Has anyone ever done this? I ask because I would like to adapt a more reliable transmission to my 1955 Nash. Another reason is because it would have to connect up to the torque tube. Thanks! Sent from my VK410 using H.A.M.B. mobile app
Didn't both Nash and Hudson use Hydramatics in the '50s on the 6 cylinder cars? What did your Packard powered Nash have for a trans...... Ultramatic? Ray
From Old Cars Weekly: The year 1955 marked the entry of Nash and sister marque Hudson into the high-compression OHV V-8 sweepstakes then rampant in the U.S. automotive marketplace with the introduction of an overhead valve V-8 in the Ambassador line. Not quite ready yet with an appropriate engine of its own, the recently formed American Motors looked outside its own walls and settled on a 320-cid power plant purchased from Packard. The big V-8 was only offered teamed up with a Twin Ultramatic transmission, also supplied by Packard. So, are you dealing with the L6, or the 320 inch engine or, looking at the 352? If you want the 352, is the block the same as the 320? If you have the L6 what style of bellhousing is used on the trans? Is the trans a one-piece design (like a Ford c-6) or a two-piece (like the c-4) ? .
If the Ultramatic is working I would service it, adjust, change filter and use B&M fluid. It could go on for many years if you don't abuse it. The Packard site has a lot of info on the Ultramatics. Packard Motor Car Information - Packard Forums Changing to a different trans may cost more than rebuilding the old trans. Neither is easy or cheap.
Well the engine is froze, and i have a 374 I plan on installing in it. If the trans is bad, I would like to get something more reliable, and Nash used hydros, so I could get it to match the torque tube. Also B&M fluid might be a little to thin, Ultramatics were made to use Type A which was good for smother shifts. Sent from my VK410 using H.A.M.B. mobile app
There exists an adapter kit to mate later GM TH-family automatics to the Packard V8. Never seen an early Hydramatic used. The Nash Hydramatic is of no help. Anything can be made to fit anything, given enough time and money, but you're already upside down in a '55 Nash; when in a hole, stop digging. BTDTNA. I've got many specialized parts for Packard V8s, including an Oldsmobile oil pump conversion. jack vines
If you can't stand the Ultramatic there are adapters available to mate a Torqueflite and possibly other transmissions to the Packard V8. But they are open drive line. That means changing the rear axle, adapting a different rear axle to the coil spring suspension. This has been done on Buicks and can be done on your car but it is extra work. It would probably be easier and cheaper to have the Ultramatic rebuilt.
A clever machinist might be able to mate the Ultramatic tail stock and shaft to a different transmission.
I am in the process of doing just what this thread is all about. I have a Packard 374 that I am adapting to my dual range hydramatic in my 1955 Nash Rambler. My idea is to use the dual range hydramatic, which came in the 53-55 Nash Ramblers, but use a rear bell housing from an Oldsmobile hydramatic in place of the L6 bell housing. The Packard 374 has an integral bell housing, much like Oldsmobile V8s have. A custom adapter plate will be used to adapt rear bell housing to the 374. The 374 flex plate will be used along with 374 starter. Additionally, a custom crankshaft spacer will be used to couple the 374 crankshaft to the Oldsmobile flywheel. As far as adapter kit being available, well Bendstens has a Packard V8 to a modern GM transmission. This may be a better way of accomplishing what you are trying to do. It's too bad that the 1955 Nashs didn't go with the hydramatic and the 320 Packard engine. However who out there would have the bell housing available.
Torque tube drive trunnion kits for Rambler and Nash come from from www.NashRamblerRubber.com . The factory fit works for 50's Hudson Hornet and all Nash Healey with the same drive line setup. Nash Ambassador used the same covered driveshaft combo from 49-56, and the AMC Rambler until 1963. The setup works well as long as you have a good rubber torque tube trunnion stabilizer. Trouble is many younger mechanics just don't know where to get a new working trunnion. The easiest way to help an Ultramatic transmission last is not to apply high torque when shifting from first to second, or just to start in second. That was a weak design. My 55 Nash had the Ultramatic. That, and a simple trans fluid change with every other oil change helped it last and work well for over 100K miles. I heard that Packards International had a conversion adapter to a modern transmission.
