Packard Engine/Transmission Price

[345 DeSoto]

What would be a FAIR price to pay for a Packard 352 (not seized) and the Ultramatic to go with it? FAIR price...

[BobPalma]

How complete is the engine? Carburetor? 2-bbl or 4-bbl? Intake and exhaust manifolds? Starter? Generator?

Is anything known about the Ultramatic? If not, assume it needs a rebuild and call Peter Fitch at Ultramatic Dynamics to see how much that will currently cost. BP

[345 DeSoto]

Missing the 4bl Carb...

[PackardV8]

FWIW, rare does not always equal valuable. I'm always running across hoarders who've been planning their retirement by piling up rusty iron. They don't take into consideration 99% of used non-running Packard V8 engines will need a $3,000-$4,000 complete rebuild.

I pay $350 - $500 for 352" cores and $500 - $750 for 374" cores. It depends on how complete, how ugly, how much I need one at the time.

jack vines

[BobPalma]

FWIW, rare does not always equal valuable. I'm always running across hoarders who've been planning their retirement by piling up rusty iron. They don't take into consideration 99% of used non-running Packard V8 engines will need a $3,000-$4,000 complete rebuild.

I pay $350 - $500 for 352" cores and $500 - $750 for 374" cores. It depends on how complete, how ugly, how much I need one at the time. jack vines

Jack: Are 1955 320 cores worth anything? I have a spare in my garage, complete with 4-bbl and manifold. It's from a Clipper, not a Hudson or Nash.

I realize you are too far away to consider buying it, so I'm just wondering. BP

[DEEPNHOCK]

David Parris also has one that could be for sale in Asheville, NC

[PackardV8]

Bob, the 320" is same-same as a 224" or 232"; since it costs less to build a 259" or 289", not that many to pay for the smaller engine. Most Packard guys step up to a 352" or 374". I can always use the heads, crank, rods, balance damper, timing cover, cam core and so on.

[StudeRich]

Bob, the 320" is same-same as a 224" or 232"; since it costs less to build a 259" or 289", not that many to pay for the smaller engine. Most Packard guys step up to a 352" or 374". I can always use the heads, crank, rods, balance damper, timing cover, cam core and so on.

So is it a big deal, expensive or just impossible to make a 352 or 374 from a 320?

[PackardV8]

Bore diameter:
320" - 3-13/16" or 3.8125"
352" - 4.00"
374" - 4.125"

It's the same as boring a 232" (3.375") to 259" (3.5625"). The 3/16" overbore to take a 320" to 4.00" would make the cylinder walls a bit thin. Some have done it and bragged about it. I personally wouldn't want to run one, but if anyone wants to try it, I've got a box full of used 352" pistons.

jack vines

[SN-60]

A fair price for the Ultramatic would depend on whether it is a 1955 unit (cast iron case) or a 1956 unit (aluminum case). The difference in price between cast iron / aluminum scrap metal varies greatly.

[Packard8]

A fair price for the Ultramatic would depend on whether it is a 1955 unit (cast iron case) or a 1956 unit (aluminum case). The difference in price between cast iron / aluminum scrap metal varies greatly.

You're not a fan of the TurtleMatic?

Actually, with a few more years of development it would have been a viable product. They had a direct drive lockup converter decades before the Big Three accomplished that feature reliably. Much like the Packard V8 oiling issues, a little aftermarket tweaking can iron out the known wrinkles.

[SN-60]

You're not a fan of the TurtleMatic?

Actually, with a few more years of development it would have been a viable product. They had a direct drive lockup converter decades before the Big Three accomplished that feature reliably. Much like the Packard V8 oiling issues, a little aftermarket tweaking can iron out the known wrinkles.

You say a "LITTLE" aftermarket tweaking ???

[Packard8]

You say a "LITTLE" aftermarket tweaking ???

Well, I'm no expert on the Ultramatics but those who are seem to think they can be made to work reliably without reinventing the wheel:

http://www.ultramaticdynamics.com/improvements.html .

From reading Packard Forums for many years I know of many cars running this trans for thousands of miles without any issues. The 1956 version incorporated many running engineering and materials upgrades and was considered reliable by mid 50's auto trans standards. Significantly, Packard, a small independent compared to the Big Three was able to design and manufacture an advanced lock-up/direct drive auto trans in house in their waning years. It took the giant GM corporation years to work the kinks out of the early Hydramatic before it became a reliable mass produced product.

I feel most of the Ultramatic reliability issues arose from the lack of qualified service available after Packard bellied up.......it definitely does not lend itself to shade tree tinkering.

[SN-60]

Well, I'm no expert on the Ultramatics but those who are seem to think they can be made to work reliably without reinventing the wheel:

http://www.ultramaticdynamics.com/improvements.html .

From reading Packard Forums for many years I know of many cars running this trans for thousands of miles without any issues. The 1956 version incorporated many running engineering and materials upgrades and was considered reliable by mid 50's auto trans standards. Significantly, Packard, a small independent compared to the Big Three was able to design and manufacture an advanced lock-up/direct drive auto trans in house in their waning years. It took the giant GM corporation years to work the kinks out of the early Hydramatic before it became a reliable mass produced product.

I feel most of the Ultramatic reliability issues arose from the lack of qualified service available after Packard bellied up.......it definitely does not lend itself to shade tree tinkering.

From reading Packard forums for many years I know that the Packard Club were the first ones to fund the designing of an adapter to mate the Packard V8 to the Chrysler Torque-flite transmission. This must tell even the MOST
DEDICATED Ultramatic fan something. I do agree with Your comment that 'shade tree' mechanics probably only made matters worse!

[PackardV8]

From reading Packard forums for many years I know that the Packard Club were the first ones to fund the designing of an adapter to mate the Packard V8 to the Chrysler Torque-flite transmission.

Then there's trading a headache for heartburn. The Torqueflite adapter spaced the torque converter so far out from the crankshaft it overloaded the rear main bearing and the front pump of the tranny. FWIW, that adapter kit isn't made or sold any more.

jack vines