Engine NOISE- 56J (Goldenhawk) Please record · leakage between the lifter cylinder and the plunger to automatically compensate for expan-sion or contraction in the valve train, allow--

M A Y NO. 314 1956

Eng ine NOISE - 5 6 J ( G o l d e n h a w k )

P l e a s e record t h i s a r t i c l e o n t h e S e r v i c e

B u l l e t i n R e f e r e n c e page 114 i n t h e E n g i n esection of your 1956 Passenger Car Shop Manua 1.

Engine noise complaints experienced on the56J models are generally confined to the valvetrain mechanism. Some of the points that maybe a source o f no i se in the va lve t r a in a reworn push rod end sockets in the rocker arms,b e n t p u s h r o d s , v a l v e k e e p e r s i m p r o p e r l yi n s t a l l e d , worn valve spring retainers, s t ick-ing va lves , i n s u f f i c i e n t l u b r i c a t i o n a t t h erocker arm push rod end, and improper operationof the hydraulic valve lifter.

T h e h y d r a u l i c t y p e v a l v e l i f t e r s i n t h i s engine a re des igned to main ta in ze ro va lve

l a s h . Although they are simple in design andpositive in action, quiet operation is aependenton a number of factors which are oftentimesoverlooked. I n a d d i t i o n t o t h e l i f t e r b e i n gmechanically sound and clean, the lubricationsystem must be operating properly, and the oilmust be clean and of the recommended viscosityand type.

T h e v a l v e l i f t e r i s d e s i g n e d s o t h a t i no p e r a t i o n t h e r e i s a s m a l l a m o u n t o f o i ll eakage be tween the l i f t e r cy l inder and theplunger to automatically compensate for expan-sion or contraction in the valve train, allow-

- ing posit ive valve seating. When the engine i sa t r e s t , o i l w i l l b l e e d o u t o f t h e l i f t e rchamber, par t i cu la r ly on those l i f t e r s whichrest on the nose of the cam and are holding avalve open, The amount of leakdown and resul-tant valve clearance will, of course, depend onthe amount of t ime the engine is idle. When

t h e e n g i n e i s r e s t a r t e d , i t i s p o s s i b l e t oexper ience some l i f t e r no i se . T h i s n o i s e i sn o r m a l provided it disappears s h o r t l y a f t e r t h eengine is s t a r t e d .

D i r t , c h i p s , and varn i sh genera l ly causeonly a few of the l i f te rs to be noisy a t onetime. I f a n i n d i v i d u a l l i f t e r i s d e f i n i t e l y

noisy , the l i f t e r shou ld be se rv iced . A loud

ANTI F R E E Z E - DO M E S T I C C A R S A N D T R U C K S. -B O D Y B O L T A N D F R O N T O F R E A R S P R I N G

I n t e r f e r e n c e . . . . . . . . . . . . .C A R L E A N I N G On LE F T S I D E - 56B A N D

56H MODELS . . . . . . . . . . . . . .C H A N G E S ‘ I N 2E11 A N D 2E12 MO D E L T R U C K S. .E N G I N E N O I S E S . 56J ( G o l d e n h a w k ) . . .. .F R O N T P U M P R e s t r i c t i o n . UL T R A M A T I C . . .F RONT S USPENSION Noi SE . . . . . . . . .H E A D L I N I N G P U L L I NG AW AY FROM RE A R

Q u a r t e r WINDOW Mould ing . . . . . . . .L o w RA N G E B R A K E I n f o r m a t i o n . UL T R A M A T I C

P OWER S TEERING G EAR N OISE . . . . . . . .R A D I O S E R V I C E - 1 9 5 6 PA S S E N G E R C A R S A N D

T RUCKS . . . . . . . . . . . . . . . .S A F E T Y L A T C H A N D H O O D L O C K - 1 9 5 6

H AWK S ERIES . . . . . . . . . . . . . .S E A T C U S H I O N S P R I N G L U B R I C A T I O N . . . . .T R A N S M I S S I O N F R O N T C L U T C H F R I C T I O N

D I S C - Fl igh tomat ic . . . . . . . . . .

