STUDEBAKER-PACKARD CORPORATION

J U N E

REVERSE FREEWHEEL UNIT-Detroit Gear Automatic Transmissions

Part No. 535441 , Reverse Freewheel Unit, used in the Detroit Gear Automatic Transmissions, is no longer available. Part No. 535441, which has 20 sprags, is replaced by Part No. I 551173, which is an improved part containing 26 sprags.

POWER STEERING COOLER-Air Conditioned 1958 Hawk Models-LK9 and HK7

A power steering oil cooler· kit has been released for the 1958 Studebaker and Packard Hawk models. The new oil cooler will keep the oil temperature in the power steering system sufficiently cool to prevent the generator-driven power steering pump from scoring or the hoses from breaking or blowing off of the pump or the control valve.

When you encounter a scored power steering pump and / or a condition of power steering hoses breaking or blowing off the pump or the control valve, install the new power steering cooler.

All units in the power steering system should be in good condition at the time the new cooler assembly is installed.

The new Power Steering Cooler Kit, Part No. I 550977, for installation on the 1958 Packard Hawk, Model LK9, and the 1958 Studebaker Hawk, Model H K7, may be ordered from your Parts Depot. Com­plete installation instructions are included with the cooler kit.

IMPORTANT

To prevent serious damage to the power steering system on cars equipped with the generator-driven pump, do not run engine with car standing still at engine speeds in excess of I 500 rpm's for a period longer than 2 minutes.

SPARK PLUGS-1955-1956 Packard VS and Studebaker 56J

A new Spark Plug, Part No. 1550459, has been released for the 1955-1956 Packard VS and Studebaker 56] models. The new spark plug is designated as a

G O O D SERVICE C R E A T E S

1 9 6 0 NO. 355

SOUTH BEND 27, INDIANA

STUDEBAKER AND PACKARD PAGE POWER STEERING COOLER-Air Conditioned 1958 Hawk

Models-LK9 and HK7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . l REVERSE FREEWHEEL UNIT-Detroit Gear

Automatic Transmissions . ...... .. ..... .. ...... . ....... . SPARK PLUGS-1955-1956 Packard VB and Studebaker 56J. . . .

STUDEBAKER ARM REST I NTERFERENCE-1960 Model 4-Dr. Station Wagons 4 BENDIX DRIVE ASSEMBLY-6-Cylinder Models ... ....... ... .. 2 CARBURETOR BOWL COVER GASKET AND PUMP PLUNGER

ROD SEAL-AS-2934-SA Carburetor . . . . . . . . . . . . . . . . . . . . . 3 CARBURETOR REPAIR KITS AND ZIP KITS-1959 and 1960

6-Cylinder Models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 CHANGES AND ADDITIONS TO THE 1956-1960 TIME GUIDE 3 ENGINE BREATHER TUBE-6-Cylinder Models .... .... . . .... . 4 GEARSHIFT LINKAGE ADJUSTMENT-Standard and Overdrive

for Rght Hand Control (RHC) Models Using Cables .. . . . . . . 4 IMPROVED POWER STEERING CONTROL VALVE-

1959 and 1960 VB Models . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 OVERDRIVE GOVERNOR DRIVE PINION-1959-60 6-Cylinder

Models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 POLICE CARS EQUIPPED WITH 289 CU. IN. ENGINE-

1960 Models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 POOR RADIO TONE QUALITY-1959-1960 Model Passenger

Cars Equipped with Electric Clock . . . . . . . . . . . . . . . . . . . . . . 2 RADIATOR CAP-1960 S and V Model Passenger Cars

and % and 34 Ton Trucks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 SHIFTING DIFFICULTIES-VB Model Standard and

Overdrive Transmissions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 TORQUE CONVERTER REPLACEMENTS-All Models.... ... . .. . 1 TRANSMISSION REMOTE CONTROL ASSEMBLY . . . . . . . . . . . . . . 5

