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HH56 wrote:
If you do not find a round knob next to the on/off switch -- or something similar under the dash edge -- as shown in this install illustration you probably do not have a manual overide switch -- at least not the factory version. There have been many variations of the switch and circuit installed by owners -- some properly and many not. Some of the incorrect versions have bypassed the limit switches and resulted in damage to the compensator or transverse bars when the mechanism traveled too far.

The factory switch has 3 positions and is not spring loaded. Many times an owner has found the rear end stuck up in the air refusing to come down and suspected TL issues. Turned out that the manual override switch had been accidentally bumped and since it is not spring loaded, switch stayed in the raise position keeping the car rear up. If you do not find a switch then that is not your problem but if you do find one it could be that simple.

Leeedy wrote:
Ahhhhh...

RE: suspension: Packard Torsion-Level suspension is an entire world away from air suspension, air springs, GM air shock levelizer, etc.etc. A whole world away. Get familiar with the Torsion-Level suspension (1956 flavor) at your earliest convenience. Like apples and grapes. You'll be happy you did, rather than try to do analysis first and learn later.

RE: the brake light switch... Don't wait until you get into the brakes to look at the brake light switch. It does far more than just brake lights. The reason I pointed out checking this component is because it has deep interaction with the suspension. If the stop light switch is the wrong kind or is not working properly... the suspension will not work properly. Can't have one without the other. Packard Torsion-Level suspension was very, very advanced... and for instance had anti-dive and anti-squat functions. Something even many advanced cars don't have even today! These features run through the brake light switch. Whatever is wrong, you want to take the load off of the torsion bars at the rear. Having them torqued-up all the way like this for extended periods is hard on the torsion bars and can cause damage to the bars or other components. Like standing with your elbows locked, straight-armed for extended periods, holding up a weight... that's what it is like to the Packard.

• RE: skirts... No special hardware is required. Just one single, simple hex-head bolt. If these are missing, they have been reproduced in stainless steel by a region of the Packard Club.

• RE: BTV... As I said, it is typical for these to go bad, even just from sitting unused over extended periods. Again... yank it... rebuild it or replace with a good one. And as I mentioned, I never used a power bleeder or an assistant to bleed my own Packard V8 brakes, because of the tool I made. But I am sure a power bleeder will work nicely for you. Yessss, I know all about the Miata. I wrote the original factory shop manual for it. Wrote the Owner's Manual too. And I was responsible for doing the original New Model Training program for North America and English-speaking countries. I also did other things on the car and was an early test driver. I drove it both at Myoshi, Japan and in the USA.

• RE: reverse gear on the push-button Ultramatic... Strongly suggest that you contact Mr. Pushbutton who posts on here and get his input on your system. Mr. Pushbutton is the pro from Dover when it comes to this subject. As pushbuttons age, they are sometimes prone to certain issues– many of which result purely from users not understanding the operation and best methods to care for the systems. Decades ago I developed my own methods for easing stress on Ultramatic pushbutton operation.

Robert wrote:
Quote:

Leeedy wrote:
Ahhhhh...

RE: suspension: Packard Torsion-Level suspension is an entire world away from air suspension, air springs, GM air shock levelizer, etc.etc. A whole world away. Get familiar with the Torsion-Level suspension (1956 flavor) at your earliest convenience. Like apples and grapes. You'll be happy you did, rather than try to do analysis first and learn later.

RE: the brake light switch... Don't wait until you get into the brakes to look at the brake light switch. It does far more than just brake lights. The reason I pointed out checking this component is because it has deep interaction with the suspension. If the stop light switch is the wrong kind or is not working properly... the suspension will not work properly. Can't have one without the other. Packard Torsion-Level suspension was very, very advanced... and for instance had anti-dive and anti-squat functions. Something even many advanced cars don't have even today! These features run through the brake light switch. Whatever is wrong, you want to take the load off of the torsion bars at the rear. Having them torqued-up all the way like this for extended periods is hard on the torsion bars and can cause damage to the bars or other components. Like standing with your elbows locked, straight-armed for extended periods, holding up a weight... that's what it is like to the Packard.

• RE: skirts... No special hardware is required. Just one single, simple hex-head bolt. If these are missing, they have been reproduced in stainless steel by a region of the Packard Club.

• RE: BTV... As I said, it is typical for these to go bad, even just from sitting unused over extended periods. Again... yank it... rebuild it or replace with a good one. And as I mentioned, I never used a power bleeder or an assistant to bleed my own Packard V8 brakes, because of the tool I made. But I am sure a power bleeder will work nicely for you. Yessss, I know all about the Miata. I wrote the original factory shop manual for it. Wrote the Owner's Manual too. And I was responsible for doing the original New Model Training program for North America and English-speaking countries. I also did other things on the car and was an early test driver. I drove it both at Myoshi, Japan and in the USA.

• RE: reverse gear on the push-button Ultramatic... Strongly suggest that you contact Mr. Pushbutton who posts on here and get his input on your system. Mr. Pushbutton is the pro from Dover when it comes to this subject. As pushbuttons age, they are sometimes prone to certain issues– many of which result purely from users not understanding the operation and best methods to care for the systems. Decades ago I developed my own methods for easing stress on Ultramatic pushbutton operation.

I think my friends and I would be interested in hearing any tales you have from the Miata development and launch, given your unique perspective. I'm in a Facebook Messenger group chat that currently owns at least 19 Miatas, probably more. Almost all NAs and NBs.

HH56 wrote:
As is mentioned in some of the descriptions of the compensator, to keep development costs low they used a stock Autolite generator as the starting item. There is a brief mention of using a generator in the SAE article and more details of what was changed in another article. The case and end was used as is so would have the regular stamped A & F labels but then received different windings. The rest of the conversion consisted of a modified armature and a new front end casting for the armature support and mount to the compensator.

Leeedy wrote:
Quote:

HH56 wrote:
As is mentioned in some of the descriptions of the compensator, to keep development costs low they used a stock Autolite generator as the starting item. There is a brief mention of using a generator in the SAE article and more details of what was changed in another article. The case and end was used as is so would have the regular stamped A & F labels but then received different windings. The rest of the conversion consisted of a modified armature and a new front end casting for the armature support and mount to the compensator.

Understood about the compensator motor. And known.

I have seen and owned a lot of 1956 Packards over the years. However, I have seen only one of these manual suspension controls in a 1956 Packard. One. And the one I saw basically amounted to an additional power antenna switch mounted vertically under the left-hand side of the instrument panel with a Clipper-style knob attached to it. The operation was the same as the power antenna: push... the suspension went up; pull down, the suspension went down. The switch I used was indeed pring-loaded and defaulted to a center position of "off."

I have the original Packard Service Counselor issue from when this control was introduced. However, this manual control as far as I know was only introduced as a dealer-installed accessory kit. Optional, at extra cost and at the customer's request. Not as standard equipment. S-P was bleeding red at that point and certainly in no position financially or labor-wise to add another line-installed component. They were already having line problems at Conner as it was. I have no information indicating this kit was a line-installed component at Conner.

So. Is there someplace where the company actually says this kit was factory-installed?? Thanks.