PACKARDS INTERNATIONAL MOTOR CAR CLUB SAN DIEGO REGION

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1 PACKARDS INTERNATIONAL MOTOR CAR CLUB SAN DIEGO REGION Pierce Arrow. Come on out Sunday Sept. 4 for our joint tour with the Pierce Arrow Society and see more of these.

2 ACTIVITIES OFFICERS R.H.PECK President JESSE HUNT Vice President JOE O'LEARY Secretary or JOE SHAW Treasurer LLOYD KING Membership Chairman JOE WHITAKER Activities Chairman ED HENNENBERG Technical Committee S MARK ROTHERMICH ' Projects Chai rman RON CRAMPTON Pub1 ications Chairman ' Remember, Sunday September 4, our clu b will joint tour with t he Southern California Pierce Arrow Society and t he Antique Aircraft Owners Association. -PackalAds and Pier ce Arrows will assemble S unday morning between 9-9 : 30 am at the Denny's parking lot on Clairemont Mesa Blvd. and Highway 163. The two groups will then proceed at 9: 30 am up to Ramona Airport for a viewing of the antique aircraft. Bring a picnic lunch and a friend. Liquid refreshments to be provided by the Pierce Arrow Club. Get the old Packard polished up Saturday and come on out Sunday. I t should be a fun gettoget he r. '-" The winning ticket for the Glorietta Bay Inn "Accomodation Give Away" for the All Cal '83 was ticket number T he owner of this lucky number should contact R. H. Peck no later than Sept. 7 to claim the prize. If the holder of this lucky number does not claim the prize by Sept. 7, a new number will be drawn so don 't throwaway your t ickets yet... CALENDAR OF EVENTS Sept 4 Joint tour with Pierce Arrow Club & Antique Aircraft Club Ramona Airport 10:30 A.M. Sept 7 General Meeting Sept 10 ASCOT '83 Auto Sh ow. Embarcadero Park near Seaport Vi 11 age Oct ALL CAL '83 Coronado 1928 Packard Cpe Roadster 6 Cyl. Motor, less than 150 miles on a total rebuild. Older Restoration. A few spare parts. $39,500 (619) Glenn McGehee Royal Ann, San Diego, 92126

TECHNICAL The fo llowing article is an excerdt' from the Packard Service Counselor of Feb. 1. 1949.

3 TECHNICAL The fo llowing article is an excerdt' from the Packard Service Counselor of Feb It announces the introduction of the Borg- Warner' R-11 overdrive assemb ly / on Packard's current production automobiles. In a few s hort months. the R- 11 unit would totally replace the p r evious ly used. R...,.9 and.1 R- 9A ' units. Those units were. first ' used on Packard's 18th Series automobijes. In its basic fann the R- 11 would serve Packard ntil au lo production ceased. \ PINION AND CAGE 1\55 STATIONARY GEA BALK RI NG For ~ore information on disassembly. inspe.ction : trouble s hooting an.d assembly of this Unit. see Packard Service counselor: Vol. 23. #2. February : "The Overdrive". Warner Gear Division. Borg Wa r ner Corp.. Available from ClassiC Motor, books. Osceola, Wisc : Packard, Ser vice Ma nuals, t948..:thru 1956 inclusive. RING GEAR MAR K ROTHERMICH MAIN SHAFT FREE WHEEL ROLL ER EE WHEEL CA,M REVERSE PLUNGE OCKOUT CONT ROL SHAFT ~igne 1 I

