Packard Forum Index » Post-War (1946-54)

Avoid aluminum head. Even with modern corrosion inhibitors, Red Line Water Water or No-Rosion, they are trouble. What's ridiculous are the guys who then polish aluminum heads until they gleam, which reduces surface area and cooling efficacy.

As described, Packard already suggested what owners wanting a trace more oomph could do. Skip the cowboy crap, don't reinvent the wheel. Get the engine right, "factory standard."

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They are like hens teeth. I asked about the compression ratio they provided as another data point as to what was run on the 356 in the past. Although the head looks flashy having dissimilar metals with different expansion rates joined together increases the chances of seal/gasket failures as well.

Anybody know what the CR was for these heads? I've not yet seen evidence that there were different Edmunds Packard heads for the 288/327/356/359 8 engines, just one. If so, that would give different CR for the different engines which doesn't make much sense. Anybody have information, or know what CR one got with it on the 356?

I have found some iron heads from 22nd series and later -- at least three 288 heads, a 327 and a 356, plus one mystery HC head with no displacement indication. I assume HC is high compression, but oddly the combustion chamber is much deeper on this head. It also doesn't have the flat center ridge running front to back. Anybody have info on what this HC head is intended for?




Also, any way to distinguish a 327MT vs. 327AT head?

I think if you're trying to get a little more HP, this should do the trick.

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Drop a Cybertruck drivetrain in it

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No need for a higher compression head with that big air pump on it. I don't think that will be much help with fuel economy.