6

3

25144

243

2

52

3

c l i c k i n g n o i s e i s u s u a l l y t h e result Of theplunger being stuck below its normal operatingposit ion; or the check valve may not be seatingdue to dirt or a damaged seat. A light c l i c k i n gn o i s e i n d i c a t e s t h a t t n e lifter p l u n g e r i soperating only slightly below its normal posi-tion due to a slight leakage of the check valveor plunger.

Intermittent valve tappet noise usually canbe traced to air in the oil pump interruptingthe oil f low or low oil pressure to the valvet a p p e t s . Se rv ice p rocedures fo r co r rec t iona r e o u t l i n e d i n S t u d e b a k e r P a s s e n g e r C a rService Letter No. 936, subject: Engine OilP u m p Relief Valve Tube Kit For Correction ofHydraulic Valve Tappet Letdown - 56J Golden-hawk.

G 0 0 D S E R V I C E C R E A T E S C U S T O M E R G O O D w I L L

N o . 314 S E R V I C E B U L L E T I N M AY 1956

HEADLINING PULLING AWAY FROM SEAT CUSHION JACKREAR DUARTER WINDOW MOULDINGS - SPRING LUBRICATION

5-Passenger Coupe AND2-DOOR SEDAN - 1956 MODELS

P l e a s e r e c o r d t h i s a r t i c l e o n t h e S e r v i c eBulletin Reference page at the end of the Bodysection of your 1956 Passenger Car Shop Manual .

Where a condition is found on a ii-passengeror a 2-door s e d a n o f t h e h e a d l i n i n g h a v i n gpulled loose from the body opening around therear quarter window, the following proceduremay help effect a correction without replacingthe headlining asseably.

In most cases, the head l in ing cement hasl o o s e n e d a n d t h e h e a d l i n i n g , h a v i n g b e e ns t re tched , pu l l s aga ins t the moulding re t a ine rscrews un t i l i t i s loose . Usually, recementingthe headlining in place with trim cement is allt n a t i s r e q u i r e d . Where i t appears that theheadl in ing edge i s too shor t , the fo l lowingprocedure may be applied:

1.

2.

3.

4.

5.

6.

Remove the rear quarter window moulding orassembly.

Select a suitable length of 2" adhesive tapeand apply i t to the back side of the head-lining, leaving about 1-1/4" of the adhesiveside exposed over the edge of the headlining.

Fold the tape and stick the exposed adhesivetape s ide so tha t i t wi l l l ap the edge ofthe headlining about 1/2". Then press thetape firmly on the headlining edge.

Pull the headlining into posit ion and trimthe nev edge as required.

C e m e n t t h e h e a d l i n i n g e d g e s i n t o p l a c es e c u r e l y .

Install the rear quarter window noulding orassembly.

CAR LEANING ON LEFT SIDE -56B AND 56H MODELS

P l e a s e r e c o r d this article on the S e r v i c eB u l l e t i n R e f e r e n c e page a t t h e e n d o f t h eSprings and Shock Absorbers section of your1956 Passenger Car Shop Manua l .

A new spr ing Shack le 3-1/2" long for theleft rear spring has been released for produc-t ion and se rv ice . Th is longer shack le wi l lhelp maintain a level condition, Compensatingfor the addi t iona l weight of the le f t s ide ofthe ca r .

The new shackle may be obtained by orderingfrom your Parts Depot under Part No. 529168.

Please r e c o r d t h i s a r t i c l e o n t h e S e r v i c eBulletin Reference page at the end of the Bodys e c t i o n o f y o u r 1956 P a s s e n g e r C a r ShopNanua 1.

If a squeak in a seat cushion is encountered,i t i s p robab le tha t i t o r ig ina tes a t the Jacksprings (see Fig. 1), ei ther at the pivot pointor where the coils rub together.

