ClassicCar

ISKY use to regrind camshafts for the Packard v8 and offered heavy duty valve springs, adjustable pushrods and other valve train related parts.

the Caribben Packards used a dual 4bbl intake with either carter carbs or rochester carbs depending on year on both the 352 and the 374.

you might try contacting some of the studebaker guys on the web and see if they could point you to some people with experience with these Packard v8's.

hope this helps

later,

PaceRacer50

Dual quad intakes are available, expect to pay upwards of $500 for just the manifold.

Manual trans bellhousings and flywheels are like hen's teeth, expect to pay the same for the set.



If you have a '55 352, put '56 374 valves in it, they're larger. Also, you can safely bore a 352 out to 374.

Headers aren't available, you'll have to make your own. Putting a blower on one really wake's the old girl up:







Of course this, like everything else, has to be made. Cams can be reground, better than the old Isky version ever was. Forget about mechanical cams, no adjustable rockers available for it so it's custom adjustable pushrods, which are longer than almost any other engine.



One MAJOR thing, replace the oil pump with the Olds oil pump conversion I helped develop, Jack Vines in Seattle sells them now. IMHO, you're better off running a Studebaker V8, more parts, cheaper parts, and a hell of a lot more durable. I've got a complete 374 under the bench in the garage I'd trade for a Stude 289.

It's a supercharger, not a turbo. If I was going to do it all over again I'd put twin turbos on it.

Namccarty1 wrote:

Does anybody know the Gear Ratio for the 1956 Hash with a 352 packard/ultramatic transmission? I'm thinkin that would be a pretty nice change.....are there any torque converters someone can suggest?

Supposedly, the 1956 Caribbean converter has a higher stall, but that's the ONLY one you'll ever find for it. Good luck on that one. Direct drive with the converter locked up is a direct mechanical connection, the Ultramatic was the first auto trans with a lockup converter. If you have the trans in "H", it runs through the converter and there's no gearing involved. In "D" then you have gearing, not exactly sure what that gearing is though, however.

What car is this going in? A '56 Hash?

Well, have fun with changing out the enclosed driveline, those are a PITA to work on. If you want, and what I'd do, is replace the enclosed driveline with a more modern varient. You can easily swap out the tailshaft of the Ultramatic with one from a Packard, which doesn't have the enclosed driveshaft.