1st Gen Lunchtable Thread - General Discussion

After watching a whole bunch of square body videos I've concluded I've got the only square body with good rockers and cab corners.

 

I prefer this version of Dulé Hill

 

https://www.andysautosport.com/products/sts__0104TAC34ST-T.html


huh

 

Ok I'll take pineapple before this on my pizza

 

https://www.barrett-jackson.com/Events/Event/Details/1940-PACKARD-120-CONVERTIBLE-247762

 

It's a OneTwenty Well at least I figured out the year. I started getting confused about the smaller front grills beside the larger grill and upped it to be a Senior. Is the 1940 model Super 8 considered to be a hybrid Senior car? It looks like 1940 was an interesting year.

If anybody thinks there is some uppity between the Toyota/Lexus models, just take a look at how Junior and Senior Packard models are argued, assigned, and allowed in clubs.

Copied from a Packard Info Post.

LOL

I'll take a shot at this, others may have different opinions in a few cases. The division between Junior and Senior really began in 1935 when, as a matter of economic survival in the aftermath of the depression, Packard decided to continue to produce for the luxury market, but also introduce lower-priced cars. Up until 1935 Packard competed only in the luxury (high price) class, and all those Packards are considered Seniors. From 1935 thru 1947, you could apply the selections of the Classic Car Club of America and say that those designated as bona fide Classics are seniors, and the others are not. Thus, from 1t's introduction in 1935 the 120 model and the later 110 model (called the Six and Eight in 1938) were developed as volume cars to compete in the middle or upper-middle price range and are Juniors unless in rare cases they are fitted with meritorious custom coachwork. A hybrid considered a Classic but a close call is the 1939 Super 8, which is really a 120 body with a Senior engine and nicer interior trim. The 1941-42 models 160 and 180 are seniors (and Classics), the 110 and 120 remain as juniors. For the Clipper series and thru 1950, those models with the 356 cubic inch engine are Seniors, this includes the Super Clipper and the Custom Super Clipper thru 1947, and the Custom 8 from 1948 thru 1950. Another close call would be the 1950 Super DeLuxe. Beginning in 1951 and thru 1954 those models with the 9-main bearing engines, either 327 or 359 are considered Seniors. Another way to view the 53 -56 models is that those with the Clipper designation are Juniors, and those with the Packard designation are considered Seniors. One could argue either way about the 1954 Cavalier which has a senior wheelbase and body shell, but a junior (5 main bearing engine) and more pedestrian interior trimming.

Another Junior/Senior close call that I didn't mention are the 51, 52 and 53 convertibles. These are generally considered to be junior cars (short wheelbase, small engine) and it's always been a mystery that a luxury maker that specialized in convertibles dropped the Senior convertible after the 23rd series until 1954. Although the 53 Caribbean was made from a Junior car, it's still considered a Senior because it was of limited production, high cost, and was almost a custom, having the bodies converted by an outside firm (Mitchell Bentley wasn't it?) despite having a Junior engine and chassis. Both the 54 convertible and Caribbean are of course Senior cars, both Packards and not Clippers and with the top-end chassis and engine.

It is strange how the 39 Super 8 is knocked around concerning its senior car status. The Classic Car Club of America FULL CLASSIC registry clearly and unmistakably recognizes a 39 Super 8 as a full classic. The 40-41 is the exact same car with the latter and much less traditional mono-cast iron engine block, yet is never questioned about its senior status. I realize the V-12 was dropped and there is basically no other holy grail left in the declining years from 40 forward. Aside from some basic body pieces, very little of the 39 Super is directly interchangeable with junior cars. Dash, interments, interior appointments, headlight shells, bumpers, trunk rack, engine, trans, air-filtration, radiator shutters, numerous chassis parts, and way to much to even list are totally different from a 39 junior car. Another secret, every time anyone with one of the ?questionable? 39 senior cars goes to buy an engine part it's 3 to 6 times more expensive than a junior part. How about having a dash redone for a Questionable 1939 Super 8? well its plastic, unlike the juniors with re-paintable steele. Guess how much it is to have the plastic dash redone for the 39 Super? about $5000 to $6000 dollars. You know why? because they were limited production cars (like all senior cars were!) I guess for those of us that saw the 1939 Super 8 as the last Packard 8 with the classic aluminum block 8 and a recognized full classic, well we were wrong! We are only entitled to spend senior car money to own and maintain these pieces of Packard history, but must sit back and be snubbed, and excluded from the ?real, secret senior / full classic? Packard circles.

I have seen this description of the 39 super repeatedly, and have finally decided to speak out for all of the 39 Super owners that are tired of hearing this! If this is not a SENIOR or a FULL CLASSIC then you better let Packard's International, and The Classic Car Club of America know, because that's how they see it.

