters will not be used in the competition and are prohibited. The SUPERFLOW/DTS dynos are equipped with a built-in starter.


FLYWHEEL/FLEXPLATE
Any commercially available, unmodified SFI-certified domestic manual STEEL transmission flywheel mandatory. Flexplates prohibited. Removal of starter ring gear permitted.


BELLHOUSING
Bellhousings will not be used in the competition and are prohibited. Engines manufactured by the OEM with an integral bellhousing, the bellhousing is considered as part of the block and considered legal. It is the competitor's responsibility to ensure compatibility with dyno drive requirements.

COATINGS
Any commercially available performance coating permitted. The application of thermal and/or friction coatings can be performed at any time prior to the competition on any part. Coating a part is not considered a modification, and parts that cannot be legally modified, may be coated.


FUEL
All engines will run VP HP101 gasoline supplied at the event.


jack vines