CLUTCH RELEASE BEARING USE
Whenever the new finger type clutch assembly complete Gr. 0.858 Part 1392653 is used in replacement of the crown spring type, it is recommended that clutch release bearing Gr. 0.799 Part 1319083 be used. See Figure 20.
The first 5000 synchromesh cars built had clutch assemblies with adjustable release levers. These can be identified by the buttons threaded into the inner ends of the release levers; all jobs built after the first 5000 have the buttons welded in the release levers and are not adjustable. See Figure 21.
To adjust the release levers on clutches having adjustable type levers, proceed as follows:
- Mount dial indicator on Support J-1013, set support on flat surface , press indicator stem down against surface until indicator hand has made one revolution, then tighten indicator to support and set indicator to zero.
- Place Adjusting Gauge J-1036 on spare flywheel and place clutch assembly on gauge so that release levers are directly above machined bosses of gauge. NOTE: Thickness of gauge at machined bosses is .295″; height of gauge at hub is 2 1/16″.
- Install cover bolts and tighten each one several turns at a time until all are uniformly tight.
- Carefully place support and indicator on machined hub of gauge so that indicator bears on adjustable button at inner end of release levers. Indicator should read plus or minus .031 ”. Also, all three levers should read within .031 ”of each other. If lever heights are not within specifications, the adjustable buttons must be turned in or out as required to bring it within limits.
- Lock adjustable buttons to release levers by staking securely. Recheck with indicator to make sure settings did not change.
The release levers in the non-adjustable clutch may be checked by using the same procedure. However, if variation between levers is over .031″ or any part of the clutch assembly is defective, the whole clutch pressure plate and cover assembly must be replaced as a unit.
The flat rate time to adjust the first 5,000 clutches is .3 of an hour.
NEW SERVICE CLUTCH
We have been advised by the Parts Department that in the near future the Crown Spring Type Clutch used on the Series 40 Synchromesh cars up to 1955 will be replaced for service by a new Finger Type Clutch when stock on hand is exhausted. The construction of this new clutch is similar to the 1956 Series 40 Clutch and the clutch is not repairable. If it is necessary to perform any service on this clutch, a complete assembly must be installed. The service parts presently released for the Crown Spring Type Clutch will still be available for replacements.
Following are the parts involved:
Group 0.858 Part 1393485 Clutch Complete
1939-40; 1940-40-50; 1941 thru 1952-40-50;
1953 thru 1955-40. To be replaced by:
Group 0.858 Part 1392653 Clutch Complete.
The following service parts will still be available for use on the Crown Spring Type Clutch:
0.861 – 1316750 Cover – Clutch
0.865 – 1306131 Spring – Clutch
0.867 – 1321358 Retainer -Clutch Spring
0.889 1308430 Plate – Clutch Pressure
0.889 – 1323071 Plate-Clutch Pressure
Since this replacement has been made, we have had several questions arise concerning the installation of the clutch release bearing after new finger type clutch has been bolted to the flywheel. Due to the small clearance between the new higher clutch cover and upper flywheel housing, it is necessary to position the clutch, after it is bolted on the flywheel, so that one of the three depressions in the clutch cover where the fingers pivot is pointing downward. When this is done there will be sufficient clearance to insert the clutch release bearing between the clutch cover and the flywheel housing so it may be put in place.
clutch release bearing after this new finger type clutch has been bolted to the flywheel. Due to the small clearance between the new higher clutch cover and upper flywheel housing, it is necessary to position the clutch, after it is bolted on the flywheel, so that one of the three depressions in the clutch cover where the fingers pivot is pointing downward. When this is done there will be sufficient clearance to insert the clutch release bearing between the clutch cover and the flywheel housing so it may be put in place.
When the clutch is securely bolted to the flywheel and the clutch release bearing is installed, the clutch fork pivot stud should be checked to see that it is tightly screwed into the flywheel housing before the clutch fork is installed. The clearance between the clutch fork and the clutch cover is also rather close but if the pivot bolt is tight no interference should result.
STEEL SECOND TURBINE
1953 and 1954 Dynaflow
In Zone Service Bulletin No. 131, we described the replacement of the aluminum second turbine with a new steel turbine for the 1954 transmission. The steel turbine has also been made available for the 1953 transmission for service replacement.
When installing a replacement Steel Second Turbine in a 1953 or 1954 transmission, it will be necessary to install a Second Turbine Thrust Washer, Gr .4 .127 Part #1166059, in front of the Second Turbine Carrier. This thrust washer is the same as that used with 1954 Steel Second Turbine and will be furnished with each steel Second Turbine supplied for replacements.
