Packard Forum Index » V-8 (1955-56)

You installed the old fluid after rebuilding it?

Ha! Negative.

I don't tend to clarify properly anymore.

I started with STP type F after the trans rebuild.

I typically run fresh fluids for only a handful of heat cycles after rebuilds then change it out.

Supershift will go in tomorrow for the long duration of daily driving.

Gotcha. However I don't see any reason to replace the fluid so soon. Unlike in an engine rebuild where you have to break in new rings and honed cylinders, which creates much metallic debris, there is no equivalent occurrence in a rebuilt transmission. As you probably know, worn clutch or seal material will not damage anything, and there is more of that by far in an old unit than new. Bushings are comparable to the engine bearings.

Likewise, Type F should be adequate, but if you change it, we would appreciate hearing about any perceptible difference in feel or operation.

It's mainly piece of mind as far as changing oils from my racing years!

I will maintain updates

- Engine Flare - Engine Run-Away -

Further testing after Ultramatic rebuild (with new valve body as well)....

Prior to rebuild, the throttle (pressure) linkage setting was on the bottom hole, about centered in the adjustment threads. I could induce flare at a certain throttle depression, other than that it shifted fine.
I left the settings there after the rebuild and experienced more flare. As stated earlier, I moved the linkage to the top hole and adjusted the threads towards the firewall until flare was gone.

After several days of daily driving, It seemed to have flare at specific throttle depression once again. I read thru the STB's regarding this and began to question the valve body not being updated to 56 standards that eliminate flare. I decided to start over at initial settings prior to rebuild (low hole and centered threads) and fine tuned threads towards the firewall until flare was gone.

For now, all is well at the current setting. Shift points are smooth at all throttle levels. I do notice shifting differences from cold to warm as expected.

Fluids ran since Twin Ultramatic rebuild:
- STP Type F
- Amsoil Signature Series Multi-Vehicle ATF (current fluid & compatible for Type F use)

- STP shifts harder
- Amsoil shifts a tad smoother

- Patrician Speedometer Stuck -

Since the car has been running and driving again, the speedo has not worked.
If the cable was attached, it would make snapping noise, so I left it disconnected.

After enduring the fun of the dash removal process, the speedo was removed where I could finally get eyes on it. I found it was seized up. Easy fix luckily. Using a square head screw driver, and lubricating the internals, it easily broke free and now spins as it should.

I installed a new (lubed) cable assembly and it works great!
Speed reading calibration is close as well (verified with GPS).

I also made a new wiring harness while in there for all gauges since things were quite brittle.

There were various changes they did to adjust the shift timing such as adjusting the band clearance, low range servo spring force, shift regulator valve incoming orifice (i.e. the separator plate), as well as the simple throttle pressure linkage adjustment to boost throttle pressure.

Increased throttle pressure gives increased pump pressure. This both helps hold the clutches tighter and also just speeds up the low to high shift a bit since the low range servo fills up faster through the orifice.

Relevant SC's:
-packardinfo.com/xoops/html/downloads/SC/SC-VOL30NO7.pdf
-packardinfo.com/xoops/html/downloads/SC/SC-VOL30NO5.pdf
-packardinfo.com/xoops/html/downloads/SC/SC-VOL29NO12.pdf
-packardinfo.com/xoops/html/downloads/SC/SC-VOL29NO7.pdf
-packardinfo.com/xoops/html/downloads/STB/56T-7.pdf
-packardinfo.com/xoops/html/downloads/STB/56T-2.pdf
-packardinfo.com/xoops/html/downloads/STB/55T-32.pdf (advice in this one is incorrect)