PACKARD OVERDRIVE MAINSHAFT BEARING SNAP RING-Packard .. . .. 7 PACKARD STEERING FLANGE-All 1956 Models Except

Push Button Transmission Control. . . . . . . . . . . . . . . . . . . . . . . . 7 ULTRAMATIC SERVICE BUSHINGS AND BEARINGS . . . ...... . 6

TRUCKS TRUCK CLIMATIZER MOTOR SWITCH . . . . . . . . . . . . . . . . . . . . 7 DIFFERENTIAL SIDE BEVEL GEARS-Timken Axles . . . . . . . . . . . 7

Champion UN-12Y and is interchangeable with the present plug Champion N- I 6Y, ( Part No. I 544647) .

When the present stock of Part No. I 544647 is ex­hausted, it will be superseded by Part No. I 5 50459.

''''' TORQUE CONVERTER REPLACEMENTS­All Models

1 nspection and testing of replaced torque converters indicates a very high percentage of these converters function normally and should not have been replaced.

CUSTOMER G O O D W I L L

No. 355

Based on the unnecessary high replacement of torque converters, we believe that incorrect diagnosis may be largely responsible for these replacements and we believe that more diagnosis information may be helpful toward reducing converter replacements.

Before a converter is replaced, it must be accurately determined that the converter is noisy, leaking, and or does not function normally. The following is sup­plemental to the present torque converter diagnosis information as outlined in the current Passenger Car Shop Manual, Group IV, Flightomatic Section, Page 45:

I. Noisy Torque Converters

Before replacing a torque converter because of a noise complaint, check as follows:

If the alleged converter noise is obtainable with the car standing still (brakes applied) and the trans­mission in one of the driving ranges,

( a) Repeat the test with the fan belt removed. This eliminates the possibility of a noisy water pump or generator. A defective water pump or generator may produce a rumble or growling noise at partial stall.

(b) At various throttle openings under these con­ditions (partial stall), the torque converter normally produces a light swish or hissing sound. If the swish or hiss is abnormally se­vere, it may be due to incorrect transmission control pressure or linkage adjustment. Low control pressure contributes to "hiss" and "swish".

(c) At various throttle openings under these condi­tions (partial stall), a variety of noises such as hissing, whistling, or chirping can be caused by leaks in the exhaust system. This includes blown gaskets, improperly tightened exhaust manifolds, and noisy manifold heat control valves.

II. Low Stall Speed

Before a torque converter is replaced because of low stall speed, eliminate the following possibilities:

(a) Make certain that the carburetor air cleaner is not obstructed by removing the filter ele­ment or air cleaner.

( b) Altitude and cylinder head compression ratios affect torque output and stall speed. Check the stall speed of other cars known to be op­erating normally (and equipped with the same compression ratio cylinder heads) in your are_a. This will e~tablish a stall speed at your alt1\ude for a given model car, engine, and equipment.

( c) Make sure that the engine is performing nor­mally. Such things as tight valves, incorrect ignition timing, fouled spark plugs, and im­proper ignition or carburetion can cause poor engine performance. Any of these will di­rectly affect the stall speed.

Ill. Abnormally High Stall Speed or Slippage

Rarely is the torque converter at fault if an ab­normally high stall speed or slippage is observed. Ab-

2

JUNE

normally high stall speed, or slippage is usually a result of:

( a) Low transmission fluid level. (b) Insufficient transmission control pressure. ( c) Otherwise malfunctioning transmission.

POOR RADIO TONE QUALITY-1959-1960 Model Passenger Cars Equipped With Electric Clock

.-\ condition of poor radio tone quality may be cau. ed by the clock light wire interfering with the radio ·peaker cone and preventing the normal fre­quenn movement of the cone.

\\ .hen a report of poor radio tone quality or re­ception i. recei, ed he clock wire shou ld be inspected for interference \\ i ·he ~peaker cone.

If interference exi_ make the following correc-tions :

I.

2.

3.

4.

J.

6.

