STUDEBAKER-PACKARD CORPORATION * SdW’8dM, NOVEMBER 1957 NO. 331 CARBURETOR AIR CHAMBER BASE -- 1957 GOLQEN HAWK AND PACKARD CLIPPER MODELS Please record this article in the Service Bulletin Reference page of your 1957 Studebaker and Packard Clipper Supplements. As you know on late production 1957 Golden Hawk and Packard Clipper models, the carburetor air chamber base was changed to eliminate the gas line fitting and to supply a more direct and improved installation of the fuel pump-to carburetor pipe and dlstrlbutor vacuum advance pipe. when current stock of Carburetor Air Chamber Base, Part NO. 1542333, is exhausted, the Paris Depots will carry only the new style base, Part No. 1543939. Therefore when replacing the old style base, Part No. 1542333, with the new style base, Part No. 1543939, installed: 1543941 - G-137422 - 1543940 - 514133 - 1543942 - 1543943 - the following parts must also be Fuel Pump-to-Carburetor Pipe Assembly Pipe Elbow Carburetor End Distributor-to-Carburetor Pipe Assembly Pipe Elbow Carburetor End Distributor-to-Carburetor Pipe Grommet Gasoline Pipe Base Grommet The above parts are included in a kit, Part No. 1546489 to be used when the old style base is replaced with the new style. INSTALLATION OF NEW FLANGE ON POWER STEERING GEAR SHAFT - 1955-57 STUDEBAKER AND 1957-58 PACKARD MODELS when installation of a new flange on the power steering gear shaft is necessary, the SOUTH BEND 27, INDIANA j&L4izlM PAGE STUDEBAKER AND PACKARD CLIPPER Carburetor AIR C HAMBER BASE - 1957 GOLDEN H AWK AND PACKARD CLIPPER M ODELS . . . . 1 I NSTALLATION , OF N EW F LANGE ON P O W E R S TEERING G EAR S HAFT - 1955-57 S TUDEBAKER. 1957-58 PACKARD CLIPPER . . 1 PAINT FORMULATIONS - PASSENGER CARS AND T RUCKS . . . . . . . . . . . . . . . 2 S PARK P L UGS - 259 A N D 289 cu. I N. EN G I N E S . 2 Torque CONVERTERS - 1956 PACKARD AND C LIPPER AND 1956 GOLDEN H AWK . . . . . . 6 Ultramatic CONVERTER P UMP SHAFT AND Oi l PUMP R OTOR . 54th. 55TH AND 56TH S ERIES P ACKARD AND C LIPPER AND. 1956 G OLDEN H AWK . . . . . . . . . . . . . . 4 STUDEBAKER H EADLAMP R I M- T O- HOUSING S CREW - 1958 Studebaker WITH D U A L H E A D L A M P S. . . . . 6 PACKARD CLIPPER 1951-54 PACKARD ENGINE CYLINDER AND Piston Assembly . . . . . . . . . . . . 6 H INGE T YPE W EATHERSTRIP - 1956 PA C K A R D AND C LIPPER . . . . . . . . . . . . . . 6 R ADIATOR INLET HOSE C OLLAPSING - 1955- 56 PACKARD AND C LIPPER . . . . . . . . . 6 TRUCKS Control OIL PRESSURE - WARNER G EAR A UTOMATIC TRANSMISSION 2E AND 3E S ERIES T RUCKS . . . . . . . . . . . . . 7 replacement flange must De drilled for the re- taining roll pin. This drilling must be made accurately to secure registry with the hole in the shaft for proper positioning of the flange. At the time of production, the flange and the steering gear shaft are drilled as an assembly. However, specifications for the drilling operation do not require any particular uni- formity between assemblies regarding the position of the hole. Therefore, the hole in the replacement flange q USt be drilled to suit and match the individual shaft. The following procedure can be used to drill the hole in the flange: 1. Remove the steering wheel, steering post and Jacket, and remove the flange from the steering gear shaft . . G O 0 D S E R V I C E C R E A T E S C U S T O M E R G 0 0 D w I L L
Transcript
S T U D E B A K E R - P A C K A R D C O R P O R A T I O N
*
SdW’8dM,N O V E M B E R 1 9 5 7 N O . 3 3 1
CARBURETOR AIR CHAMBER BASE --1957 GOLQEN HAWK AND PACKARD
CLIPPER MODELSP l e a s e r e c o r d t h i s a r t i c l e i n t h e S e r v i c e
B u l l e t i n R e f e r e n c e page of your 1957 S t u d e b a k e rand Packard Clipper Supplements.