A lubricant such as "Lubriplate" may be usedat these points to eliminate the squeak withoutsoiling upholstery.

Fi G.1

RADIO SERVICE- 1956 PASSENGERCARS AND TRUCKS

In the event of a car radio complaint, thedealer should make first-aid checks in his ownshop before sending the radio out to a WarrantyR a d i o S e r v i c e s t a t i o n f o r r e p a i r s . It i srecommended that the dealer apply the followingprocedure:

1. Check tne fuse.

2. check the antenna.

a .

b .

C.

Disconnect the lead from the radio.

Substi tute a test antenna by plugging inand holding it out the window.

If the trouble is weak reception, adjustthe antenna tr immer as per instructionson the radio.

3. Make sure that the owner’s complaint is notbased on a lack of knowledge of how too p e r a t e t h e r a d i o .

4. If the complaint is noise, determine whetheror not the motor noise suppression equipmenti s p roper ly ins ta l l ed .

2

S E R V I C E B U L L E T I N M A Y 1956 No. 314

If the trouble is not round by making theabove checks, remove the radio rrom the car ort r u c k a n d s e n d i t t o t h e A u t h o r i z e d R a d i oS e r v i c e s t a t i o n .

P roceed as follows:

DELCO - 1956 MODEL PASSENGER CARS

Fi l l in t h e y e l l o w “Auto Radio Repair Tag”UMS form No. A-6527 in complete detail, in-cluding the owner’s comments and check list.

Detach the lower half of the tag and retainas the claim check.

Tie the remaining portion of the tag secure-ly to the radio before the radio is taken toa n a u t h o r i z e d D e l c o E l e c t r o n i c s S e r v i c eDealer Radio Service Station. NOTE: R e f e rt o t h e U n i t e d Motors S e r v i c e D i r e c t o r y .

MOTOROLA - 1956 MODEL TRUCKS

Fill In the Customer’s “Warranty Policy Tag”,Motorola Part No. 54P538527-0-CL in completedetai 1.

Attach the warranty tag securely to the radiobefore the radio is taken to an authorizedMotorola Warranty Service stat ion. NOTE:R e f e r t o t h e M o t o r o l a O f f i c i a l D i r e c t o r y .

Detach the stub port ion of the tag and re-tain as the claim c h e c k .

NOTE: Export dealers in aarkets not l isted inthe directory for authorized radio distributorsand service stations should write Export Divi-s i o n S e r v i c e D e p a r t m e n t , S o u t h B e n d , g i v i n gfull details on the problem e n c o u n t e r e d .

TRANSMISSION FRONT CLUTCHF R I C T I O N D I S C - F l i g h t o m a t i c

P l e a s e r e c o r d t h i s a r t i c l e o n t h e S e r v i c e

B u l l e t i n R e f e r e n c e page 102G at the end of theFlightomatic Transmission section of your 1956Passenger Car Shop Manual.

A sintered metal type (copper base) frontclutch friction disc has been recently releasedfor p roduc t ion . T h e s i n t e r e d metal frictiondisc i s an op t iona l r e lease and some Flighto-na t ic t r ansmiss ions wi l l con t inue to use thecomposition friction disc.

The sintered metal and composition discs areinterchangeable in sets only, and must not bemixed in the same c lu tch assembly . P a r t sdepots are carrying only the composition discsat present . If a s in te red meta l f r i c t ion d i screquires replacement, it will be necessary tor e p l a c e a l l t h e friction d i s c s i n t h e frontclutch with composition discs,

NOISE IN POWER STEERING GEAR -IQ56 MODELS

P l e a s e r e t h i s a r t i c l e o n t h e S e r v i c eB u l l e t i n R e f e r e n c e page a t t h e e n d o f t h eSteering Gear section of your 1956 PassengerCar Shop Nanua 1.

I t has been found t h a t i n s o m e c a s e s t h eloca t ion mark (T) on the steering gear flangeis not located properly in respect to the mid-posit ion or “high-spot” of the gear.

