Re: How do I validate 1954 Clipper Deluxe transmission
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Webmaster
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Your Clipper is pretty close to mine in the production run. My car was built after Aug 15, 1954, based on the stampings on some of the original parts.
Your car VN is 5492-9418 mine is 5492-9578, so 160 units apart. It also has the same configuration as far as the GearStart. Take a look at my project blog as I've had pretty much the entire car apart and it is well documented, so it should help you along your journey.
Posted on: 2018/7/2 7:56
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-BigKev
1954 Packard Clipper Deluxe Touring Sedan -> Registry | Project Blog 1937 Packard 115-C Convertible Coupe -> Registry | Project Blog |
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Re: How do I validate 1954 Clipper Deluxe transmission
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Not too shy to talk
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Thanks, I had a typo, the briggs tag is 5492 not 93.
I will look into BigKev's blog and followup with Owen on car info.
Posted on: 2018/7/3 15:40
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Re: How do I validate 1954 Clipper Deluxe transmission
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Forum Ambassador
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Posted on: 2018/7/3 16:17
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Mal
/o[]o\ ==== Bowral, Southern Highlands of NSW, Australia "Out of chaos comes order" - Nietzsche. 1938 Eight Touring Sedan - SOLD 1941 One-Twenty Club Coupe - SOLD 1948 Super Eight Limo, chassis RHD - SOLD 1950 Eight Touring Sedan - SOLD What's this? Put your Packard in the Packard Vehicle Registry! Here's how! Any questions - PM or email me at ozstatman@gmail.com |
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Re: How do I validate 1954 Clipper Deluxe transmission
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Not too shy to talk
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Finally got under the car, dropped the transmission pan and everything is real tight other than the small pin that attaches the detent shift mechanism in transmission to an arm that connects to the arm that comes in from outside the transmission.
I did find that I had to turn the Low Brake adjustment in quite a ways to get it to finally grab, tightened it up to 20ft=lbs, backed off 1-3/4 turns. Not much room for further adjustment. Did not find any material in the pan, small amount of sludge. I have not put everything back together yet, but I am thinking the problem with not locking in position may be with the shift lever? Is there a spline type fitup along the steering column that would lock the shifter in the various positions? Again, is a gear shift, so it should lock into a high (dot), D drive, Low and Reverse, Correct? Thanks, Jim
Posted on: 2018/7/22 17:06
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Re: How do I validate 1954 Clipper Deluxe transmission
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Forum Ambassador
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On a gear start, except for Park position the detents are built into the valve body and manual control valve assy. As the valve slides in or out there are a pair of spring loaded rounded end plungers that push into corresponding circular grooves along the length of the manual valve. When the car is moving and there is hydraulic pressure the plungers are fed an additional varying pressure related to speed from the hydraulic system to supplement the springs so as to increase the strength of the detent and lessen the chance of being accidentally knocked out of gear.
If you have disconnected the rod from the outside lever on the drivers side and tried to move the lever you will feel the detents at their lightest. If all is working you will feel and hear a distinct click at each position except park. The end of the outer lever should not move more than a tiny amount so anything more than maybe a sixteenth inch or so when in detent and something is wrong either with the detent plungers or the tightness of something on the shaft. One poster found one of the plungers and spring laying on the pan because hydraulic pressure had blown the plug out the end of the plunger bore. The only spline involved is at the end of the steering column. There is a stationary metal plate assy similar to this photo of a regular Ultra setup. When you pull the lever toward you there is another lever with a pin on the end which moves downward on the splines. The large arrow points to the moving piece. The pin fits into positions on the stationary metal plate. This is the safety assy which releases the operator lever so you cannot accidentally bump the lever and do damage. The assy is to make sure the lever is pulled toward the driver to move the pin away from the plate and get in or out of Park or Reverse. Also check the bellcrank assy below the metal plate sector assy where the vertical rod changes to horizontal. In some models it is carried by rubber bushings and brackets. Rubber deteriorates and the bolts holding the bracket can loosen. Either introduces some play so movement from the operator lever might not be fully transferred to the rod and trans outside lever.
Posted on: 2018/7/22 18:10
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Howard
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