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1957 Studebaker and Packard V-8 Engines

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1957 Studebaker and Packard V-8 Engines STUDEBAKER-PACKARD CORPORATION SEPTEMBER 1 9 5 7 NO. 328 SOUTH BEND 27, INDIANA ENGINE OIL LOSS AT ROCKER ARM COVERS - 1957 STUDEBAKER AND PAGE PACKARD V-8 ENGINES STUDEBAKER AND PACKARD CLIPPER Piease record this article on the Service Btdleti.n Reference page of your 1957 Studebaker ENGINE Oil LOSS AT ROCKER ARM COVERS • and Packard suppiements. SUPERCHARGED ENGINES •••.•, . 1 REAR CLUTCH FRICTION DISCS • FLIGHTOMATIC, 2 SERVICE SUGGESTIONS FOR FLIGHTOMATIC . , 2 sustained high engine speed operation of THROTTLE LINKAGE ADJUSTMENT PROCEDURE • supercharged engines may cause the rocker arm FLIGHTOMATIC ••••., . , •••, . 3 cover retaining nuts to loosen and result in a VIBRATION • 1957 STUDEBAKER PRESIDENT AND 1 rapid loss of- oil. 1957 PACKARD CLIPPER SEDAN ••••••• Internal star-type lock washers, Part No. ·STUDEBAKER G-138538, are now released for production CAMSHAFT THRUST PLATE • 185 cu. IN. ENGINE. 4 Studebaker and Packard supercharged engines to IGNITION AND STARTING SWITCH • 1955•57 prevent the cover retaining nuts from backing CARS AND TRUCKS • . • • • • • 5 of!. PAINT FORMULAS • SCOTSMAN MODELS • , _. 5 The lock washers can be installed on engines PACKARD CLIPPER in service. Where new cover gaskets and rubber SERVICING THE PACKARD ANTENNA • 1955, stud seals are used, the rocker arm cover and 1956 AND 1957 MODELS, , • , , • • • 5 nuts should be installed and tightened to com­ STOP LIGHT SWITCH • 1955 AND 1956 PACKARD press the gasket and seal. The nuts should AND CLIPPER MQDELS WITH TORSION LEVEL SUSPENSION, ••••• , ••••• , , • 5 then be removed and there will be sufficient threads exposed on the studs so that the lock TRUCKS washers, Part No, G-138538, can be installed under the nut. The nut should be tightened to POWER STEERING • 3E SERIES •••••, , • 6 20 inch pounds. When the disturbance is not too objection­ VIBRATION - 1957 PACKARD CLIPPER able, a satisfactory result may be obtained by SEDAN AND 1957 STUDEBAKER remo�ing the U·bolt and saddle assemblies on PRESIDENT MODELS both sides of the flywheel housing from their PLease record this articie on the Service supportO brackets. Turn the U·bolts and saddles 1 8 , I 11 Bulletin Reference page of your 1957 Studebaker o s o th .e r o u n d par t o f t he u -b o t w i and Pac kani supp Lemen ts. clear the flywheel housing brackets and assem­ ble them as clamps only to the exhaust pipes In some of the 1957 Packard Clipper Sedan where the pipes telescope. and 1957 Studebaker President models, a vibra• If this does not produce a satisfactory re­ tion is somethies noticeable on acceleration at duction of the noise, then the following may be 14 to 15 11.p.h. and again in the 28 to 32 m.p.h. applied: range. A slight up-grade pull during the speeds mentioned will accentuate the noise con­ From the front or forward plate of the dition. mufflers, measure forward 16 inches and scribe G O O D SERVICE C R E A T E S CUSTOMER G O O D W I L L Ho. 328 S E R V I C E BULLETIN Septe■ber Fig. 1 ALIGNMENT /HARK tlh'SERTPAI/T A(, 1545415 EXTENSION FOR WELDING a mark, measure to 20 inches and scribe anothe� When present stock or Rear Clutch Friction mark. scribe a straight line lengthwise on the Disc, Part No. 1541201 is exhausted, the Parts front exhaust pipe to pass through the vertical Depots will substitute Rear clutch Friction marks at 16 and 20 inches. This will insure Disc, Part No. 1543088. proper alignment for welding. The layout and markings as previously described should be Part No. 1541201. is used on all 1956 Models applied alike to both right and Je!t front ex­ and 1957 champ ion, Commander and President haust pipes. see Fig. 1. models. Remove the outlet pipes from both mufflers, Part No. 1543088, is used on 1957 Golden remove both mufflers and front exhaust pipes, Hawk and 1957 Packard Clipper Models. leave outlet tubes in place on the rear supports. To insure proper service, it is important that the friction discs be replaced in a com­ cut the four inch section out or each front plete set rather than individually. exhaust pipe at the 16 and 20 inches forward of mufflers as previously marked, butt the ends of the exhaust pipes together in line with the SERVICE SUGGESTIONS FOR THE lengthwise mark, to insure alignment, and weld FLIGHTOMATIC TRANSMISSION the front and rear sections together. ?:e:::se record this article on the Service 3,_; :e :.�i:. ?eference page at the end of the Install the two new Muffler outlet Tube Ex­ :-;�s��ssion-flight011tatic Section of your 1956 tensions, Part No, 1545415 in each �uffler re�: _-:,_::;1 ::::�er Passenger Car Shop Manual and outlet. Install the mufflers, front ex�aus: :-:::�s��ssion-Warner Gear Section of your 2K pipes and rear outlet pipes in place. .