Page 7:
Jerry Grandin's 1701 and Göran Ericson's 1601 participated in the "Avrundan" excursion to the island of Åland.
Letters to the editor
Hi!
I have a 1955 Packard 400. It is unrestored but in pretty good shape. Imported from the U.S. in 2002 and bought by me later the same year. I have had recurring problems with the Torsion-Level suspension system. On my way home from inspection in the spring of 2007 the rear end of the car sank to its lowest position. I managed to get it up so that I could drive the car during the summer.
After having contacted Ole Böök on November 6 to see if he could tell me about the problem, and after having had an automotive electrician look under the car, I ordered a "limit switch" from Ole on September 26. It arrived already on September 30 and was installed on the following day. Unfortunately the problem persisted and I ordered a "compensator" from Ole on November 2. The one he had in stock was actually for a 1956 but with instructions he supplied it was installed and on November 26 everything was working like it should.
Without Ole's expertise and incredible supply of parts I would have been at a total loss.
Sincerely,
Göran Wassgren
Göran's letter reflects the experience of many about the supply of Packard parts to NPOC members.
Page 8-9
Visit # 2 at Jarmo Kytömäki's garage
By Dag Söderblom Photography: Jarmo Kytömäki, Dag Söderblom
Three and a half years ago Peter Ginman and Dag Söderblom got to see what a restoration project looks like when nothing is left to chance. The degree to which Jarmo did everything himself is truly amazing. Of course machine work on the engine was done by outside firms, but the entire interior has been done by Jarmo himself.
In August 2007 we were able to note that a lot of progress had been made. The car has been painted in Packard Maroon and Jarmo has been aided by family with sanding and buffing. Contrary to what is the case with many cars of this era, the sheet metal fit is perfect.
Much of the interior has been done to perfection, but seats and backrests remain. In a departure from stock for 1938, Jarmo has chosen to apply wood-graining to the dash. He feels that Packard made a mistake by dropping this feature for 1938.
The engine room appears perfect, with all tubing, hoses and cables looking as they should. As most Packards imported by Autola, the Finnish general agent, the car is equipped with high-quality Scintilla directional signals as well as a period-correct spotlight. The car has the optional luggage rack, which however is missing the locking knobs and its chrome strips. We will be paying another visit when the car is ready for its test drive, perhaps as early as next summer.
You can read the first report on this restoration Bulletin # 114.
Page 10-14
Tales from Peking-Paris, May 27 - June 30, 2007
Text and photography: Martti Kiikka
Ingress, adaptation and translation for the Bulletin: Dag Söderblom
When Martti Kiikka with wife Pirkko as navigator started their project of participating in the historic endurance run in memory of the corresponding adventure 100 years earlier, they didn't realize what was in store for them. Despite their own experience of similar challenges in Africa, and advice from Jim Walters, who had won his class with a Packard 1603 in an around-the-world endurance race year 2000 without technical problems, this venture was considerable more challenging than they could ever have imagined. Martti has documented the journey in a many-facetted way. Here we will concentrate on the aspects associated with our narrow, brand-oriented perspective.
We did it! Our journey in a 1938 Packard 100 years after Mannerheim and Prince Borghese.
Culture, nature and geography
14,000 kilometers by car is a very long journey. It's a shame that we didn't get to see much along the way, but one must be full of admiration for how Mannerheim rode on horseback through Asia on an equally long trip 1906-08 without today's infrastructure.
Participating cars were divided into three classes: Pioneer (1921 and older), Vintage (1941 and older) and Classic (1961 and older). There were additional sub-groups depending on engine displacement. A 1917 Packard Twin Six also participated. Cars had to be as original as possible. Additional equipment available when the car was new was permitted, as were modifications to improve safety. All participating cars had skid plates underneath. Navigation was by notes provided by the arranger with GPS as backup.