Following are the parts involved:
Gr. 4.126 Part #1318680 – Turbine – Converter Second 1953 D. F.
Gr. 4.126 Part #1163707 – Turbine – Converter 1954 D.F.
To be replaced by:
Gr. 4.126 Part #1392720 – Turbine – Converter Second 1953 D.F.
Gr. 4.126 Part #1392721 – Turbine – Converter 1954 D.F.
DYNAFLOW BRAKE BANDS
We have been advised by the Engineering Department that 500 Dynaflow transmissions (No. P-050) built in January, 1956, were equipped with World Besto Bands. A second lot of these bands was installed in 500 more transmissions (No. P-171) in May, 1956, and may be identified by a blue stripe circumferentially on the band and the letters “WB” 1/8″ high stamped on one lug. Should any of these bands require replacement, they may be replaced with bands from regular service stock.
If any service problems are encountered with the above transmission, send defective parts properly tagged to your MR room and complete report as to type of failure, car serial number, model, mileage, and all other pertinent information including Dynaflow transmission number to your Zone Service Manager. Our Engineering Department is vitally interested in the effectiveness of these bands, and would appreciate your cooperation in this matter.
TORQUE BALL CHANGE
Engineering advises that a change has been made in the torque ball. The change consists of removing the inner ring of bonded rubber which will provide a metal contact between the inner torque ball retainer and the torque ball giving more positive alignment at this location. This improved alignment between the transmission out-put shaft and the propeller shaft greatly reduces the high speed rumble on deceleration at speeds between 55 and 60 MPH.
The procedure for installing this new torque ball is the same as that outlined in the 1956 Shop Manual. However, there is one precaution, the new torque ball Gr. 5.564 Part 1178778 must be used with the new inner retainer Gr. 5.560 Part 1163932 which is the same as that used in 1955.
The Parts Department is offering the new torque ball and retainer in a package form, Gr. 5.564 Part 1392949. This package should be used whenever it is necessary to replace the torque ball on early production 1956 models. The new torque ball Gr. 5.564 Part 1178778 and inner retainer Gr. 5.560 Part 1163932 will be serviced separately for use on the after jobs.
CLUTCH EQUALIZER INTERFERENCE
We have been advised that there is possibility of interference between the equalizer assembly and the equalizer engine bracket on some 1956 synchromesh transmission equipped cars. See Fig. 22.
Engineering is eliminating this interference in production by making the equalizer 1 /8” shorter and lengthening the pin on the bracket by 1 /8”. This will give the same bearing area with additional clearance at the point of interference. A service fix for cars that have this condition is to grind approximately l /8” off the end of the equalizer. See Fig. 23.
Also remove 1/4″ of the reinforcing ridge on the equalizer engine bracket as shown in Figure 24.
Another possible point of interference is between the clutch equalizer overcenter spring extension and the equalizer. Many times the interference at this point is caused by the overcenter spring extension being installed upside down. (The long side of the hook should be up). The minimum clearance between the equalizer and the overcenter spring extension should be 1/16”. See Figure 22.
LOOSE TORQUE BALL BOLTS
We have received numerous product reports on torque ball retainer bolts and torque ball rear flange bolts being loose on 1956 cars. To prevent any damage occurring at the torque ball due to loose bolts, our Engineering Department requests that the above 10 bolts be checked and torqued to 30-35 ft. lbs. This should be accomplished at time of new car conditioning; when the car is being lubricated prior to delivery.
CRACKED ALUMINUM BELL HOUSING
We have received a few reports that the aluminum bell housings on 1956 models have cracked at the bolt hole as shown in Figure 25.
If the hair-line crack as shown in the inset Fig.25 extends to the bore of the housing and there is no loss of metal (chipped out) around the bolt hole, it should not be replaced. If the crack runs circumferentially around the machined surface of the housing or into the body of the housing, it should be replaced and credit will be allowed at regular AF A rates; however, credit for parts will not be allowed if hair-line crack is present as shown in inset.
NEW DYNAFLOW FRONT PUMP SEAL
A new type spring loaded carbon type seal, Gr .4 .224 Part 1174916, which is designed to seat against the flat face of primary pump hub, as shown in Fig. 26, has been released for service, making it possible to use this new seal on a pump which would normally be replaced because of scored hub in area of our present seal.
Obviously, it would be more economical to install this new carbon type seal than it would be to replace the primary pump. It is suggested, therefore, that this new seal be installed in transmissions having primary pumps which would ordinarily be replaced because of sealing difficulty in the area of present seal. The new carbon type seal may be installed as outlined below.
