I figure instead of creating a lot of different topics with different questions I have; I’ll try to combine them under this single topic header.
Background/Recap:
I have 1937 Packard that a prior owner (who passed away) stuffed in a XK 3.8L motor from a 1962 MK 2 (based on serial number LA1118-8). He was both a Packard and a Jaguar guy. So he had a MK 2 with a wreck of a body and a 1937 Packard Convertible Coupe with no engine. So he put them together. This was built as a fun/whatever car using just what he had on-hand. The engine is bolted via an adapter plate to the Packard 3-Speed manual transmission. These transmissions are pretty rugged, converted by hot-rodders in the 50’s for racing.
What I have figured out is that it has a smattering of 56/57 MK 8 parts on it. It has dual SU HD6 (Thermo?) carbs (AUC-838 tags). We think the oil filter head may be from the MK8 as well. It also has a VOLKS Torpedo-style air cleaner.
So you can imagine that coming into this, I know Packard stuff, but Jaguar stuff is foreign to me, and having a lot of mismatched parts makes the understanding even harder.
It’s running earlier exhaust headers (MK 8?) that go straight down and loop under the engine to the right side of the car to follow the original Packard exhaust path.
The distro needs to be rotated as the vacuum advance is touching the oil filter.
Other than the engine, and its bolted-on components, everything else is Packard. Except it has a GM 10-Si one-wire alternator. Also, it runs an aftermarket electric fuel pump tucked into the frame rail about halfway back. But that needs to be relocated closer to the tank.
This is how the car came to me. The prior owner was trying to build this to look like a barn-find hot rod from back in the day.
What I’ve done so far:
I’ve wholly re-wired the car as it was, umm, “get-r-done” wired before, and it was just a bit hazardous to my tastes. The Packard still has wood in the body construction in some parts, so yeah, top-notch wiring was a must. So it now has a GM-style street rod harness, with all fresh wiring and modern fusebox.
Also, when I received the car, only a piece of insulation covered the hole in the firewall that was made to allow clearance for the rear of CAM covers. The original Packard motor was a flathead-straight six. So very flat and skinny on top. So the firewall had to be cut to make the 3.8L XK fit. So I created a removable 16ga removable plate to cover the engine and seal the firewall. The plate is removable in the event I need to get at any of the oil lines on the back of the motor, as they are inaccessible from the engine bay side.
I have the motor running. It’s pretty rough when cold but seems okay-ish once warmed up. I think it’s running lean, as it really doesn’t like being off the ASC, even when warm. I have that running off a dash toggle switch, as the Otter switch is dead. It took me a bit to figure out what the Aux Starting Carb (ACS) was compared to the Carter WGD carbs I am used to. So I’ve been trying to crash-course as much as I can.
I have the original Packard AMP gauge as well as the mechanical Packard Oil pressure and water temp gauges plumbed and working.
I have a project blog on my Packard Website for anyone that is interested in the day-to-day work being done on it. You can find that here: Project Blog
Thanks for reading!