POLICE CARS EQUIPPED WITH 289 CU. IN. ENGINE-1960 Models

Police cars equipped wnh the _ are available on special order. Tope fication of the engine, the letter ·'p' · to the engine number.

BENDIX DRIVE ASSEMBLY-6-Cylinder Models

An improved Folo-Thru type Bendix Dri,·e As­sembly, Part No. 15 51230, has been re lea ed for servic­ing the 6-cylinder engine models. It will fit all 1956-1960 6-cylinder engine model pa senger cars up to Serial No. 60S-27643.

The new Bendix drive screw shaft ha a change in the th_reads . This change provides faster engagement and disengagement of the drive pinion. Tests indicate that the new drive assembly improves the service life ot the starter ring gear.

Bendix Drive Assembly, Part o. I 551230, should ?e used a~ the service replacement part for the 6-cyl­mder f'ngme model passenger cars up to Serial o. 60S-27643.

JUNE

CARBURETOR BOWL COVER GASKET AND PUMP PLUNGER ROD SEAL-AS-2934-SA Carburetor

The carburetor bowl cover gasket used on the AS-2934-SA carburetor differs from the one used on previous models as indicated in Figure I.

This information is brought to your attention be­cause of the similarity of the gaskets. They must not be interchanged.

The gasket on the left is used in the carburetor on the 1959 6-cylinder Lark and Hawk models and the 1960 6-cylinder Lark models before Serial Number 60S-40716. The gasket on the right is used in the car­buretor on the 1960 6-cylinder Lark models after Ser­ial umber 60S-407 l 6.

The washer-type Seal, Part No. 15 51152, illustrated with the gasket on the right, is used to prevent outside air from entering the bowl area from around the ac­celerating pump plunger rod. This seal is placed over the accelerating pump plunger rod and under the upper pump plunger spring. It is used on the AS-2934-SA carburetor only.

SEAL, PART NO. 1551152 FOR AS-2934SA ONLY

PART N0.1548610 PART N0.1551146 FOR FOR

AS-28765 ANDAS-29345 AS-2934SA

F1G.

No. 355

CARBURETOR REPAIR KITS AND ZIP KITS-1959 and 1960 6-Cylinder Models

An improved Carburetor Repair Kit, Part No. 1550822, has been released for servicing the AS-2934-S carburetor. This kit should be used for major over­hauls.

The following repair kits (for major overhaul) and Zip kits (for minor overhaul) are available at your Parts Depot for servicing the 1959 and 1960 6-cylin­der models:

Part Number Part Name Carburetor Model Car Model

1550400 Repair Kit AS-2876-S 59S 1550822 Repair Kit AS-2934-S 60S 1550678 Repair Kit AS-2934-SA 60S 1549750 Zip Kit AS-2876-S 59S 1550823 Zip Kit AS-2934-S 60S 1550679 Zip Kit AS-2934-SA 60S

IMPROVED POWER STEERING CONTROL VALVE-1959 and 1960 VS Models

Beginning with Lark Serial No. 60V-43301, and with Hawk Serial No. 60V-46659, an improved power cylinder control valve entered production.

This control valve incorporates a modified valve spool which eliminates the hissing noise sometimes en­countered during normal straight-ahead driving.

A complaint of this nature on the 1959 and 1960 VS models in the field , can be eliminated by the in­stallation of Part No. 15 51041, Control Valve Housing and Valve Assembly. This improved valve assembly will be effective only if the power steering system is operating normally in all other respects. Before chang­ing the valve assembly, make sure the noise is not caused by a loose belt or low fluid level.

The improved Control Valve Housing and Valve Assembly, Part No. 1551041, is designed for use on the 1959 and 1960 VS models and should not be used on the 1958 models.

CHANGES AND ADDITIONS TO THE 1956-1960 TIME GUIDE Listed are two additional time operations not in the present guide and suggested changes to others now listed.