- After removal of old seal, inspect bore for burrs or damage. Correct any defects to insure a good press fit on seal O.D. Leading edge of bore in pump body should have a slight radius.
- Clean up face of hub on primary pump with crocus cloth and inspect for burrs, dents or gouges. If deep marks are found replace pump and install regular production type seal.
- Coat O.D. of seal with Permatex #3. Then, using crankshaft oil seal installer J -5250-1, shown in Figure 27, press seal into pump body using an arbor press, drill press, or tap evenly into place with a mallet until flange of seal is down against the face of the pump body.
CAUTION: Do not mar or press on carbon face, and do not cock seal during installation as damage to the seal will result. Also, under no circumstances should the carbon face seal be used with a steel primary pump.
- Wipe both the seal face and the hub face on the primary pump with a clean cloth to remove all traces of grit and other foreign material; then coat both faces with clean Dynaflow oil before assembling.
- When installing the primary pump on the transmission, use extreme care not to mar the carbon seal face with the end of the hub sleeve.
- When transmission is installed in car, the seal will automatically position itself and is constructed so as to compensate for normal end play, deflection and eccentricity.
Aluminum primary pumps replaced because of seal leakage will not be accepted on AF As unless carbon seal Gr. 4.224 Part 1174916 is used without gaining satisfactory results.
DYNAFLOW LINKAGE ADJUSTMENT
Following is the proper method of adjusting the Dynaflow linkage on 1956 models.
The transmission must be warmed up to normal operating temperature and oil at proper level.
- With lower shift rod disconnected from idler lever and manual control lever in Drive position, adjust the stop screw into the slot of the spring until the spring is deflected .030″ – .035”. See Figure 28.
PLANET CARRIER THRUST WASHERS
It has been brought to our attention that steel thrust washer, Gr. 4.176 Part #1334100 backed with bronze (used from 1948 through 1955) has the appearance of having cracked bronze where the three tangs are bent. We have checked with our Parts and Engineering Departments and have been informed that the bronze is scored and then tangs are bent during manufacturing.
Engineering drawings call for this part to be manufactured this way, therefore, it is satisfactory for use in service even though it has the appearance of being defective.
Several inquiries have been received relative to the use of planet carrier thrust washers in 1956 Dynaflow transmissions.
In the past on 1948 through 1955 the Dynaflow transmission used rear planet carrier thrust washers Gr. 4.176 Part #1334100.
In 1948 through 1953 and 1954 1st jobs, planet carrier thrust washer front Gr. 4.176 Part #1333095 was used.
The 1954 after jobs including all 1955 transmissions, do not use the front thrust washer and the 1956 transmission does not use either thrust washer (front or rear) at this location, therefore, no attempt should be made to install them.
DYNAFLOW OIL LEAKAGE
(Rework Output Shaft to Correct)
Following is a reprint of Special Red Band Service Letter, Dealer #171 dated February 27, 1956.
We have received some product reports on 1956 Dynaflow transmissions whereby oil was spewing out the breather pipe. Further investigation revealed that these transmissions were equipped with 195.5 series 50-70 output shafts which were re-machined to accommodate the ‘hew ball bearing in the 1956 rear bearing retainer. On these shafts, however, the 1/16″ oil hole which lubricated the rear bearing retainer was already drilled in the shaft when it was re-machined for 1956 application. See Fig. 29 and 30.
The 1/16″ oil hole is located in horse shoe washer grove directly in front of rear bearing retainer ball bearing on output shaft, and if the open end of horseshoe washer uncovers this hole, oil tends to squirt out the breather pipe. This condition may exist on transmissions having number 0-1 to 0-93. Insert in Figure 30 shows comparison between re-machined 1955 output shaft and regular 1956 production shaft.
Whenever oil is found to be leaking out the breather on transmissions bearing above mentioned numbers, the following corrective procedure is recommended:
- Remove rear axle assembly.
- Remove torque ball assembly, U-joint retaining bolt, and U-joint.
- Flare one end of a 4″ piece of 1/4″ soft copper tubing until it fits snugly in .290″ diameter hole in end of output shaft. See Figure 29.
NOTE: The O.D. of flare required may vary due to production tolerances.
- Cut off tube approximately two (2) inches from flared end described in Step Three (3); then flare cut-end to obtain a press fit in the .297” diameter section of hole, as shown in Figure 29
NOTE: It may be necessary to file the flare O.D. to provide a suitable fit.
- Lightly tap copper tube in end of output shaft, as shown in Figure 29, with suitable punch or 1/4″ diameter rod, making certain that copper tube is fully seated with snug fit.
CAUTION: Excessive or hard blows may collapse copper tubing and restrict oil passage.