Packard service plan
Two oil changes and lube jobs were planned for the trip. All other service only as needed. Overheating problems started on the first day. Vapor-lock during day two. After 500 kilometers the rear shock absorber brackets broke. The front shocks stopped working after 1,000 kilometers. The first frame cracks appeared after 2,000 kilometers. The exhaust system had to be repaired after 2,500 kilometers. After 4,000 kilometers the skid plate had become deformed to the point where it had to be removed. By that time most spring and shock mounts had failed. The distributor stopped working well at the same time. We arrived in Paris with a broken accelerator pedal, a boiling radiator and running on only a few of the eight cylinders.
What have we learned?
As this is written I don't think we want to repeat the experience. The route was extraordinary, but too little time was allotted to seeing the sights. The Packard was too heavy for this kind of hardship. We came in as number 16 in our class and received a silver trophy; the 1917 Twin Six was 11th in its class and got a bronze cup. We would have done better with better preparation. A sturdier design of the car as a whole would have helped, as would better cooling, stronger springs and suspension, higher ground clearance, a four-speed transmission, better protection of fuel lines, twin carburettors, modified intake and exhaust manifolds, etc.
For more information, visit www.pekingparis.com
Page 14:
Wanted
I am looking for a ready-to-go Packard in good condition. Late thirties to early fifties.
Ola Stuvemark, Sweden +46-16-16 20 44
ola.stuvemark@polisen.se
For sale
Packard 1939, 1701 Convertible Coupe
After several years of ownership I have come to the painful decision to sell my Packard. Unfortunately, I am the sole member in the family with an interest in cars. The Packard has less than 2,000 miles since total restoration. (Many pictures available.) Car is in very good condition. I begin by advertising it in the Bulletin, hoping that it will remain in NPOC. Price: Best bid over SEK 380,000.
Johan Sandler, Sweden +46-175-721 58 Cell: +46-709-709 187
johan.sandler@hotmail.se
Packard events 2008:
SWEDEN
May 1
Haraldleken
DENMARK
May 31
Forårstur
NORWAY
July 3-6
Packard Meet
SWEDEN
September 6
Rally Packard Väst
DENMARK
September 28
Løvfaldstur
For more information about the events, contact members of the work groups in each respective country.
Page 15:
It is time for some information about this year's Packard Meet in Norway. Headquarters for this year's meet, July 3 through 6, will be Sanner Hotell at Gran, about 70 kilometers from Oslo and 50 kilometers from Oslo's Gardermoen airport. Both Friday and Saturday will offer excursions to nearby places of interest. There will also be a walking tour. More information later and on the Club's website.
Hope to see you there!
Morten & Haldis, Stein, Bjørn & Mette
Page 16-21
Saving a Packard from the junk yard
Text and photography: Göran Sjöholm, Nils Sjöholm, Erich Sterling
Our family Packard Super Clipper, model 5411, was purchased from general agent Wiklunds in Stockholm August 23, 1957. The car has thus been in the family for 50 years. Over the past several years the car has undergone total restoration and is now back in traffic after having been off the road for 42 years. The car underwent inspection March 21, 2007. It has been an arduous journey back to life. Here is the story of how the family member was saved from the junkyard.
My dad Tore had a blue 1947 Packard Super Clipper as early as 1949. I made the trip from the hospital in that car in 1950. In the years thereafter the car was used for vacation trips to Öland, Germany, Italy, Austria and Czechoslovakia.
By 1957 it was time to get another car. The Clipper was badly rusted and the transmission was damaged after a close encounter with a snow-covered tree stump at a turning space in Dalarna. The car was traded in for a maroon red 1954 Packard Super Clipper. The reason why a used a car was bought was that new Packards were no longer available, save for the Studebakers with Packard emblems.
The car served the family into the sixties, among other things on vacation trips to the Nordic countries and Holland. In the early sixties the car was hit by a truck and the left front fender was damaged. Rust repairs had already been made to the rear fenders, so now the whole car was repainted, in light gray for some reason.
In 1965 annual inspection of all cars was introduced in Sweden. When it was time to inspect the Packard, rust had taken its toll to the point it would not pass inspection. Time to trade in the eleven-year old car. We looked at a Studebaker Lark, a Chevrolet Impala and also a Daimler V8. But we settled for a 1964 Pontiac Catalina (which is still owned by the family). The dealer offered 500 kronor for the Packard and immediate dispatch to the junk yard. My father was deeply offended and kept the car. The Packard was driven to Skåne and put into storage in a barn with the thought of repairing it at some future point.