No. Operation

Please add: F-142 - Adjust Roof Panel Brace (One) Add 0.3 Hrs. for

each additional brace U407 - Parking Pawl Toggle lever Pin. R & R

Indicate the time changes to the following: A35 - Steering Knuckle Upper Control Arm Inner Shaft and

Bushings. Install New. Does not include Caster, Toe-in Adjustment

Fl45 - Moulding-Body Belt, Install New. 4. Rear Quarter

F.445 - Weatherstrip (Body Glass Run) Front and Rear (D-P Models only) R & R

S150 - Power Cylinder (Bendix) R & R or install new. Includes D & C hoses, adjusting cylinder rod travel, bleed and fill system

S155 - Power Cylinder (Bendix) R & R, D & A. Includes replacement of seals, bushing and new parts as required. Bleed and fill system

S160 - Control Valve Assembly (Bendix) R & R or install new. Includes bleed and fill system.

Models

59-60 Stude D-P

All

All

59-60 Stude J 60 l

All

All

Hours 6 8

0.8 0.8

2.5 2.5

1.1 1.1 1.1 1.1 1.0 1.0

1.2 1.2

0.9 0.9

1.8 1.8

1.3 1.3

3

No. 355

ARM REST INTERFERENCE-1960 Model 4-Dr. Station Wagons

Occasionally you may encounter the condition of interference between the arm rest on the right rear door of the four-door station wagon and the windlace as the door is opened and closed. Where this condition exists, the following corrections should be made:

1. Remove the door trim panel. 2. Mark around the arm rest adapter plate and

use these marks as a reference when relocating the plate.

3. Remove the adapter plate and discard the two machine screws removed from the lower holes. Fill the old holes in the inner door panel with dum-dum.

4. Locate and drill 74" holes in the adapter plate Ys" above each of the two lower holes. Also drill 74" holes in the adapter plate Yz" for­ward of the two upper rear holes (See Fig. 2).

5. Place the adapter plate in its original position against the door, then move it forward 3 / 16". Cut or bend the lower front corner of the plate to make it fit flat on the door panel. Mark the inner door panel for the new attaching screw holes. Drill Ys" holes at these locations. Attach the adapter plate to the door panel using 4 Part No. G-161892, Sheet Metal Screws.

6. Reinstall door trim panel, door remote con­trol handle, window regulator handle and arm rest. 1 t may be necessary to elongate the arm rest screw holes in the trim panel to allow the screws to enter the adapter plate.

FIG. 2

RADIATOR CAP-1960 S and V Model Passenger Cars and V2 and 3A Ton Trucks

A 14-pound atmospheric vented radiator cap is used on 1960 S and 1960 V model passenger cars and Yz - U ton trucks beginning with production of May 2, 1960.

The new Atmospheric Type Radiator Cap, Part No. 15 51190, replaces the 13-15 pound pressure sealed cap, Part No. 1548915. The new cap operates as a vented cap until the coolant vapor flow is sufficient to close a valve in the cap. The cap then becomes a full

4

JUNE

d ..,,

PART NO. 1548915 PART NO. 1551190

FIG. 3

pressure cap. The illustration in Fig. 3 will assist you in identifying the two types of caps.

ENGINE BREATHER TUBE-6-Cylinder Models

A smaller diameter breather tube is now used on the 6-cylinder models. The new breather tube can easily be identified because it is considerably smaller in diameter than the older style breather tube.

New parts affected by this change are as follows:

Part No.

1550817 1550636 1550644

Part

Breather Tube (smaller dio.)

Breather Tube Gasket (smaller dio.)

Rear Valve Cover (with smaller hole)

Part No. I 5 50636, Breather Tube Gasket, should be carried in dealer stocks. Valve Grinding Gasket Set, Part No. 15 5 I 289, includes both the old and the new size breather tube gaskets.

