Packard Forum Index » V-8 (1955-56)

Thought this might be of interest

Attach file:

---

  (42.39 KB)


  (56.94 KB)


  (36.71 KB)


  (62.72 KB)

Thanks for updating this topic, nice complement to the information on the Packard FI you made available earlier.

Thanks Roscoe, the info is great and won't be lost or forgotten.

Roscoe,

I enjoyed seeing your car in Branson at the PAC National. Will you bring it to Galena, or do you have other surprises for us?

Have you got the fuel injection working?

The picture looks like the distributor is at an angle. Does that mean different blocks for fuel injection?

Is that a fuel filter in front of the block, under where the generator bracket bolt is?

All it needs in factory A/C to add more plumbing!

Glad you enjoyed seeing the car. We plan on bringing it to Galena. Have not had a chance to get it running (always seems there is something else to do). The setup pictured is one of the prototypes, not like the one I have. This one has a welded up intake manifold by the look of it. I do not know if that is a filter under the bracket. Our Executive has factory air.

Attach file:

---

  (124.77 KB)


  (160.45 KB)

You are a brave man! From what little I know of these FI systems is from race cars running at Bonneville. As long as full throttle at warm temps are the only criteria, they work great. Trying to tune the cold start, idle, part throttle at varying temps is a challenge no factory engineers ever conquered. Let us ride along with you. Thanks for the photos.

jack vines

car test data fuel injected vs carb. Looks like they were driving it at all speeds

Attach file:

---

  (36.33 KB)

Some other data you may find interesting

Attach file:

---

  (181.46 KB)


  (190.70 KB)


  (167.47 KB)


  (190.01 KB)


  (191.79 KB)


  (166.34 KB)

Roscoe,

Does any of your paper work list the fuel injection as code (RC)"Racing car equipment" or (HR) "High speed car equipment" ?

Thanks for posting these Packard/Bosch FI engineering papers!

A couple of things that jump right out are:

1) Optimum BSFC curves are very difficult to obtain with the manual controls of the day. Obviously, computer control with sensor feedback solved this problem on modern engines.

2) According to the report #374 paper, Packard engineers installed a vertical divider on the siamesed center exhaust ports in order to minimize exhaust mixing between 3&5 and 4&6 exhaust ports. Hopefully, this would have lead to a recasting of the V-8 head in order to achieve true separation without the constriction of simply a vertical divider.

Craig