Packard Forum Index » Post-War (1946-54)

You are correct. The spring holds the weight up when cold and then drops as the engine warms up. It would be better to remove the wire for now, but get a spring when you can so your car runs better when cold.

Most of my transmission repair experience has been manuals. Light duty 4 spds to 18 spds.
This would be the first auto i would "open up" on my own to look at the internals.
Most of my work on autos has been input seals, output seals, and finding the shiny mystery sludge in the pan. Mystery sludge usually resulted in replace with another trans and send it out.
So yeah, i ve got some learning to do before i adventure into this thing.
That three part series in the literature archive looks very helpful.

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Thanks for the quick reply. If it wasn't for PO's, i wouldn't learn anything new !

My transmission experience is very limited as well, so hurry up and get to work on yours so I have someone to go to when I have questions! 😄

My car has provided many mechanical, autobody, electrical and upholstery "firsts" for me! Lots of adventures with my car, and so far we've both survived! But there were times I wasn't sure!

Be sure to read ahead in all the Service Counselors and Service Letters too to the end of 1954 at least as improvements were made along the way on the Ultramatic. I haven't seen a list anywhere where someone has compiled all these changes but it would be great if there were one!

On the heat riser, having it working properly will make your engine run better when cold but won't affect any overheating issues.

On the sender, you can get that locally. Just ask for one for a 1957 Ford Thunderbird and you're good to go although you may need to adjust the arm length a but to get the proper travel. Before pulling the tank to do that, though, check the tank and sender for ground.

I would not read through the 3 part series at this time. You will exhaust yourself without knowing the context of what they are actually talking about.

If you want to dig in, I would read through this:packardinfo.com/xoops/html/modules/archive/content.php?ContentID=49

Then disassemble the trans per your service manual. Remember to scribe and mark the balance weights on the converter as instructed.

Only once you are familiar with the operation and parts would I read through the STB's. And yes it will be laying apart on your workbench for some time if you do this, so plan accordingly.


Also, for the 1951 there's not a whole ton of STB's. The most relevant are:
50T-6
50T-14
50T-16
51T-6
51T-26

The throttle pressure, while important, can generally be satisfactorily adjusted by feel. Move the transmission linkage back on the accelerator linkage until the direct drive activates at the correct time. It should not come in while you are still on the gas (= too low), but also should not wait too long, e.g. 40MPH at light throttle (= too high).

There were Ultramatic changes and notes in the Studebaker Service Bulletins that were issued well after Packard ceeased production.

Also, there was Zone Only information in the STBs and other letters that contains useful information.

This is why it's wise to use the Service Index here on the website as it takes care of collating all the disparite information together.