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The last thing you probably want to do is to pull engine compartment air into the passenger compartment even if it is filtered. That said, the cooling system is designed for air to pass in through the radiator so bringing it in separately won’t help and defeats the purpose of the cooling system. I used to drive my 1954 Patrician all the time at freeway speeds in hot Northern California and never any heat problems to the aluminum head or to anything else. The worry of the aluminum head is corrosion, not heat, so that’s a better place to focus your attention. As long as the cooling system is in good condition, you’re fine.

Last question, how did this get at Camp X in Cuba?

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No idea when the photo was taken but I suspect it was one of the cars brought over before 59. It might even still be in use. If modern news articles are anything to go by about the ingenuity of the Cuban people in finding ways to keep old US cars on the road, who knows what drivetrain is in the car now or if the suspension has had major surgery to keep both ends in the air.

Really? This sounds fugazy to me....

"That said, the cooling system is designed for air to pass in through the radiator so bringing it in separately won’t help and defeats the purpose of the cooling system." - from The Don

The warping and cracking of 359 Packard Korean War aluminum heads had nothing to do with heat and only caused by corrosion?

Not sure I follow.

Cold air induction through the old fresh inlet can add (or maintain) power by feeding the engine colder lower pressure outside air rather than the engine ingesting the preheated under-hood air. The difference can be fairly significant no?

The end of my carb air plenum is right at the where I took the fresh air inlet tube off.

Cold lower pressure air induction can allow for richer carburetion tuning with an increase in power. It can also reduce the tendency for pre-detonation no?

My 64 427 Ford seems to like the air coming in. I thought maybe my Packard would as well. Thoughts are welcome.

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Finally got this done. Westach 6Vpos CHT gauge. Looks like its in sync with the middle of the M in the Pack gauge at around 160 to 180 degrees using a J type 14mm thermocouple on the head. Seems to do the job I wanted. With the temp at around 67 degrees today on the shore, everything ran well with the 180 degree thermostat, 13 psi radiator cap and 2.25 core aluminum radiator ( Packard museum blueprint spec).

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