GEARSHIFT LINKAGE ADJUSTMENT­Standard and Overdrive for Right Hand Control (RHC) Models Using Cables

I. Check the cable installation and remove any sharp bends or kinks. Be sure the cable ends are aligned with the levers to move in line with the lever travel so that no bind exists between the clevis and the lever. Also, align the cable so that a straight line extended from the cable and along the center of the cable axis falls halfway between the upper and lower points of travel of the transmission levers (transmission end) and remote control levers ( steering gear end) in their arc.

2. Disconnect both ends of the cables from the levers. The cables should operate freely with no stickiness or bind. If stickiness or bind is present and align­ment is correct, cable replacement is indicated.

3. Index the hand lever support by placing a pencil mark above the hand lever support socket as out­lined below.

4. Locate the center of travel of the gearshift hand lever by moving the lever to the extreme left and pencil mark the steering jacket upper bracket op-

JUNE

posite the index mark on the hand lever support. Move the lever to the extreme right and repeat the above procedure in this position. Place the hand lever index mark at the mid-point between the two marks on the upper bracket and mark this position to indicate neutral.

5. Loosen the cable and conduit anchor bracket bolts (at the transmission) so that the anchor may slide freely.

6. Connect the second and high gear shift cables to the transmission lever. Hold the transmission lever in the neutral position and have another man move the hand lever to the neutral position marked in Step 5. Allow the conduit to position itself with the levers held in neutral and tighten the anchor bolts.

7. Repeat for the low and reverse cable holding the hand lever in neutral up toward the steering wheel.

8. Road test the car. If resistance is encountered on shifting to second gear, loosen the low and reverse cable anchor at the transmission end and tap it forward slightly. Tighten the anchor and re-test. To test, when shifting from low to second press downward on the hand lever, and move slowly towards neutral. As soon as the transmission re­mote control reaches the neutral position, a normal shift into second should result. If the hand lever must be moved past neutral towards reverse to pro­duce a normal shift· to second, the anchor should be moved further forward or the low and reverse cable shortened by a clevis adjustment.

SHIFTING DIFFICULTIES-VS Model Standard and Overdrive T86 Transmissions

You may occasionally encounter a condition of gear clashing when shifting from second to high gear or from high to second gear on the T86 standard or overdrive transmissions used in VS model passenger cars.

This condition may be caused by improper trans­mission linkage adjustment and/or interference be­tween the chamfered portion of the mainshaft and the machined pocket in the main drive pinion. Figure 4 shows the possible point of interference. The interfer­ence condition may cause premature wear or breakage of the synchronizer blocker rings.

FIG. 4

No. 355

Where you encounter a condition of gear clashing when shifting from second to high gear or from high to second gear, first properly adjust the transmission shift linkage. If shift linkage adjustment does not correct the condition, the transmission must be removed from the car and disassembled. Inspect the mainshaft and main drive pinion for evidence of the interference condition. If evidence of interference exists, a new mainshaft and main drive pinion must be installed. Also install new second and high synchronizer blocker rings. Any other related parts that are excessively worn should also be replaced.

OVERDRIVE GOVERNOR DRIVE PINION-1959-60 6-Cylinder Models The current Chassis Parts Book lists only one over­drive governor drive pinion for the 1959 and 1960 model passenger cars. This Governor Drive Pinion, Part No. I 547573, is an 18-tooth pinion and is the correct pinion for all transmission and rear axle ratio combinations, except for the 6-cylinder models equipped with a 4.56 to I rear axle ratio.

The correct overdrive governor drive pinion for the 6-cylinder models equipped with 4.56 to I rear axle ratio, is a 14-tooth pinion and carries Part No. 1544767.

TRANSMISSION REMOTE CONTROL ASSEMBLY

Recently, an improved transmission remote con­trol assembly entered production. The outward ap­pearance of the new remote control is identical to the previous type. However, in order to afford external identification without removing the steering wheel, a raised letter 'D' is being added to the underneath side of the shift lever boss on the shift lever support. The 'D' identification will be effective after the first 2300 cars produced with the new remote control assembly.

