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And driveways with dips or steep spots can also be fun with a long overhang wanting to scrape and no TL or adjustable on the fly air shock to pick the rear end up when you need it. Maybe the low riders with their fancy jumping cars could help with a few good ideas.

A future project might be to figure out how and where to install but hide one of the battery operated rear view cameras like Joe Santana installed on his 40. Something like that might prevent anyone from backing that nice trunk into some immovable object and might even be more useful when you get a top with a narrow area passing as a rear window installed.

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As a totally unrelated comment, I was once at a stop light beside a lowrider who bounced his car “at me” obviously showing off so I tilted mine. He stared aghast when I said through the open windows, “factory equipment”! I was driving my 1952 Henney-Packard Nu-3-Way hearse with LevelDraulic and it was the side to side leveling system that I had activated.

Luckily the trunk itself if not heavy. Maybe 25 lbs? It's essentially just a metal shell and really there for looks.

Most of the time the trunk will be off the car. As there is very little room between the beer fridge door and the garage door when then trunk rack is down.

So that makes getting a beer or trying to navigate to the other side of the garage pretty difficult.

We have two more minor events coming up this weekend, after that, car season is done. So the 37 will start phase 2, and body work will commence. So that means all the sheet metal will go down to bare metal. Most of the interior and the trim will end up in the basement to keep away from the sanding mess.

The major rust repair will begin. Which involves fabricating replacement body panels for the area between the doors and the rear fenders that tend to rot out on these convertibles.

Also the bottom panel in passenger door needs replacement and a couple of small patch panels are needed in the rear floor.

The hood needs so repairs where it's ripped on ends where it pivots.

The major straightening and dent repair is really in the fenders.

Also, I still have to deal with the rear filler panel under the trunk where it was modified to match the length of the stretched fenders when it was replaced. So that area needs to be de-stretched. So that part may need to get farmed out due to complex curves involved. I may see what Vince and the boys that fixed the fender cracks would charge me to modify that.

At some point I’ll have to figure out what I am going to do with the engine. Its burning more oil, very loud valve train, and what I am sure is rod-knock when starting until it builds oil pressure. At hot idle, it runs about 28lbs of oil pressure, at speed, over 30lbs. For an engine that was sitting with open valve covers in a barn for several years it's soldered on admirable. But there was a note in Mark's notes about the rod knock, and I am sure the covers were off to checks the valve train.

Perhaps it need a Packard V8 jammed in there. Then at least it would be all Packard.

Tires mounted, they pretty nice on those painted rims.

Kev - my vote is for some sort of Packard engine. V8 or a late 40's/early 50's straight 8. Would be nice to keep it in the Packard family.

The dark wheels with black walls looks pretty sweet!

-Kevin

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I second the motion.

Straight eight would not fit in a 115. Has to be an S6 or V8.

Dual carb V8 or supercharged post war 6 then!

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I wonder what kind of ticket for that I'd get at the next National!