Packard Forum Index » V-8 (1955-56)

Jack,

Good list to know.

I'll have 3-tube headers available soon once the weather finally cools down. Price is still TBD because I need to finish the steel prototype (waiting on duplicate flanges from alternate supplier) to get a welding estimated price. These are "street", convenience-fit headers (2-1/8in siamesed center, 1-5/8in ends, unequal length). They should fit with any stock accessories plus T-U or manual trans, power or manual steering and with BTV or most BTV conversions.

Craig

On edit: of course they fit with T-L or coil/leaf suspension and Junior and Senior wheelbase 55-56 Packards.

It would be a complete new pipe project, but I'd guarantee you'd sell twice as many to 1956 Studebaker Golden Hawk owners.

jack vines

Jack Vines Quote:

Yeah, but I don't have a 56J and I don't know anyone with a 56J.

Craig

I could probably find you a '56J, but the owner is highly unlikely to let you roll it up on the side.

jack vines

Would aftermarket front disk brakes fall into this category?
And the 56 rear end, is it a Dana 44, what Dana parts fit?
Also Jack, I would love to learn about the performance capabilities of the heads.

Jack Vines Quote:

There are other ways to use one for fitment. You were just kidding, right? Right?

Craig

The Packard V8 heads flow well for street use.

For serious racing, they respond to the usual porting techniques.

The limiting factor then becomes the intake and exhaust manifolds. If the heads are extensively ported, they need a high rise intake. I've modified manifolds to fit, but it's expensive and they poke through the hood.

The header project will benefit those modifying the Packard cars.

jack vines

Jack,

Do you have a list of the companies that made the performance parts for the V8 Packard engines, back in the 50's and 60's?

Are you familiar with this company?

EDIT:
Found this thread,
https://packardinfo.com/xoops/html/modules/newbb/viewtopic.php?viewmode=compact&topic_id=5702&forum=3

EDIT II:
Can I assume Schiefer made the aluminum clutch too? I was trying to find a manufacture marking on it.

Both the flywheel and clutch have groves in them.

How would you go about cleaning them up?

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Quote:

I've got two aluminum flywheels on the shelf; one is a Schiefer. I run the part through the shot blaster to remove rust and corrosion, then put them on the flywheel grinder to remove the grooves.

With the Schiefer flywheel, the wear facing is relatively thin. If the wear grooves are deep, it would destroy the facing to remove them. Once the face is ground flat, leave the deep grooves. They won't harm the action.

The second problem is the Schiefer aluminum flywheel is a race-only piece. Unless the Packard V8 is going in a light street roadster, the aluminum flywheel actually ruins street performance. The idle speed has to be set higher to keep the engine running. The gear ratio has to be lower to pull off the line. I've seen one Schiefer warped from heat because the gear was too high for the light flywheel and the driver was always slipping the clutch to get the heavy Packard moving.