When this condition exists, the pitman armwill not be at the proper angle, the steeringbell crank will not be centered, and the leftt i e rod wi l l be shor t wi th the r igh t t i e rodlonger than normal. The steering gear will beoperating off the “high-Spot” With the wheelsin tne s t ra igh t -ahead pos i t ion , caus ing gearchuckle .

If excessive gear chuckle is evident, andall steering linkage parts are determined to benormal , the t i e rods shou ld be measured toc h e c k for t h i s c o n d i t i o n . Unequa l t i e rodleng tns ind ica te an off-center s t ee r ing gea r .

To correct, center the front wheels, removethe steering Wheel and reposition it 90° clock-wise in relation to the existing mark. I n s t a l lt h e r e t a i n i n g n u t a n d h o r n r i n g . Turn thes tee r ing whee l back to the horizontal posit ionwhich should place the steering gear in the mid-posit ion on the “high-spot”. Tbis should alsocen te r the s t ee r ing be l l c rank . Readjust thetie rods to obtain a Straight-ahead front wheelSetting and adjsut toe-in.

INTERFERENCE BETWEEN BODY BOLTAND FRONT OF REAR SPRING -1958 MODEL PASSENGER CARS

P l e a s e r e c o r d t h i s a r t i c l e o n t h e S e r v i c eBulletin Reference page at the end of the Springa n d S h o c k A b s o r b e r s s e c t i o n o f y o u r 1 9 5 6Passenger Car Shop Manual.

Occasionally a noise may be encountered att h e r e a r of t h e c a r t h a t i s t h e r e s u l t ofinterference of tne rear spring front eye andthe body bolt above it .

Where this occurs, i t i s poss ib le tha t the1/2" thick shim at that body bolt location hadnot been installed which permitted the bolt toextend beyond its normal position. If i n t e r -ference results, a shim, Part No. 311446X6, ora s i m i l a r shim i m p r o v i s e d from t i r e s t o c ks h o u l d b e i n s t a l l e d .

If t h e r e i s s t i l l i n t e r f e r e n c e w i t h t h ep r o p e r shim in place, the body bolt should bec u t off 1/8".

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N o . 314 S E R V I C E B U L L E T I N M A Y 1 9 5 6

LOW RANGE BRAKE INFORMATION -ULTRAMATIC

P l e a s e r e c o r d t h i s a r t i c l e o n t h e S e r v i c eB u l l e t i n R e f e r e n c e page 168 at the end of thefransnission section of your 1956 Passenger CarShop Manua 1.

Early Ultramatic transmissions incorporatedt w o c o i l s p r i n g s i n t h e l o w r a n g e b r a k eassembly: an inner spring and an outer spring.

In later production units. the inner springwas eliminated and the design of the valve bodymanifold separator plate was changed. Thesemodi f i ca t ions went in to e f fec t wi th t rans -mission serial number S-2463. The reason forthese changes was to overcome possible occur-rences of engine “flare” or “run-away” duringthe transmission upshift from low range con-verter to high range converter.

Transmiss ions incorporating the foregoingchanges, in some instances, were found to besusceptible to a harsh or noisy low range brakeband application on deceleration at approxi-mately 7 mph. The low range brake inner springrecently was reinstated to overcome the possi-bility of noisy band application. Engineeringtests indicated that the late design separatorplate, Part No. 6489478, would adequately mini-mize engine "flare"” with the two springs in thelow range brake. The inner spring was rein-stated in transmissions starting with serialnumber S-4028.

The foregoing data may be summarized asfollows:

GROUP 1

Two Springs and Early Separator Plate Prior to:S-24 63

Engine “run-away” or “flare” might occa-sionally be encountered in Group 1 transmissions.If so, Install only the latest design separatorplate, Part No. 6489478.

G r o u p 2

One Spring and Late SeparatorS-2463 - S-4028

If harsh band application isGroup 2 transmissions, install

Plate Between

encountered inthe low range

brake inner spring, Part No. 470183.