Will this throw off the torsion bar suspension on the 55/56 models? Sent from my SM-J727T1 using The H.A.M.B. mobile app
Ok guys I put a add in the local adds for a machinist to do side work. I have since found 5 to 6 guys willing to work. But I have not got back to them untill I'm ready with all the information. I would like to get a Packard to GM transmission adapter. Either chevy or bop-c. One guy has asked me "What size plate and what diameter and what grade aluminum". I have no idea. Does anyone have measurement, cnc work, or pictures of thier homemade Packard-GM adapter? Does anyone have any input on what the machinest should Do? Should I pull my engine, mock up an adapter out of cardboard then give him that? Now that I have a machinest by the ears, what else can they make that could benefit Me? Thanks Guys Sent from my SM-J727T1 using The H.A.M.B. mobile app
Do you not have a transmission now that bolts to the Packard block? Assuming you do, that will have the bolt pattern you need. Did you look round the Packard forums?
Thanks Rich that a quick and accurate way to do it. I'm wippersnapper55 on the Packardinfo forum. I should check with those guys as well. Thanks alot. Sent from my SM-J727T1 using The H.A.M.B. mobile app
Did you check with Jack about the TH350 adapter he mentioned? That would seem the cheapest, quickest deal.
I found this place online: www.transmissionadapters.com They have a lot of different setups available. There is one for the Packard V8 and also the inline 8, both to mate to a GM transmission.
Thanks Cosmo they have pictures of the adapter. Do you know what the triangle snapped adapter is for next to it Sent from my SM-J727T1 using The H.A.M.B. mobile app
Ronnie, the triangle shaped piece is the “flexplate” to which the torque converter attaches. You will notice a round piece in the photo with several holes.....that is a crankshaft adapter/spacer. I think there is another stock piece, not shown or supplied, that will have the starter ring gear on it. Ray
Wow Ray that through me off I thought all flexplates where circular in shape. Most companies sell transmission adapters without flexplates, so why does this particular application call for a customized flexplate? Would not the GM flexplate of the GM transmission be sufficient. Sent from my SM-J727T1 using The H.A.M.B. mobile app
In some cases, the Packard, early Chrysler, Cad and Olds V8 engines being some examples, they have a partial bell housing cast on the block. When adapting an automatic transmission with a stock case that has an integral bell housing, it creates a ‘spacing’ issue. Meaning, the transmission is going to have a more rearward placement, because of the engine block partial bell housing, than it would on an engine with no block extension. In those instances, usually a common style flex plate with the starter ring gear is used on the crankshaft, then a crank extension adapter and finally a plate to support the torque converter in the correct position for the transmission. This arrangement keeps the starter motor in a stock mounting position for the engine and eliminating more complicated starter issues if it too were mounted more rearward. If you go to Transmssionadapters.com website, look at the installation instructions section and you will see more details in photos that will greatly clarify what I have said above. “One picture is worth a thousand words......” Ray
Thanks Ray for the detailed explanation. Really appreciate it, sorry for the late response as it's been a busy day. Have a great night Sent from my SM-J727T1 using The H.A.M.B. mobile app
Packards have an open drive line. You may have to modify the drive shaft at the front to fit the new slip yoke and for length.
Thank you sir for answering my question. Understanding the Packard has been quite informative. I'm still learning and piecing how all components work together. Thank the Lord for the service manual. Sent from my SM-J727T1 using The H.A.M.B. mobile app
Spoke with a guy today local to me that has a couple 352's and he said he's working on adapting a Packard V8 with a FMX ford trans. He said it will be a better fit, I'll keep you guys updated.
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