The improved remote control assembly incorpor­ates a nylon bearing between the shift lever support and the upper bearing bracket. The nylon bearing I, Fig. 5, takes the radial and vertical thrust loads and stabilizes the action of the shift lever support. The remote control assembly also incorporates a new and improved directional signal switch and related parts, (See Fig 6). The directional signal switch is moved to the 'Off' position by a cam located on the hub of the steering wheel.

FIG. 5 1. Nylon bearing

5

No. 355

2

-3

FIG. 6 1. Switch plate 2. Switch 3. Cam

The correct type remote control, Type 'D' or the original type, must be specified whenever individual parts are ordered for the gearshift remote control assembly used on the 1960 models.

The following gearshift remote control assembly parts for the type 'D' assembly are not interchange­able with the earlier type control parts:

Upper Gearshift Shaft Bracket

Gearshift Lever Support

Gearshift Lever Support Bushing

Gearshift Lever Stop Plate

Dir. Signal Switch and Cable Assembly

Dir. Signal Switch and Cable Assembly Attach-ing Screws

Dir. Signal Switch Plate

Dir. Signal Operating Lever

Dir. Signal Operating Cam

The nylon bearing between the shift lever support and the upper bearing bracket should be lubricated

JUNE

with Lubriplate. The operating cam must be located on the hub of the steering wheel so that the lobe of the cam is pointing away from the turn light switch with the steering wheel in the straight-ahead position. The directional signal must be paced in the 'Off posi­tion before installing the steering wheel. This will pre­vent damage to the signal mechanism.

~@hhSY ULTRAMATIC SERVICE BUSHINGS AND BEARINGS

Following is the list of service bushings and bear­ings available for servicing the Ultramatic Transmis­sion, Packard 23rd series through the 56th series ( 1950 through 1956 models) and the Studebaker Golden Hawk, Model 56J ( 1956 model) .

The service precision bushings supplied are fin­ished so that there will be an accurate service tolerance when pressed into place. This is of extreme importance in relation to securing and holding good pressures when mated with components.

There are bushings in the transmission in parts such as the converter pump shaft, front and rear pump, etc., that are not serviceable. There are no service bushings provided since the bushings are finished to size in place in these assemblies. This is to assure a center line dimension within a close tolerance to an external dimension. This is very important at these locations because of the necessity of controlled align­ment with mating components to within close limits for resultant good pressure control. If, at these various locations new bushings were installed and the extremes of the low allowable tolerances were mated, it could lead to a siezing and scoring condition. If, on the other hand, the high tolerance extremes were mated, loose­ness would cause very poor pressure control. The ques­tion of poor alignment, aggravated by variation in tol­erances, could be prevalent.

Well sustained pressures within the prescribed lim­its are a positive requirement to a long sustained stand­ard functioning of the Ultramatic unit.

LIST OF ULTRAMATIC SERVICE BUSHINGS

6

Req.

2

2

1

2

Part No.

410866

6470309

410865

6484045

410989

410864

410990

458661

410861

458923

436018

436019

450264 1542951

421858

Item

Converter Clutch Housing Bushing

Converter Clutch Housing Bushing

Converter Reactor Shaft Bushing

Converter Reactor Shaft Bushing

Transmission Reaction Clutch Bushing-Except Gear Start

Bell Housing Bushing

High Range Clutch Bushing

High Range Clutch Bushing

Planetary Ring Gear Bushing

Planetary Ring Gear Bushing

Rear Housing Bushing

Rear Housing Bushing-Except Gear Start

Rear Housing Bushing

Rear Housing Bearing

Throttle Shaft Bushing-Except Gear Start

Series

All 23rd thru 55th

All 56th and 56J

All 23rd thru 55th

All 56th and 56J

All 23rd thru 54th

All 23rd thru 56th and 56J

All 23rd thru 54th

All 55-56th and 56J

All 23rd thru 54th

All 55-56th and 56J

All 23rd

All 24th thru 54th

54 g.s., All 55-56th and 56J

All 24th thru 56th and 56J

All 24th thru 54th

JUNE

PACKARD STEERING FLANGE-All 1956 Models Except Push Button Transmission Control

When the present stock of Packard Steering Flange Assembly, Part No. 6489093, is exhausted it will be substituted by Bracket and Bearing Assembly, Part No. I 539832.

