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Re: 54 Packard Pacific / tiny oil drip / leak / rope seal?
#51
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HH56
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Diameter of fan plus number of blades seems to have been the difference between standard, heavy duty, and AC. The diameter seems to be the difference between the 51-4 standard and heavy duty -- 18" vs 19+" IIRC. I have not found many specs on the earlier fans. Number of blades seems to be the differentiation on AC rated fans at 4 vs 6.

One thing you will probably run into is the bore hole size of the fans and modern spacers. Packard seems to have used a larger hub so larger center hole is needed in the fans. I did not find an off the shelf spacer that would fit my 47 with the 356 engine and 5 blade fan so had to make my own on the lathe. Not sure how much an issue that might be on the later cars but I know some have done some creative attachments with long bolts and spacer washers to make flex fans work with the large hub.

Posted on: 5/2 17:33
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Re: 54 Packard 6 volt Optima battery
#52
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longjohn
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54Packpac: What carburetor are you running on the Pacific?

Posted on: 5/2 17:59
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Re: Aluminum Head?
#53
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PackardDon
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As far as I can tell, the A/C fan for 1953 and 1954 was also used on some non-A/C cars and still has four blades. The main difference is apparently its diameter which is close to 20” compared to others that are around 17” Not sure of the exact dimensions so may have been slightly larger than 17”. The 1955-1956 fan is quite different and would not clear the engine without a spacer if used on 1953-1954. I have one and can check in a couple weeks when I’m at my shop.

Posted on: 5/2 19:19
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Re: 54 Packard 6 volt Optima battery
#54
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54packpac
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I have a Carter WCFB 2112S 4 barrel. It has a 4 7/32 to 5 1/8 adapter for the air horn. I would love to know which brand new Edelbrock/carter afb 4 barrel would be the most compatible though. I wonder if anyone has every done any homework on that. My tv cable/linkage is quite unique though due to the GM 700R4.

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Posted on: 5/3 5:38
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Re: Aluminum Head?
#55
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JWL
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Edelbrock also sells a kit of jets and metering rods to customize their carb to more specific needs (e.g., altitude and engine size). They also have a manual for their carbs which includes a table of recommended rods and jets.

Posted on: 5/3 10:29
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What occupies our mind... (W. Scherer)
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54 Packard Pacific / Carter WCFB 2103S vs 2112S
#56
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54packpac
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I just noticed that the tag on my Carter WCFB looks like it shows 2103S and not 2112S. Not sure why I don't have the 2112S in there. It is rebuilt. Seems the difference between the two is the sizes of the Body flange assembly, Low speed jet tube, Idle port, Idle port opening, Set Idle adjustment screw, Metering rod jet, Accelerating pump and Choke. All works well. Should I care? Thoughts are welcome.

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Posted on: 5/6 12:03
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Re: Aluminum Head?
#57
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DavidPackard
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54packpac;

It looks like you have a 327 carburetor on a 359 engine . . . maybe, you surely have a 2103S tag, and perhaps all of the rest of the internal parts too.

It should work just fine, but some areas to keep an eye out for are:

Idle adjustments that don’t match the Carter recommendations. At idle your 359 will have about 10% more air flow and the idle stop and idle mixture will need to accommodate this air flow change. My bet is once you adjust the idle speed the mixture screw adjustment will be close to what Carter expected, but these adjustments are dependent on one and other, meaning change one and the other will need rechecking.

The idle port opening is different, and there may be (emphasis of the word ‘may’) transition roughness during the idle to main circuit transition.

The vacuum port size appears to be the same, but you might want to keep an eye on it next time you have a timing light on the engine.

My greatest concern if the potential of 6% lower secondary fuel flow, which will alter the air fuel ratio by about ½ a ratio unit. It’s not clear to me if the aluminum head needed some extra fuel to stay out of detonation jail (those with more experience may fill in the gaps in my education), but if it did your iron head may be quite tolerant to going a bit in the lean direction. Read the sparkplugs to determine if this is a potential problem.

The good news is the correct secondary jet size for the 2112S parts list is the same as a #47 drill. Keep your eye out for a ‘junk’ 2112S, because the parts you might need are quite tolerant to corrosion damage.

With respect to your posting #54: I’ve been looking for a ‘ballpark’ figure for the CFM of a WCFB. What I found was 350 – 500 CFM depending on the specific WCFB. I concluded, based on main venturi sizes, the Packard carburetors would be at the lower side of the range. I found a few Holley four barrels that are rated at 350 CFM, and equipped with either electric or manual chokes. The smallest AFB I found was rated at 600 CFM, therefore your carburetor selection may be a bit large.

dp

Posted on: 5/6 17:15
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54 Packard Pacific | Carter WCFB 2103S vs 2112S
#58
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54packpac
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Thank you for the great information DP. My 359 has an aluminum head. When accelerating from 45mph to 55mph there is a slight knocking and pinging. I wonder if this is the lower secondary fuel flow not keeping me out of detonation jail? Unless I'm confusing knocking and pinging with hydraulic lifter ticking.

Posted on: Yesterday 5:00
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