GROUP 3

Tvo Springs and Late Separator Plate AfterNumber S-4 02 8

NOISE AT FRONT SUSPENSION -ALL MODELS

P l e a s e r e c o r d t h i s a r t i c l e o n t h e S e r v i c eB u l l e t i n R e f e r e n c e page a t t h e e n d o f t h eSteering and Front Suspension section of your1956 Passenger Car Shop Manual. P h i s super-sedes t h e a r t i c l e i n S e r v i c e Bul le tin No. 3 1 2on page 4 under the title of Control Am Bush-ing Retainers - A l l Noaels.

The plain washers formerly installed on thecontrol arm inner shaft bushing retainer cap-screws are no longer used in production. Theyare shown as item 3, Fig. 8, on page 4 and item5, Fig. 12, on page 6 of the Front Suspensionand steering section of the 1956 Passenger CarShop Manual. Therefore, it is necessary andimportant that the bushing retainer capscrewsbe torqued to the proper specification.

Noise at the front suspension may resultfrom bushing looseness at the upper Control arminner shaft. This can be caused by: the re-taining screw having backed out leaving thebushing loose, the bushing retainer being wornand not holding the inner sleeve of the bushing,or the bushing itself being worn.

Remove and inspect the bushing retainer.The inner side of the retainer should have 6serrations in good condition. The outside ofthe retainer should not have pronounced galledspots from the lock washer. Replace the re-tainer if necessary. Then, be sure to tightenthe capscrews to the specified torque.

If the retaining screw has worked loose,install a "nylok" self-locking screw which hasbeen released under Part No. 1541700. Also aplain washer, Part No. G446211, has been re-leased for service to replace the original lockwasher used in production. It is recommendedthat this screw and washer be installed in allcases where the original production retainingscrew h a s loosened and a noise condition exists.The new screw should be tightened to the propertorque of 35 ft. lbs.

Under no circumstances should there be anylubricant applied to the bushing or retainer tocure a noise condition at this point.

FRONT PUMP R e s t r i c t i o n -ULTRAMATIC TRANSMISSION -

56J MODEL

P l e a s e r e c o r d t h i s a r t i c l e on t h e S e r v i c eB u l l e t i n R e f e r e n c e page a t t h e e n d o f t h eUltramatic fransnission section of your 1956Passenger Car Shop Manual.

A few cases have been found of a restrictionin the high range clutch oi l passage in thefront pump of Ultraaatic transmissions. Thisrestriction is caused by the core shifting when

S E R V I C E B U L L E T I N H A Y 1 9 5 6 No. 314

the pump housings are cast. If the passage isr e s t r i c t e d , possible engine raceaaay on lowrange conver te r to h igh range conver te r up-shifts may occur, or the high range clutch mayburn out prematurely.

It is advisable when replacing a burned outhigh range clutch or on a complaint of eng ineraceaway under the conditions described, thatan oil f low test be made to determine if anyrestrict ion exists in the o i l p a s s a g e .

The oil flow test may be made as follows:

Place the complete front pump assesbly in ashallow pan with the pump plate upward and in a

Use a small funnel with

hor izon ta l pos i t ion .the end reworked to obtain a close fi t in thehigh range oil circuit hole of the pump plateas shown in Fig. 2.

SAFETY LATCH AND HOOD LOCK -1956 HAWK SERIES

Please record this art icle on the ServiceBullet in Reference page at the end of the Bodysection of your 1956 Passenger Car Shop Manual.

Safety latches and hood lock parts of i m -proved design are now used in production onJ.956 model Hawk series cars, (Flight Hawk,P o w e r Hawk, Sky Hawk, and Golden Hawk. ) Theseparts provide maximum positive engagement orthe Safety latch and lock parts under all typesof operation.

Operation of the hood lock and safety latchis similar to Sedan and Station Wagon Models.To release the hood lock pull the lever in thele f t g r i l l e pane l as fa r ou t as I t wi l l come.This re leases bo th the hood lock and safetyla tch .

