Just two people in love with each other and cars ❤
Motorhead Sweethearts is a personal car restoration journey starring Dave (the boyfriend) and Jen (the girlfriend). Follow all of our car projects as we tackle them together - whether that be restoring a 1955 Packard Patrician, tinkering with Dave’s 1982 Chevy Camaro or helping friends with their car projects!
We will fully document our findings and how we fixed any problems we may have come across. Also, We will answer any questions you may have in our Q&A videos. So, drop us a line with any automotive requests!
Install the distributor before you torque those bolts on the intake or even before you put those bolts in the distributor might not go in once you have that manifold bolted down
How much did it cost to send out the master cylinder to get repaired cause im working on my 55 packard clipper touring sedan, which is vary similar to partician cause my brakes in mine don't work at all so im needing to go through everything to make sure everything is fine cause i dont know if its a power issue sense its power drum brakes or if its the master cylinder.
Great little video here, thank you. I have a 1956 Packard Clipper Custom Hardtop Coupe here in England UK. Shes in Red with white side stripe and top, the interior is Red and black inserts in the seats. Its the only 2 door Coupe 56 here in England. Only 1466 Clipper Custom Hardtops were made. It sits aside my 56 Olds 88 Holiday (my favorite car of all time).
Big waterslot goes to rear, passenger side gasket is upside down. If the passenger head gasket has the slot in front the passenger side head will overheat.
That doesn’t look like a 410, I WOULD Definitely check that crankshaft number and letter. Many 410s were changed to 390s just to get the crankshaft. They are the same as a 428. I have seen machine shops steal them. I had a set of ported FE heads disappear from a shop.
Hey Tony, Thanks for the great video's. I have a question, I have a 390 GT motor and I am in the process of replacing the intake manifold and valve covers. When I took the roller rocker cam out I didn't mark the push rods and now I don't know which one goes where. Would it be ok to put the push rods back in even know they most likely won't be in the same port I took them out?
When re-installing the rocker arms, is their a particular torque lbs needed? Or is it okay to just use common sense to ensure they are good and tight? Thanks in advance for any recommendations.
Will the rockers on my 390 come off just like this - just the four bolts? Mine are super sludgy and I want to take them iff for cleaning. Any recommendations?
This guy doesn't know much about FE engines. Those valve covers are 67 and newer, the engine is supposed to be a 1966 410, which it may very well be, never made any mention of the rectangular keyway that goes with the front balancer when he removed it. Everybody looses them. Including this guy. With that original timing chain, fomoco gaskets, that motor had NEVER been apart. And I've seen MUCH cleaner inside than that. I also watched his re-assemble video. He made ALL the classic mistakes that chevy boys do when trying to assemble a FORD FE. It's video's like this that are causing many people LOTS of hard earned money learning the hard way.
NO NO NO N O NO NO NO NO NO NO NO, you're alreadyt MESSED UP the timing chain. That SPACER DOES NOT, I REPEAT DOES NOT get re-used. That spacer is ONLY used for assembly line upper gear. The spacer is BUILT ONTO the new upper timing gear. Your cam DOWEL is bottomed in too far, and not engaging the fuel pump cam, your front intake dowel that aligns the intake manifold has been cut flush or hammered into the block so far it won't engauge. SO MANY mistakes here. Don't do what this guy does.
I'm hoping you can help. I'm upholstering my sons seats in his 1929 hot rod. I want the stitching to be bold.I have the set just right but when I sew the lines with the sew foam the stitches don't stay all the same. Starts out ok then small then bigger towards the end. Any ideas how to fix that to get the same stitch all the way? Thank you very much, Lori
This gentleman is the best. I’m so glad I found this! I just purchased a 1966 Ford Thunderbird with a 390 FE motor that I can’t wait to get my hands on.
I dont think i would've been able to get my 390 put back together withput this video thank you!!! I wish there was another video for the rest of the accessories but I'll figure it out 🎉
Thank you for your service in the “Nam” On FE builds, the cam should always be put in FIRST before the rotating assembly!! On a FE motor build, the crank and rods will not interfere with the lobes on the camshaft while rotating the crank & rod assembly before timing set is installed!! By installing the cam first, you can guide the cam into position with much more control and accuracy, thereby eliminating another possible cause of cam failure! Cam failures can be cause by “skimming” the lobes against the cam bearings when you install the cam without proper guidance! We cringe when we see cams installed this way! AND, every motor build should include camshaft degreeing! We have seen cams that are 6-7 degrees retarded when installed straight up, creating a poorly performing engine!
"This will just pull out" - **easily lifts distributor**. Man, I wish. On my FE it feels like it's welded shut in it. I've spent the past several days trying to get it off. Vice grips, slide hammer, nothing working.
I've had to use the ENGINE CRANE and a CHAIN around the distributor, with motor in the car/truck, to jar some of them loose. Just BUST them out of the engine.
The first lock up torque converter appeared in early 80s cars and trucks. Packard had it in 1948. learn all you can about these cars, they really are a fine automobile.
I have 1956 Packard Clipper and I just want to know do you have any good tip how to open master cylinders cap easily and get there brake fluid Easily its hard because the master cylinder is under the steering column
