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.... and with conversions being done in the field or by an agent,..

Howard, curious just what you had in mind when you said this. After the closure of the Ontario plant in 1939, I always assumed the RHD cars which Packard offered were built as RHD in Detroit thru 1954. Perhaps local agents did conversions using local materials on models which Packard did not offer in RHD. And no doubt there was an aftermarket business in conversions.

Dave I could be confused but I remember reading a road test article from a British version of one of the old car magazines on a new 55 or 56 Clipper which had been shipped to the UK. I think I remember the article saying it was converted to RHD by a Packard agent.

That was what I was thinking of when asking about parts differences. Did Packard make special parts and ship them with a car sort of like the knock down kits and parts # info was only available to their importers or were any needed pieces fabricated in whatever country the car landed in.

Howard, from what I know, Packard Detroit's last factory-built RHD cars were 1954 models, the 2 or 3 55/56 Packards were converted to RHD by Leonard Williams, the London Dealer. I don't think Packard ever intended to build any RHD 55/56 cars and the Leonard Williams jobs no doubt had some factory help but to what extent I don't know, but probably very little - given the survival priorities of the time 2 or 3 cars had to be about zero on the priority list. In any case though, the 55/56 situation is unique and different from what practices before then.

Indeed it's a shame we don't have a better picture of the RHD business; years back I hoped to write an article about it and advertised in the Cormorant News Bulletin for info from owners of RHD cars, but I never received enough info the write a meaninglful article. Maybe someone else can pick up the challenge.

It is just more curiosity on my part and we saw a small amount of info on the accelerator pieces from the 48 that is in the UK. If Mal can get some decent shots, the items I would mostly like to know about on all years are shift and clutch linkages. Did the trans have mirror image shift levers on the right or if not, how and where did the linkage get over to the left. The standard trans could have been done with mirror parts but I don't see how an Ultra could have any reversed levers. In either case where and how did they position and support things or to get past the engine to the left side if it was needed. Steering might be as simple as mounting a component or two end for end.

Thursday, 9th February 2018

Visited the workshop, WJR Automotive, to where the '49 will be delivered to on Wednesday 14th, February. Among the cars currently there were a Rolls Royce(Corniche, I think ), an MGB, Jaguar, Mini Minor and a Porsche, pic's of some below.

Have arranged for a tilt tray truck to pick up the car and advise me when he is arriving at the workshop so I can meet him and the '49 when it arrives. Also arranged for Insurance on the '49 to start from Tuesday midnight although the towie tells me he's fully insured. Rather have my own cover anyway, Shannons is basically the company of choice in this State for "old" cars.

Also liaised with the current owner and will transfer the balance of funds to him early next week.

Thanks to the generosity of a Forum Member I have been offered a headlight rim(I called it a bezel!) to replace the rusted one on the '49 '50. Also a rear inside door handle.


But why the "'49 '50"? Because I believe it is an early 23rd Series '50 model, built late '49, imported into Australia and sold late '49. The VN of 2392-5-42982 identifies it as a '50. I don't know yet about the finer identifiers in the Packard Model Info section for a 2392. Will have to check those out when the '49 arrives. I will probably register it as a '49 because that is the way it has previously registered. I don't want to get into an argument with the bureaucracy, where they dig their heels in and won't register it because of a minor discrepancy. In this case ignorance is bliss. And when it's rolling on the road there will be very, very few arguing on the sidelines whether it's a '49 or '50. Will, if the consensus here is that it's a '50, include it as such in the Registry. Engine Number H285603 is interesting in that the 1950 Model Year information says this in the paragraph at the top of the page: "Engine numbers for the Standard/Deluxe Eights were H-200001 to H-291000 for 1949 (Series 2300) models and continued through H-295000 for 1950 (Series 2300-5) models." Seems to be a discrepancy there in that it is a '49 engine in a '50 body. Maybe the Guru's (O_D or others?) can shed some light if I've misread or misinterpreted the info?

Howard, Re your requests of "I would be most interested if you could take some good photos of the linkages for clutch, brake, steering etc.", and "we saw a small amount of info on the accelerator pieces from the 48 that is in the UK. If Mal can get some decent shots, the items I would mostly like to know about on all years are shift and clutch linkages." I've asked WJR Automotive to tell me when it's up on the hoist and I'll scoot over there, only minutes away, to take photos. Might even be the day it arrives that they put it up on the hoist without too much delay. But, concerning the accelerator pieces, because this car has a 350cfm Holley I don't know if that linkage was altered.

Also tried to include a couple of photos of the '49 '50, probably taken in the Eighties. Photos were sent to me by the guy who bought my Coupe, thanks Frank. Couldn't copy them, but this tech Luddite will keep trying.

To be continued.......

EDIT - Sorry for the upside down photos, having the same problem here downunder! I "inherited" my daughters old iphone and I think this a common problem when trying to upload photos taken by them.

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Mal, no doubt that by vehicle number it's a 23rd Series 1950. By the theft-proof, it falls in with other 23rd Series 1950 RHDs but that block of numbers (theft-proof or body serial numbers) is bracketed by normal 22nd series production. Thus we might assume the bodies to be RHD cars were designated, set aside and later finished as a batch production run at a date after the 22nd Series production had ended, in fact after the 1949 23rd Series run had ended. We can see much the same thing with the 1952 RHD cars; they have body serial or theft-proof numbers for 1951 but the cars weren't completed until 1952, and so numbered.

Dave,
for the excellent explanation. Clearly and simply explains the situation and circumstances.

Haven't been able to fix the downunder photos but was able to scan and upload the photos from Frank of the '49. Sorry for the poor quality.

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Mal, congratulation! The color of the 49 50 is great.
Send to me the scans from Frank to have them a little revitalized.

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Welcome back Mal. Lots of fun soon to be had with your new acquisition. Sounds like the radio could be a job for your old offsider Wade? I'm sure he would like to get his teeth into making it work again. Keep us informed with one of your blogs on the getting to know the new Packard.
All the best
T