As you know on late production 1957 GoldenHawk and Packard Clipper models, the carburetorair chamber base was changed to eliminate theg a s line fitting and to supply a more directand improved installation of the fuel pump-tocarburetor pipe and dlstrlbutor vacuum advancepipe.
when current stock of Carburetor Air ChamberBase, Part NO. 1542333, is exhausted, the ParisDepots will carry only the new style base, PartNo. 1543939.
Therefore when replacing the old style base,Part No. 1542333, with the new style base, PartNo. 1543939,i n s t a l l e d :
The above parts are included in a kit, PartNo. 1546489 to be used when the old style baseis replaced with the new style.
INSTALLATION OF NEW FLANGE ONPOWER STEERING GEAR SHAFT -1955-57 STUDEBAKER AND 1957-58
PACKARD MODELSwhen ins ta l la t ion of a new f lange on the
p o w e r s t e e r i n g g e a r s h a f t is n e c e s s a r y , t h e
SOUTH BEND 27 , IND IANA
j&L4izlM
PAGESTUDEBAKER AND PACKARD CLIPPERC a r b u r e t o r AIR C H A M B E R B A S E - 1957 GO L D E N
H A W K A N D P A C K A R D CL I P P E R M O D E L S . . . . 1
I N S T A L L A T I O N , O F N E W F L A N G E O N P O W E R
S T E E R I N G G E A R S H A F T - 1955-57
S T U D E B A K E R. 1 9 5 7 - 5 8 P A C K A R D CL I P P E R . . 1
P A I N T FO R M U L A T I O N S - P A S S E N G E R C A R S
AND T RUCKS . . . . . . . . . . . . . . . 2
S P A R K P L U G S - 2 5 9 A N D 2 8 9 c u . I N. EN G I N E S . 2
T o r q u e CO N V E R T E R S - 1 9 5 6 PA C K A R D A N D
C LIPPER AND 1956 GOLDEN H AWK . . . . . . 6U l t r a m a t i c CO N V E R T E R P U M P S H A F T A N D
Oi l PU M P R O T O R . 54th. 5 5 T H A N D 5 6 T H
S E R I E S P A C K A R D A N D C L I P P E R A N D. 1 9 5 6
G OLDEN H AWK . . . . . . . . . . . . . . 4
STUDEBAKERH E A D L A M P R I M- T O- HO U S I N G S C R E W - 1 9 5 8
S t u d e b a k e r W I T H D U A L H E A D L A M P S. . . . . 6
PACKARD CLIPPER1951-54 PA C K A R D E N G I N E CY L I N D E R A N D
Piston Assembly . . . . . . . . . . . . 6H I N G E T Y P E W E A T H E R S T R I P - 1956 PA C K A R D
AND C LIPPER . . . . . . . . . . . . . . 6
R A D I A T O R I N L E T HO S E C O L L A P S I N G - 1955-56 PACKARD AND C LIPPER . . . . . . . . . 6
TRUCKSC o n t r o l OI L P R E S S U R E - WA R N E R G E A R
A U T O M A T I C T R A N S M I S S I O N 2 E A N D 3E
S ERIES T RUCKS . . . . . . . . . . . . . 7
replacement flange must D e d r i l l e d for the r e -t a in ing ro l l p in . This drilling must be madeaccurately to secure registry with the hole i nthe shaft for proper positioning of the flange.At the time of production, the flange and thesteering gear shaft are drilled as an assembly.However, s p e c i f i c a t i o n s f o r t h e d r i l l i n gopera t ion do no t r equ i re any pa r t i cu la r un i -f o r m i t y b e t w e e n a s s e m b l i e s r e g a r d i n g t h epos i t ion of the ho le . Therefore, the hole inthe replacement flange q USt be drilled to suitand match the individual shaft.