Fig.2

Use only Automatic Transmission Fluid duringt h e t e s t . T o o b t a i n a c c u r a t e r e s u l t s , i t i simportant that the temperature of the fluid isbe tween 65° F. and 75° F. Pour enough fluid inthe funnel to fill the h igh range passage inthe pump, allow the fluid to drain down to alevel slightly above the funnel spout. At thist i m e , p o u r a n a d d i t i o n a l 1/2 p in t o f t r ans -mission fluid in the funnel and observe thet ime requ i red for the fluid level to reach thepredetermined level.

If i t requires more than 2 minutes and 15

seconds fo r passage o f the 1/2 pint of fluid,i t will Indicate the passage is restricted andthe pump should be replaced. Repeat the testif r e s t r i c t i o n i s i n d i c a t e d before r e p l a c i n gthe pump.

The new lock parts entered production withpassenger car serials:

SOUTH BEND LOS ANGELESMODEL PRODUCTION PRODUCTION

56G Flight Hawk Model G-1372345 G-93853256R Power Hawk Model 8446295 885229356H Sky Hawk Model 7185283 781149056J5 Golden Hawk Model 6032692 6800250

CHANGES IN 2E11 AND 2E12MODEL TRUCKS .

Please record th i s a r t i c l e on t he Serv i ceB u l l e t i n R e f e r e n c e pages at the end of theSteering and Front Axle, Brake, and Wheels andTires s e c t i o n s o f y o u r 2E Ser i e s Trucks ShopManua 1.

To improve the product and to provide forthe use of’ tubeless t ires, changes have beenmade in front ax le s t ee r ing knuck les , b rakeassemblies, hub and drum assemblies, and wheels.

A Wagner self-energizing type brake with astar wheel adjustment between the lower ends or

5

S E R V I C E B U L L

F I G . 3

1. A N C H O R B L O C K 6 . G U I D E P I N

2 . AN C H O R P L AT E 7 . AQJ. SCREW SP RING

3 . R E TU RN S P R I N G 8.. A D J. S C R E W

4 . W H E E L C Y L I N D E R 9 . R E V E R S E S H O E

5 . S P R I N G C L I P I O . FO R W A R D S H O E

the shoes is now being u s e d . The front brakehas the s ing le p i s ton in the whee l cy l inder ,the rear brake two pistons in the wheel cylin-der . This is the same type brake used on the2E13 model (see Figs. 3 and 4). Servicing pro-cedures are the same as described for the 2E13mode 1.

T h e i n n e r b e a r i n g a r e a o f t h e s t e e r i n gknuck le has been inc reased in d iamete r from1-1/4"” t o 1-5/16". An improved radius at thei n n e r b e a r i n g p l u s t h e 1/16" increase i nd iamete r of the steering knuckle gives a sub-s t a n t i a l i n c r e a s e i n s t r e n g t h t o t h i s p a r t .The outer wheel bearing remains the same as in

F I G . 4

1. A N C H O R B L O C K

2 . AN C H O R P L A T E

3 . R E T U R N Spr ing

4 . WH E E L c n Inder

prior production.

5 . S P R I N G C L I P

6 . G U I D E P I N

7 . A D J. S C R E W S P R I N G

8 . AD J. S C R E W

Due to the increase in wheel bearing sizeand the use of different type brakes, the h u band drum assemblies are changed. The new brakedrums are 12-1/8" in diameter, both front andrea r .

The new wheels have eight eount ing holesinstead of the six previously used.

These changes became effective with thefollowing serial numbers:

E11-12196 E12-2732

ANTIFREEZE - DOMESTIC CARS AND TRUCKS

Effective May 1,, we d iscont inued the in jec t ion of an t i f reeze in to the cool ing

systea of the passenger cars and trucks for this season.

6

Studebaker Division

STUDEBAKER-PACKARD CORPORATION

South Bend 27. Ind. P R I N T E D I N U . S . A .

M A Y 1956