These parts, Nos. 6489093 and 1539832, are iden­tical except for two small .116" diameter holes in Part No. 1539832. These holes for a shift indicator, are not used on the 1956 Packard models.

OVERDRIVE MAINSHAFT BEARING SNAP RING-Packard

Investigation shows that the following Studebaker overdrive transmission mainshaft bearing snap rings are interchangeable with the snap rings used in the overdrive of the Packard models.

When the supply of snap rings under the Packard part numbers is exhausted the substitutions will be as follows:

Studebaker Part Number Part Name Packard Part Number

188521 Snap Ring for 338472 (.086" thick)

188522 Snap Ring for 338473 (.089" thick)

188523 Snap Ring for 33847 4 (.092" thick)

188524 Snap Ring for 338475 (.095" thick)

No. 355

TRUCKS TRUCK CLIMA TIZER MOTOR SWITCH

A new switch, Part No. 1692153, has been released as a service part. This switch is used with the Lanier Climatizer, identified as Type "B" in the Parts Cata­log.

The original switch, Part No. 681258, is no longer available.

DIFFERENTIAL SIDE BEVEL GEARS­Timken Axles

On several occasions dealers have returned differ­ential bevel side gears because of "too much clearance between the gear hub and the bore in the differential case".

The design of the axle is such that the bevel side gear is not piloted by the bore in the differential case but by a self-centering action on the differential pinion gears. Therefore, the clearance between the bevel side gear hub and the differential case bore is of no con­sequence.

It is also possible that some bevel side gears fur­nished from service stock may not have a finished appearance on the hub of the gear. Since the gear is not piloted in the differential case it will have no effect on the serviceability of the part.

Ho~ Important are Piston Rings in your

Service Sales and Service Profit Picture?

1. Six out of ten cars have "Ring Hunger" ... 77.8% of these cars are 3 to 8 years old.

2. An average of $173.80 is spent on overhaul jobs prompted by ring jobs.

3. Of this $173.80 average, $98.11 is spent for piston rings and engine parts.

4. Of total cash spent for overhaul jobs prompted by the need for piston ring replacement ... 14% is for

Piston Rings and 86% is for other parts and labor.

5. EACH PISTON RING DOLLAR ... ATTRACTED SIX EXTRA DOLLARS TO THE SERVICE DEPARTMENT.

CAN YOU AFFORD NOT TO PROMOTE RING BUSINESS 7

7

.....

No. 355 JUNE

~BY POPULAR DEMAND fJ ~ ~--

SENSATIONAL 5·F= Stainless Steel Offer ~

With the purchase of four

S·P KromeX Piston Ring Sets (With Stainless Steel Oil Rings)

At regular dealer net prices

$ YOU RECEIVE

FOR ONLY

02 One 5-P 50104

KromeX Piston Ring Set

(Regular dealer net price of $17.02)

PLUS YOUR CHOICE OF

FREE 30 piece set of Lifetime

Stainless Steel Tableware in

the Sun Valley pattern by Imperial, Serv­

ice for 6, complete with beautiful simu­

lated Alligator grain storage case. (Regu­

lar retail price of this fine American

made tableware with storage case is

$29.95).

OR

tlrt rr rrmrrmnantnf FREE 32 piece "Fill-in" set of two

additional five-piece place

settings and 22 extra pieces of Lifetime

Steel Tableware in the Sun Valley pat­

tern by Imperial.

FOR FURTHER DETAILS SEE STAINLESS STEEL OFFER ANNOUNCEMENT MAILING

OR YOUR ZONE PARTS AND SERVICE REPRESENTATIVE

8

STUDEBAKER-PACKARD CORPORATION SOUTH BEND, 27, INDIANA

Printed in U.S.A.