-e-�es �r•.,:cli Shop f,fanwL Install the forward U-bolts and sa:::es, ,, : . so:.e of the control pressure transfer previously described (not attached t� :�e �:y­ : � ·: e s are no, being made or alu IIin um. The wheel hodsing brackets). Install :�e �-�:::s i:��i�ut tubes can be damaged rather easily if and saddles at the front and rea: :� ::" :��y are not handled carefully. Care should be mufflers; also attach the rear s•;;::-::ts, ,·: :·. :a��� wten removing or replacing the tubes so are now rearward four inches, Cirec::y :: ::e :�a: :�ey are not !:lent, distorted or ruptured outlet pipes. Two new U-bolts a�� sa��:�s a:e �; :�e use of a sharp screw driver, ha�mer or used to secure the outlet tu�e ex:e:s:::s a: ::.-.!: :cols. rear o! the mufflers. If necessary to remove only the trans­ The parts required are as �::::,s: r:ss::� extension housing or output.shaft, we 2 - 1545415 out:e: - ·· :::�:�:s'.:�s s�ii!St that the rear band be tight�ned su!fi­ 2 - 521273 ::��::r to lock the rear drum in position. :::s •111 minimize the possibility or dropping i�f =� tbe thrust washers out or position in REAR CLUTCH FRICTI:� :;�: FLIGHTOMATIC TRANSvlSS :� :�e !ai� shaft assembly. Please record this :::-::: > :-. :'.,: _·,-·. '.:c s. I! a front or rear clutch failure is en­ Bunetin Reference page:::::'..;: ,--.: :_" :'..: _- - ._ ==��tered, the clutch lining particles are mission-Flightomatic se::-:,::-. :_": :·.- .. :: ::·-.:, =�:eedingly hard to wash out or the trans­ baker-Passenger Car 31;.:;� .• :::-.,_::; . z:ssion. If all or the particles are not 2 September S E R V I C E BULLETIN No. 328 cleaned out thoroughly, sticking valves are usually the result. Therefore, we stress the importance of disassembling and thoroughly cleaning the transmission. including - (a) Both of the clutch operating pistons and cylinders (b) All of the passages in the shafts (C) Disassembling and carefully cleaning both front and rear band operating servos (d) Draining the oil from the converter as well as the transmission and discarding it. All of the remaining part� including the control valve assembly, pressure regulator assembly and governor should be also thoroughly cleaned. THROTTLE LINKAGE ADJUSTMENT PROCEDURE - FLIGHTOMATIC TRANSMISSION PLease record this articLe on the Service BuLLet�n Reference page at the end of the Transmission-fLight0111atic section of you r 1956 Studebaker Passenger Car Shop Ma nual. Fig. 2 1. Accelerator bracket 3. Main bellcrank In a great number of cases unsatisfactory 2. Auxiliary bellcrank 4. Adjusting screw Flightomatic transmission operation can be traced to improperly adjusted throttle linkage. ing the carburetor idle speed adjusting screw. In some instances transmissions have been found to have the throttle linkage adjusted to pro­ Disconnect the rod which connects the main vide insufficient control pressure which allows bellcrank (3) to the auxiliary bellcrank (2) by slippage and early failure of bands a_nd clutches. removing the ball joint stud from the ■ain In other instances. transmissions have been bellcrank lever. Adjust the screw (4) to pro­ found to have the throttle linkage adjusted to vide a 5/16" (7,94inm.) gap between the bell-. -­ provide too high a control pressure with the re­ crank and the pad. A 5/16" drill should be sults of bumpy and relatively high upshift used as a gauge. speeds. Adjust the ball joint on the main bellcrank­ To improve the quality of the Flightomatic to-auxiliary bellcrank rod until the ball joint transmission operation and to prevent early stud freely enters the hole in the main bell­ clutch and band failures it is recommended that crank lever. During this adjustment the car­ the throttle linkage, on all cars equipped with buretor idle speed screw must be against its the Flightomatic transmission,. be adjusted stop and the 5/16" gap at the bellcrank must during preparation of the new car for retail be maintained. delivery and, any time a linkage adjustment is required, using the following procedure. Stop the engine and remove the 1/8" (3,175mm.) located near the throttle lever and install a 185 CU. IN. ENGINE pressure gauge. set the selector lever in the P or N position Place the selector in the D position and and operate the engine until it reaches operat­ operate the engine at 1000 r '. p.m. with the rear ing temperature and the carburetor choke is in wheels held stationary by the foot brake. Ad­ the wide open position. Disconnect the rod just the length of the main bellcrank-to-throttle which connects the accelerator bratket (1, Fig. valve outer lever rod to obtain 80-85 p.s.i. 2) to the auxiliary bellcrank (2) by removing Stop the engine and remove the pressure gauge the clevis pin from the clevis.
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