The following procedure can be used todrill the hole in the flange:
1. Remove the steering wheel, steering posta n d J a c k e t , and remove the f lange from thesteering gear shaft . .
G O 0 D S E R V I C E C R E A T E S C U S T O M E R G 0 0 D w I L L
No. 331 S E R V I C E B U L L E T I N November
2. Remove the steering gear post from thejacke t assembly . Assemble the o ld s t ee r ingg e a r s h a f t f l a n g e t o t h e p o s t u s i n g a n e wl o w e r r u b b e r i n s u l a t o r b e t w e e n t h e t w of l a n g e s . Be sure that the " T " marks on thesteering post f lange, the steering gear flangeand the rubber insu la to r a re a l igned be fo reassembly. U s i n g s u f f i c i e n t q u a n t i t y o f f l a tw a s h e r s (5/16 x 9/16) so that the two flangescan be secured toge ther , ins ta l l and t igh tenthe nuts on two of the flange studs (see Fig.1 ) .
Fig. 1
3. Using a drill press vise or V blocks andclamps to hold the assembly, place the assemblyon the dri l l press table. Inse r t a 3/16" d r i l lb i t in the d r i l l chuck . Then, use the d r i l lbit as a guide, posit ion the assembly so thatthe d r i l l i s a l igned wi th the ho le in the o ldf l a n g e . s e e F i g . 2 . F a s t e n t h e a s s e m b l ysecurely to the dri l l press table.
4. Lift the drill bit out of the flange and
remove the old flange from the steering gearp o s t . B e v e r y c a r e f u l n o t t o c h a n g e t h eposition of the assembly.
5. Assemble a new steering gear shaft flangeto the post and insulator, making certain thati t i s r ig id when the nu t s a re t igh tened . Besure that the " T " marks on the two flanges andinsulator are correctly aligned.
6. Carefully drill a 3/16" hole through thenew flange. Remove the new flange from thesteering post and assemble i t to the steeringgear shaft .
This procedure will correctly transfer thehole location from the old steering gear flangeto the new one if performed carefully. Be suret o a l w a y s u s e a n e w r o l l p i n a n d f l a n g einsu la to rs when reassembling Also be suret h a t t h e s t e e r i n g g e a r p o s t a n d t h e u p p e rjacket bearing are al igned properly to preventany strain on the flanges and post.
SPARK PLUGS - 259 and 289 cu.in.V - 8 E n g i n e s
Champion H-18Y spark plugs are now installedin production on m o d e l S t u d e b a k e r a n dPackard cars equipped with V-8 engines. Thisis a projected core type plug which tends toreduce spark plug “fouling”. The H-18Y spark
for theChampion H-11 plug.
For Service replacement, Part No. 1546098 -spark Plug H-18Y will substitute for, Part N O .
532268, Spark Plug H-11.
Part No. 531485, spark Plug H10 - 1st stepcold, and Part No. 1542 872, spark Plug H9 - 2nds tep co ld , w i l l a l s o b e carried. The H10will continue to be used in truck engines.
South "
MODEL 58B58H58H-K758L-K9
V-408540
PAINT FORMULATIONS -
JONES-DABNEY #1000-1 M I D N I G H T B L A C K B A K I N GENAMEL - BAA
% PIGMENT COMPOSITION % VEHICLE COMPOSITION
Carbon Black 75.0% Alkyd Resin 90.0%Toning Blue 25.0% Melamine 10.0%
54th Series Packard Gear Start , 55th-56 SeriesPackard and Cl ippe r and 1956 Golden HawkModels.
P l e a s e r e c o r d t h i s artic l e i n t h e S e r v i c eB u l l e t i n Reference page a t t h e e n d o f t h e Ul-tramatic transmission section of your 1956S tudebaker Passenger Car Shop Manual and in t h e1951-54 and 1955-56 Pac kard Service Manua ls.
T h i s a r t i c l e s u p e r s e d e s t h e i n f o r m a t i o ngiven in the Packard Service Counselor Vol. 30No. 5 of May, 1956.
