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Packard probably had a special tool but one of the universal sockets that are supposed to fit any shape and multiple size bolts should work.

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A regular 12-point socket will work just fine as we are only applying 20 ft-lbs. Its either a 5/8 or 11/16.

I have experienced the "clunk" in Packards, Caddies, Chryslers etc. If a band adjustment does not cure it my money is on excessive gear lash in the rear axle. With the car up and in neutral, grab the drive shaft and see how far it rotates freely. Some, perhaps 30 degrees? is normal, 90 degrees is not. You may be able to replicate the clunk but not as loud.

Square sockets are available from tool vendors. JWL

Square sockets are available from tool vendors.

True, but at least in my experience it's easier to find 8-point sockets for square-head fasteners.

O_D, exactly right, 8-point sockets for square headed fasteners. JWL

I wrote that I borrowed a 15/16" socket from my work. Here is a link to my very old blog...https://packardinfo.com/xoops/html/modules/newbb/viewtopic.php?topic_id=5434&viewmode=flat&order=ASC&type=&mode=0&start=50

Thank you, I'll have the guy check it when I go for a transmission service soon. I'll let you know.

Well, I adjusted the right-side band today. That is what I understand is the band that controls the shift into reverse. Didn't seem to make a difference - might have actually made the shift into Low a little bit clunkier.

So it must be something else. Maybe the pump pressure is too high for the shift?

How is the idle speed? Packard recommended 450 rpm in neutral or 375 in high range and while there is a little leeway, if the engine is idling appreciably faster than those numbers the transmission takes quite a jolt as it takes the load and slows the torque converter and engine down.

I don't think pump pressure will appreciably change the reverse action. The reverse piston gets full front pump pressure of 160-180 psi. Unlike the low band, there is no modulation of the reverse pressure.

There is very little cushioning action in the Ultra and piston application of the bands is abrupt in reverse. The lower pressure on the low piston may allow a bit of spin so the load isn't transmitted as abruptly. High range application is not quite as noticeable as either band because there is a layer of oil between the clutch plates. They can spin a small amount as they take the load of the torque converter before they lock together.

IIRC, Ross was able to devise a restriction on the exhaust side of the 55-6 TU reverse piston to slow down the application speed and cut the jolt a bit but I don't know if a similar mod is a possibility for the regular Ultras.