Well, there! it's said. Now everyone can sit back and have a good laugh at the rant from one 39 Super 8 owner that finally stood up and said the words out loud!

I understand the mentality of some believing there were no senior 8's after the 384 just like Twin 6 guys saying a Packard 12 isn't as prestigious. Where I am totally confused is how the 39 Super 8 is this outcast step child, because of points about sharing body parts with a 120, yet never a disparaging word about a 40 which diluted into levels ranging from 120, 160 to 180 and also shared the exact sake parts in common. With different levels of option between the 160 and 180, yet both recognized as a senior, the line between junior and senior are even more blurred. Don't get me wrong, I realize there will always be a pecking order in any product line a manufacturer offered. I am just amazed how Packard made only one pre-war senior, that was not a real senior car! The looks of the 40 are great, but exactly the same as their junior counterpart. I totally understand the post war banter about senior, not senior, and so on. The company entered a different market, and built cars accordingly (Great cars at that!).

It is what it is. I have read numerous snide posts on AAHC board about the 39 Super, and ran across the commentary posted here about a 39 being ?a tough call? on its senior status and finally figured I would throw my two cents in. For what it costs to do a 39 Super 8 and the distaste the majority of Packard aficionados voice for them it's a wonder they are all not scrapped and forgotten about.

I realize the seeds are sewn for the outcast 39 Super 8 and the car will never be recognized for what it is. I suppose the only hope for owning a real Super 8 (recognized by the not so secret society of Packard aficionados) is to sell the 39 Super 8 that has some things in common with the junior counterpart, and classic Packard looks, and buy the much better 40 160 or 180 that has the exact same things in common with its junior counterpart, with the not so secret Packard society seal of approval.

I guess this is no different than the 54 ford guys feeling so outcast, they formed a 54 ford club. Maybe we 39 Super 8 guys are lucky we get to play with the big boys.

With all that said, good conversation! Someone that owns one finally spoke up. We all like the automobiles we collect, so what the heck, this gives us something to talk about.

https://packardinfo.com/xoops/html/...wmode=compact&topic_id=547&forum=4&menumode=2

 

The twin tubes really are an excellent and long lasting shock from Dobinsons for a good price. GS59-682 and GS59-683. Most people these days are going with the IMS monotubes though, as the bigger piston size and IFP really make a massive difference offroad. That would be IMS59-60682 and IMS59-60683. If it were my 80, I'd go with the IMS, I feel the extra cost is definitely worth it.

 

Yeah, there are 9 different fronts and 9 different rear shock options from Dobinsons for the 80, it's friggin nuts. 0-3", then 4-5", then 6" lengths, in twin tube, IMS, and MRA 3-way adjustables. There's also about 35 different coils for them too. haha

It's incredible to have all the options stocked here in the USA too, saves people from having to settle on one shock type or the other.

 

Why in the does my 99 seem to ride better when it's sub 35 degrees out?

I have a vibration about 60-65mph but in the morning when it's really cold...it doesn't happen.

Also Ive never had brake rotor cause a vibration except for when braking, but I'm getting some pretty bad pulsing when applying brakes...I'm wondering if the front rotors are really warped.

 

Freaking awesome.

I've got those front and rear coils in my cart as you suggested. Just need to sell my complete Eibach kit before pulling the trigger so I don't go having 2 lift kits.

Only 1 question - my clapped out OME coils are sagging however, I'm experiencing the infamous "Taco lean"

I know the cat, steering rack, and other things are on the driver side attributing to said weight difference. However, I also have a big ass Duracell AGM battery.

Should I add a 10mm or 20mm spacer? I see you guys offer up to a 30mm spacer.

 

The coils are side specific for weight from them, mine was leaning too before I got new Dobinsons coils and now I'm level

 

Ahh, so maybe a 10mm to make up the battery if any?

 

Probably won't even need that, I've got a massive battery in mine and even with a fuel fuel tank (that's on drivers side too) no noticeable lean

 

I've got a coil puck for the coil mount that bumps up the tank side to level on my GX.

 

What coils are you running again?

 

C59-210V and C59-221V

 

Anybody going to be in the discord chat tonight? Probably gonna stay up for a change and play some vidja games after the boy is down for the night.

 

Here's the thing I love about Dobinsons USA.

Last summer I was out wheeling hard (as usual) and broke out a taillight on my Dobinsons bumper. I call Dobinsons, a human answers the phone, and says "yep, we have that in stock". I give him my email, he sends an invoice that I pay, and a few days later new tail lights arrive.

 

u in that too? hell ya lmao