When the converter shaft assembly of thegear-start type Ultramatic transmission is re-placed because of worn or str ipped splines, i tis advisable to check the front oil pump rotor.I f t h e r o t o r i s o n e h a v i n g 2 0 t e e t h i n t h edriving section, replace it with one having 40tee th , Part No. 6489367. Whenever it is neces-sary to replace both the shaft and rotor, i t isadv i sab le t o o rde r e i t he r Pa r t No . 6484523 ,Rotor and Shaft Klt, or Part No. 6484524, PumpAssembly and Shaft Kit. Th i s wi l l insure lon-
g e r s e r v i c e l i f e o f t h e c o n v e r t e r s h a f t b yp r o v i d i n g a b e t t e r f i t o f t h e m a t i n g r o t o rsp l ines .
T h e f r o n t o i l p u m p r o t o r ( ‘A’ in F ig . 3 )having 20 internal splines is used in the 54th
Fig. 3A. 20 Spline RotorB. 40 Spline Rotor
Series Gear-Start , 55th and early 56th Series ."B" shown i n F i g . 3 i s t h e 4 0 t o o t h s p l i n e drotor, Part No. 6489367.
On the 54th Series Gear-Start, all 55th andearly 56th Series Packard and Clipper models,the o i l pressure for the d i rec t d r ive c lu tchcame out of a passage on the front side of thepump. See A, Fig. 4 . The oi l pressure was
Fig. 4A. Direct Drive c lutch oi l Pressure Passage
Wovembe r S E R V I C E
di rec ted through a passage in the bell housingthen past the open spllnes in the rotor to theinput shaft .
On the 56 th Se r i e s Packard t r ansmiss ionafter transmission serial number 5-40469, andall Studebaker 56J Golden Hawks, the front oilpumps nave the direct drive clutch 011 passagei n t h e r e a r s i d e o f t h e p u m p . See at A inFig. 5 . The outlet for this passage is in b e -tween the two bushings inside the pump hub.Note that there is no Oil passage in the frontp la t e . However, this type pump originally hadthe 20 tooth splined rotor. (40 tooth shown inthe i l lus t ra t ion)
When the present stock of part 450257 Con-ver te r sha f t i s exhaus ted , i t wi l l be subs t i -tuted by Part No. 6489467 , conve r t e r Sha f t .
Front pump assemblies wltb 40 Splined rotorshave been released for service replacement aswell as 40 splined rotor assemblies. The ser-v i c e r e p l a c e m e n t a s s e m b l i e s a r e l i s t e d a sf o l l o w s :
A. Direct Drive Clutch Oil Pressure Passage
5 4 t h GEAR-START TRANSMISSION
Part No. 6489467 converter shart AssemblyPart No. 6484526 Front Pump AssemblyPart No. 6489367 Front Pump Rotor Assembly
The pump assembly l isted above has the oilPassage in the front side of body and the rotor
B U L L E T I N No. 331
has 40 spllnes, therefore, i t wil l be necessaryto d r i l l six 1/8"” holes evenly spaced throughthe annular groove just back of the spllnes inthe converter shaft to provide an oil passageto the d i rec t d r ive c lu tch . "see arrows Fig.6." This also applies when replacing the rotorassembly. when necessary to drill holes in thegroove o f the conver te r shaf t , r emove bur r sfrom the edges of the 1/8" holes and internalbush ing a f te r d r i l l ing .
ALL 55TH SERIES AND EARLY 58TH SERIES(PRIOR TO 56TH SERIES TRANSMISSION SERIAL NUM-
BER 5 ’40469. )
Part No. 6489467 converter Shaft AssemblyPart No. 6484527 Front 011 Pump AssemblyPart No. 6489367 Front 011 Pump Rotor
Assembly
The l n f o r m a t l o n d e s c r i b e d f o r t h e "54thSeries Gear-start Transmission’* also applies tothe 55th Series and 56th Series TransmissionsP r i o r t o t h e a b o v e l l s t e d n u m b e r .