4 The New R-II Overdrive Unit 22nd Series A new type overdrive assembly, model R-II, is now being used in production to a limited extent. As soon I as conveniently possible, the new unit w ill be installed I in all vehicles on which overdrive equipment is '! specified. Vehicles equipped with the new type unit may be identified by (I) absence of the overdrive indicator light in the instrument panel, (2) the four-terminal overdrive relay on the dash panel instead of the six terminal relay formerly used, and (3) the overdrive solenoid and the lockout lever located on the left side of the overdrive case instead of on the right. In the following descriptive paragraphs, the new type unit will be referred to as the R-II unit while the unit which soon will be discontinued will be referred co as the R-9. The R-II overdrive incorporates a planetary gear system similar to that of the R-9 although the two units differ in construction. The most prominent differences between the two units are in the transmission of power through the ring gear and in the overdrive lockout mechanism. In the R-9 unit, the ring gear is splined to a clutch hub which transmits engine power through a clutch sleeve to the main shaft. In the R-II overdrive, however, the ring gear is splined to the main shaft thereby transmitting power directly to the main s haft. Overdrive lockout, in the R-9 unit, is accomplished by locking the overrunning clutch (free wheel cam and main shaft) into a single unit by means of the internally splined clutch sleeve. In the R-II unit, the clutch sleeve has been eliminated and lockout is ac complished by moving the stationary gear rearward and locking the pinions and the ring gear and main shaft assembly into a single unit. Figure 1 shows the transmission of elli!; r. ~ p(.wer through the new R-II unit when in direct drive with overdrive available or, in other words, '\"lth the lockout knob pushed in. You will note that the slidioj ' pawl is in its withdrawn?osition and the stationary I, gear and plate are fre;: {c ro~ate. With the gea: :10.1! plate free to rota';e, <:r, :~(' power is transmit:,;d throug~ the tran~",issior dliving shaft to the L_e wheel'i::un :~yhich is spliml. to the driving shaft. -;'!'e rollers which ride on the ramps of the cam act as wedges between the cam and the inner race of the main shaft and both the transmission driving shaft and the main shaft rotate at the same speed. When governed speed is reached, the solenoid becomes energized and will remain so until the car speed drops below governed speed or until the lockout knob is pulled out, At this time the sliding pawl is pushed inward onto its srt!p on the balk ring. To shift into overdrive, the accelerator pedal is released momentarily allowing reverse torque to turn the balk ring thereby permitting the pawl to enter a slot in the stationary gear plate. When the stationary gear and plate are not permitted to rotate, power is transmitted through the transmission driving shaft to the pinion and cage assembly which is splined to the driving shaft. The pinions now rotate around the stationary gear and cause the ring gear attached to the main shaft to be driven at an increased rate of speed. I Since the main shaft rotates faster than the free wheel cam, which is splined to the transmission driving shaft, no wedging action of the rollers can take plac.e and the rollers merely roll on their ramps. The engine and the transmission driving shaft now operate at a slower speed than do the main shaft and propeller shaft and the car is operating in overdrive, When the lockout knob is pulled out, a cam on the i (::J.d of the lockout control shaft moves the lockout :."ift rail and the shift fork rearward. The shift fork ill turn moves the stationary gear rearward and the ~x.ternal clutch teeth of the stationary gear engage with the internal clutch teeth of the pinion cage assembly. S:nce the,~liitionary gear meshes with the pinions I has now l:ngagcd the clutch teeth of the pinion \ cage, the pinions cannot turn in the cage. Thus the \ assembly turns as a unit driving the ring gear and main shaft as a unit by means of the teeth of the locked I pinions. Power is then transmitted through the transmission main shaft to the stationary gear, to the pinion and cage assembly, and through the pinions to the ring gear and main shaft assembly. See figure 3. The stationary gear also is moved into engagement ; with the pinion cage by action of the reverse plunger,' when the transmission is shifted into reverse gear. I

Thomas L. Hibbard Even before graduating from high school, Thomas L. Hibbard's interest in automotive design was so strong that he had obtained a job with the Rubay Co.

