Packard Forum Index » V-8 (1955-56)

With regard to the Mark 4....they are listed as a reproduction of a Mark 4 at the place that sells Sanjen compressors.

Under dash just seems simpler than one of the pseudo built-in setups that require redoing the heater to be part of the new system. Also somewhat appropriate to the period....

My car did not come with a/c and I do not see attempting to go period with it. I'd like current technology and reliability....

I am installing AC in my '56 Golden Hawk. The photos show the brackets, the small Delco Remy 100 amp alternator fits low enough to clear the hood on the Studebaker. I drilled out the water pump casting to take the 3/8" stud to anchor the alternator and the AC adjustment bracket. I also machined the crank pulley to accept a Chev V8 water pump pulley to give the second drive belt.

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Interesting and nicely done. Will the cycling clutch action be smooth enough that belt whip on that long lower side won't be a problem when it engages.

I have this same setup on a 350 Chev in my '50 Willys Panel and it works very well.

Quote: Since you're only using two belts instead of the three Packard used, why use a modified Chev pulley instead of the readily available Packard second pulley? It is the three-groove Packard setups which are rare.

Also, interesting engine paint treatment for a '56J. Does it match body color?

thnx, jack vines

Very nice work Hammy. For 55-56 Packard installation there mite be some inner fender skirt interference with the compressor. Maybe not. Since the generator on the 55-56 Packards sets extremely close to the inner fender skirt i would expect the larger compressor pump could create problems in that area.

Hammy. Interesting engine mount. Are u the one that showed us how to adapt a Chevy mount about a year ago. Is that the same mount????

Was thinking about the clearance also but also thought if the ears were angled to be straight up and longer it would work. The compressor is shorter than generator and if it was elevated a bit, then should fit into the space between fender and rocker but would be more in front of rocker. Downside would be more expense in that it would require an alternator since generator would never fit in that top space used on the GH.

One idea would be some kind of stacked or vertical combination on the Packard using the gen bkt bolts for bottom and water manifold bolts etc for bracing. Keep the gen where it is and move the compressor more toward where his alt is like others have done. Ideally something that did not rely on the thermostat hsng bolts at all-- but this solution of just using one of them for the belt tension is better than all others I've seen where something completely covers the hsng and requires major surgery to change a thermostat.

The engine mounts are the Chev ones that was previously posted. The engine and Ford transmission are now in the car. Jack I was not able to locate a double pulley in this area, that is why the conversion. The ears on the compressor could be rotated 90 degrees without a problem.

Be careful about rotating the compressor 90 degrees. The Sanden requires the top side to be up or close to it. In talking with the Vintage Air people who supplied it, they emphasized that installing it incorrectly would allow the oil to go where it shouldn't and not lubricate. I cut one ear off the compressor so it wouldn't hit the inner fender. The mount was originally developed for the Golden Hawk with a lower hood than a Packard. The compressor had to go to the side rather than over the engine.