Fig. 8
56TH SERIES (STARTING WITH TRANSMISSIONS E R I A L N U M B E R S A - 1 0 0 1 , B - 1 0 0 1 , C - 1 0 0 1 )
The 1/8"” holes are not required in the con-verter shaft annular groove because the directc lu t ch 011 passage is in the rear side of thePump body.
56th Series production transmissions start-ing with serial numbers A-9681, B-6012, C-1143D - 1 8 6 2 h a v e front oil pumps with the directclutch passage in the rear and have 40 toothsp l lnes on the in te rna l d r iv ing section,("B"Figure 3).
GOLDEN HAWK MODELSP l e a s e record this a r t i c l e o n t h e S e r v i c e
B u l l e t i n R e f e r e n c e page at the end of the U l -tramatic T r a n s m i s s i o n s e c t i o n o f y o u r 1956Stude ba ker Passenger Car Shop Manual and in theUltramatic s e c t i o n of you r 1955-56 P a c k a r dService Manua 1.
TO cont ro l the end p lay of the conver te ru n i t w i t h i n t h e p r o p e r l i m i t s f o r a l o n g e rper iod the reby insur ing longer se rv ice , i t isrecommended that the Wave Washer, Part No.6479191, be omitted when the converters of the1956 Packard, clipper and, Studebaker G o l d e nHawk are serviced. It is s u g g e s t e d t h a t t h ec o n v e r t e r s b e r e a s s e m b l e d a s f o l l o w s :
1. Omit Wave washer, Part No. 6479191.2. Part No. 6480810, Reactor Spacer (.674"
wide) be replaced by Part No. 450209,Reactor Spacer ( .700" wide).
3. Check end play in the same way as pre-viously performed, making no allow-ance for the Wave Washer as thicknessis included in the width of theSpacer, Part No. 450209. The endplay limits remain at . 0 1 0 " to .017".
When a Converter Assembly, Part No. 6489485,is supplied without the Wave washer and assem-bled accordingly, it will be identified with adaub of red paint near the drain plug. It i ssugges ted tha t r ep lacement un i t s no t bea r ingthe red identification mark be modified as de-scribed above before being put into service.
converter Assembly, Part No, 6489485, super-sedes Converter Assemblies, Part Nos. 6479085and 6479086.
HEADL1958
A M P RIM-T&HOUSING SCREW -STUDEBAKE;M;;TH DUAL HEAD-
Early production 1958 Studebaker passengercars equipped with dual headlamps used Screw,Part No. 2081X11,, to fasten the headlamp rimfacing to the headlamp housing. This screw,b e c a u s e of i t s f ine th reads , could be read i lys t r ipped which , o f course , would resu l t no tonly in a loose facing but a possibility of thef a c i n g f a l l i n g o f f . Therefore, to l e ssen thechance Of stripping the threads, a screw havingcoarser threads is now being used in product-ion.
If you encounter this condition, install thec o a r s e r t h r e a d s c r e w , P a r t N o . 1516X59.
1951-1954 PACKARD ENGINECYLINDER AND PISTON ASSEMBLYTwo new engine cylinder and piston assem-
blies have been released for service. They arePart NO. 1545871 and Part No. 1545872.
Part No. 1 5 4 5 8 7 1 will be substi tuted for:45821.7458218436702436703
The new assemblies will not include the fly-wheel housing. We suggest that the housing ofthe ‘engine being replaced be used on the newenglne. But, in doing so, it is very importantthat the housing alignment be checked to becer ta in tha t cor rec t a l ignment is m a i n t a i n e db e t w e e n t h e e n g i n e a n d t h e t r a n s m i s s i o n .
RADIATOR INLET HOSE COLLAPSING -1955-56 PACKARD AND CLIPPER MODELS
There have been cases on 1955 and 1956Packard and c l ipper mode l s o f the rad ia to rhose collapsing, causing restrict ion to coolantflow. We have found that where this happeneda replacement hose had been installed withouta w i r e r e i n f o r c i n g c o i l . The o r ig ina l p ro -duc t ion ins ta l l a t ion conta ined a re in forc ingcoil however, the service replacement hose isfurnished without the coil.. Therefore, beforeinstall ing a replacement hose make sure thati t c o n t a i n s t h e r e i n f o r c i n g c o i l . The coilmay be obtained from the Parts Depot underPart No. 512768. The coil from the old hosemay be used if it is in satisfactory condition.