5 Thomas L. Hibbard Even before graduating from high school, Thomas L. Hibbard's interest in automotive design was so strong that he had obtained a job with the Rubay Co. in Cleveland as an apprentice designer. This new firm was trying to gain a reputation for daring and outfront designs. He left Rubay for a higher salary at C. P. Kimball & Co. in Chicago, and he spent a year there as a designer. Too young for the draft, he enlisted in the Signal Corps and went to France. After the Armistice he was offered a position with Kellners in Paris, but was unable to secure a discharge in France. The result was he found a job instead at the Brewster firm in New York. There he met Ray Dietrich and the two of them left Brewster in the Spring of 1920 to form their own design firm, which they named LeBaron. This firm met with immediate success, but in the spring of 1923 Hibbard decided to go to Europe with Howard " Dutch" Darrin to investigate the idea of having custom bodies built there for sale on the American market. They formed a partnership, opening in Paris to sell cars with bodies they had designed under the name Hibbard & Darrin. They had their designs built by several firms in Belgium for mounting on various high-grade chassis such as Hispano Suiza, Rolls-Royce, Minerva, Excelsior, Mercedes, Duesenberg, Packard, and Stutz, and for a time they were the distributor in France for Minerva. Eventually they opened their own body building factory near Paris. Some of their custom bodies were sold to Americans and taken back to the U. S., while quite a few others were delivered to wealthy South Americans. The majority of bodies were chauffeurdriven types and hundreds of these were of a style considered advanced in 1924 because it featured rollup windows, instead of side curtains, for the chauffeur's compartment. They also built convertibles, roadsters, short-coupled four-door sedans, coupes, and conventional touring cars, but all in relatively small numbers, many being in the one-off category. In an excellent article " Hibbard and Darrin As I Remember It", published in four parts by. THE CLASSIC CAR in 1966, Hibbard wrote: "While the depression of the '30s sounded the death knell for most of the custom body builders, the days of the one-off body were already numbered due to the development of well-built production bodies". He added that he could see the end coming when "Europeans began to praise the Fisher bodies for their workmanship". The firm's end was hastened by the unfortunate opening of a New York showroom on 57th between 5th & Madison, just about one week before the 1929 stock market crash. This resulted in the early closing of the Paris facilities, too. But in the spring of 1932 Hibbard signed a two-year contract with General Motors at the then princely salary of $20,000 a year, to work in Harley Earl's developing G. M. Styling Department. In later years Mr. Hibbard did freelance work in industrial design, designing caskets, military armored cars, as well as other autom9tive design work for Studebaker, Ford, and additional work with General Motors, and automotive parts supply firms. He now lives in retirement in Camden, Maine, where he pursues his interest in oil and watercolor painting. ANTIQUE m~m~~~e

6 LEMON GROVE PLATING 1400 CLEVELAND NATIONAL CITY, CALIFORNIA To Packards International Members: Over the years we have establi shed a reputation for quality plati ng. and a quality car deserves Quality plat ing. I own a 1928 PACK ARD Roadster and kno w the value you place on your parts. If you have a plating need. come in and... Ask The Man Who Owns One BILL RHODES President (714) _... _-_._ {tall thr rxprrirnc.. b Cl1r 111lU Cl1mprtitiur ratrs 1111 Atttiqur. allassic. Jfllrsrlrss Warringr. }lintngr Autal an~ Wars uc Jntrrrat 31nsurancr ({J ~'" IRll~e :J IJ t!./ JI.r.rocialed Cooler tic Barson 9 n.rurance OFF.: LA MESA BLVD. RES. : POST OFFICE BOX 301S LA M E SA. CALIF.ORNIA ~ INTERNATIONAL MOTOR CAR CLUB -SAN DIEGOREGION. -~-~- -r~ ~... L PACKARDS INTERNATIONAL MOTOR CAR CLUB i 3267 MOHICAN AVENUE I SAN DIEGO, CA '1

PACKA RDS INTERNATIONAL MOTOR CAR CLUB SAN DIEGO REGION JOIN US FOR. A PIC Ie I RAMONA

PACKA RDS INTERNATIONAL MOTOR CAR CLUB SAN DIEGO REGION JOIN US FOR A PIC Ie I RAMONA Vol. 9 No. 8 August 1983 OFFICERS R.H.PECK President... 575-0356 JESSE HUNT Vice President....... 224-8143 JOE O'LEARY