There it would rust in peace until 1978, at which time it was rolled out, only to discover more damage due to the damp barn floor. The cars entire floor pan was virtually gone. If the frame hadn't been in the way one could walk all the way to the rear axel. All chrome was destroyed and the entire interior was rotted.
In 1986 the wreck was hauled to the village of Ed where Benno Andersson proceeded to spend 500 hours on the body, using over 6 square meters of sheet metal. Some chrome-work was replaced and Magnar Andreassen did wonders with all the rest and everything he touches.
After 10 years in Ed, the car is hauled back to Stockholm. After minor work, the car is ready for paint. The first attempt is made in Örebro. After 11 months I pick up the car, but it is all wavy. Nine months later it's time for a second attempt, this time in Enköping. The car is gone for another 15 months. When I pick it up it looks the same. Work is now halted for a year while I gather energy and a refill of my wallet. Finally the car ends up at Stensö Lackcenter and in three weeks I have a perfect paint job. The car would have been done four years earlier and I would have saved a lot of money if I had found Stensö from the beginning.
The driveline was rebuilt in parallel with the body. The engine was stuck after all the years in the barn. Different fluids were tried for months but nothing freed up the engine. After recommendations the engine was sent to Kumla. When I got it back it was in worse condition than when it got there. Olle Larsson at Custom Racing in Örebro saved the day and gets the engine going.
Material for the interior is custom woven and several upholsterers are involved. A few too many, but the end result is good. In all, some sixty companies and persons have been involved in the restoration in one way or another. Some have been left out, I am sure, and there are also several that I would rather forget. I have also received help from members Kåre Mogemark and Fredrik Mollberg, who have cars very similar to mine.
This restoration has become expensive to the point where it is hardly economically defensible. Rebuilding the engine alone has cost as much as buying a new small car. But to me this Packard has great nostalgic value as the old family car.
On April 29 my dad Tore, 99, my son Johan and I held a ceremony inaugurating the 54. I had waited to install the hood ornament until this special moment. My dad was the first to drive the car after the restoration. Then I took it for a spin myself, subsequently handing over to son Johan. The ceremony was quite successful and now all the travails and troubles can be perceived as worthwhile.
Picture captions:
Page 16: Invoice from 1957, when the car was bought. After trading in the Clipper, the price was SEK 8,405. The author in front of the Packard in Tromsö. The year is 1961.
Page 17: Returning home from Finland in 1961, Göran and Håkan has adorned the Packard with banners on the antenna. Back in Stockholm, the car is badly rusted. Restore or drive it to the junkyard?
Page 18: Lots of rust repair. Body done and chassis painted. Tire wear is to be expected because of excessive toe-in.
Page 19: Paint and trim code.
Page 20: This picture of the Packard and Tore Sjöholm was taken 50 years to the day after he bought the car used from Wiklunds in Stockholm. He is one of the very few persons in NPOC who has owned a Packard for more than 50 years. Instrument panel of Clipper Super 1954.
As evidenced by the color snapshots on page 21, restoration of the car was well worth it. The end result is excellent.
Back cover:
Småland's largest lake, Bolmen, was the backdrop when participants in Rally Packard Väst assembled in the eve of Friday, September 7 for a glass of wine at the grill. At breakfast on Saturday hosts Siw and Curt Sjöberg displayed some of their vehicles in their front yard. As popular and respected representative of Mercedes Benz and other brands, Curt is well connected and has built a nice collection of cars, motorcycles, mopeds, etc. Parked on the lawn here, from left to right, is an Audi Super 90 1967, Packard 645 Phaeton by Dietrich, Lincoln Continental MkIII, 1971, Fiat 500 1955 (used to belong to NPOC-founder Harald Jonsson's wife Alice) and a nice Mercedes Benz 200 SEC coupe. Curt sold the Audi and the Mercedes new and traded them in after a number of years.
Start side Bullitin