HINGE TYPE WEATHERSTRIP - 1956PACKARD AND CLIPPER MODELS
Service Springs are available for the hingetype Roof Rail Weatherstrip, Part Nos. 6478366right and 6478367 left used on the 5647-67-87-97Packard and Clipper Models.
The part numbers are as follows:
303981 - Spring, front right and left1327880 - spring, center and rear, r ight side1327881 - spring, center and rear, left Side
T h e w e a t h e r s t r i p a s s e m b l l e s , P a r t N o s .6478366 right and 6476367 left, supersede theas sembl i e s , Pa r t Nos . 475108 and 109 , p r e -v ious ly suppl ied f o r t h e 5 5 4 7 - 6 7 - 8 7 - 8 8 a s
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November S E R V I C E B U L L E T I N No. 331
service units .
The door opening upper weatherstrip strikermay be serviced with Part No.306000, Weather-Str ip Str iker cover.
CONTROL OIL PRESSURE - AUTOMATICTRANSMISSION-WARNER GEAR 2E AND
3E SERIES MODEL TRUCKS
P l e a s e r e c o r d t h i s a r t i c l e o n t h e S e r v i c epage at the end of the
Transmission Warner Gear section of your 2ETrucks Shop H a n u a 1 .
We have had a few reports where it has beenimposs ib le to ob ta in the cor rec t con t ro l o i lp r e s s u r e b y a d j u s t i n g t h e v a c u u m - s o l e n o i dcontrol assembly. When this happens there arethree possible condit ions that should be care-fully checked.
EXCESSIVELY HIGH CONTROL OIL PRESSURE AT IDLESPEED OR 1000 RPM
(a) It has been found that an improper gaskethas been ins ta l l ed be low the ca rbure to r tha te i t h e r r e s t r i c t e d o r e n t i r e l y c u t o f f t h evacuum to the vacuum-solenoid control assembly.with no vacuum acting on the control diaphragm,the downshift and throttle valves are held wideopen. As a result , high control 011 pressureand , h igh and rough upsh i f t po in t s wi l l beexperienced.
F ig . 7
carburetor Gasket , Part No. 1540006, (seeFig. 7) m u s t be used with the Warner Gear Auto-matic Transmission.
(a)a r e
ABNORMALLY LOW CONTROL OIL PRESSURE
Whenever low control pressure difficult iesencountered, check the over-all length of
m-----I-
the Push Rod, Part No. 1687321. The lengthMUST b e 3 .970" - 3.975". The push rod mustalso be straight. A bent push rod may stick inthe vacuum-solenoid control assembly and con-tr ibute to irregular pressures.
(b) Also check the Downshift and Throttle Valvecontrol Hook, Part No. 1687316, for distortion.Should this hook be distorted i t will changet h e relative p o s i t i o n o f t h e d o w n s h i f t a n dt h r o t t l e v a l v e s a n d t h e r e b y a f f e c t c o n t r o lp r e s s u r e .
I f the cont ro l hook has "opened-up" ( seeF i g . 8), it can allow the downshift valve tocome out of its bore far enough to cock and notre-enter the bore correctly. When this happensthe downshift and throttle valves will not re-spond to adjustments of the vacuum-solenoidcontrol assembly and control pressure will beabnormally low.
To check for th i s condi t ion , remove thevacuum-solenoid control assembly. Inse r t alength of 1/8" rod d i rec t ly aga ins t the con-trol hook rocker arm. Pressure against the rodshould cause the downshift valve to move in-ward. If the rocker arm cannot be moved inthis manner, it indicates the downshift valvei s s t i ck ing . In this case, remove the controlva lve assembly and check the cont ro l hook .downshift valve, and thrott le valve.
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No. 331 S E R V I C E B U L L E T I N
STUDEBAKER-PACKARD CORPORATIONSOUTH BEND 27, INDIANA