- Install U- joint, torque ball, and rear axle assembly by reversing removal procedure.
- Using a cold chisel, make a “dash” (-) in front of the ”0” of the Dynaflow code number to indicate that this work has been performed.
If transmissions having serial numbers 0-1 to 0-93 are being overhauled for other work, it is suggested that this 1/16″ oil hole also be plugged if it is found to be present. In order to determine whether or not a 1956 transmission is equipped with a 1955 re-machined planet carrier output shaft, remove breather cap and observe output shaft through opening to see if unused groove is present. Figure 29 shows the relationship between breather hole location and unused groove on output shaft. Presence of unused groove indicates that planet carrier output shaft is 1955 re -machined part which has the 1/16” hole in horseshoe washer groove that must be plugged.
In the event that the converter or clutch is being serviced, this hole may be plugged on the bench, as outlined above (Steps 2 to 5) without removing rear bearing retainer. However, if the rear bearing retainer is removed and the output shaft is exposed, this hole may be plugged with a brass welding rod as follows:
- Insert 1/16″ dia. welding rod approximately one (1) inch long in hole to be plugged until it bottoms, then insert a 1/4″ dia. rod or punch in end of output shaft and tap with hammer to bend rod.
- Leaving punch in place in output shaft, snip end of welding rod flush with output shaft 0. D. and upset this end with cold chisel to lock rod place. See Figure 30.
- Remove 1/4″ dia. rod or punch, whichever used.
NOTE: Install horseshoe washer on shaft so that welding rod is at open end of washer; this will facilitate full seating of washer.
Be sure to mark transmission with cold chisel as explained above.
Flat rate time established for the above operation is as follows:
- Install copper tubing in end of output shaft with transmission in car. 2.4 hr.
- Install copper tubing in end of output shaft with transmission on bench and rear bearing retainer not removed. .3 hr.
- Plug 1/16″ hole in end of output shaft using a welding rod, with rear bearing retainer or planet carrier assembly removed. .1 hr.
OPTIONAL CONVERTER PUMP
OPTIONAL DYNAFLOW CONVERTER PUMP ASSEMBLIES
We have been advised by our Engineering Department that for the balance of 1956 production models, two (2) Dynaflow converter pump assemblies will be used interchangeably in production.
One converter pump is fabricated steel stamping; the other is the conventional aluminum casting. It is very important whenever removing and replacing the torque converters to flywheel and cover bolts to see that the square headed bolt Gr. 4.115 Part #1171053 is always used with the steel converter pump and the “D” shape bolt head Gr.4 .115 Part #1166156 is always used with the casting pump. See Figure 31 for proper identification of bolts.
NOTE: Dynaflow transmission equipped with the steel converter pump will require one (1) more pint of transmission oil. The steel stamped pump assembly can be identified by an orange “X” on the converter pump cover and also on the top of the bell housing. The Parts Department will continue to furnish the Aluminum Converter Pump for service replacements.
OIL PAN BOLT SPECIFICATION
Since the Dynaflow oil pan was changed whereby the welded reinforcement under the attaching flange was eliminated as outlined in BPS 2.409 dated July 16, 1956, the 15 to 18 ft. lb. torque specified for attaching the pan bolts to the case and reaction flange have been changed to 10 to 12 ft. lbs.
The lower torque specification causes less pan “humping” between bolt holes and still compresses the pan gasket sufficiently to give a good seal. The 10 to 12ft. lb. bolt torque specification only applies to the late type oil pan. The first type oil pan with reinforcement should have the 15 to 18 ft. lbs. bolt torque specification.
DYNAFLOW REACTION SHAFT FLANGE REPLACEMENT
During 1955 production, a change was made in the Dynaflow Input Shaft Bearing. That change was described in detail in Buick Parts Product Information Bulletin No. 55-49 dated September 9, 1955. At that time, the Bulletin stated that service parts would be available on both types of parts. It has now been decided that the Reaction Shaft and Flange used with the Input Shaft Needle Bearing, on approximately 3200 transmissions, will not be serviced In order to provide service parts for these transmissions, the Parts Department will replace this Shaft and Flange by the one used in transmissions using an Input Shaft Bushing. When installing a new Reaction Shaft and Flange bushing in a transmission which originally used an input shaft bearing, it will be necessary to install a new input shaft.
Both types of input shafts and input shaft bushing and bearing will still be available for individual replacements.
Following are the parts involved:
Group 4 .226 – 1170321 – Shaft and Flange – Converter Reaction (Used in transmissions with Input Shaft Needle Bearing No. 1170324.)
Group 4 .226 – 1166140 – Shaft and Flange – Converter Reaction (Used in transmissions with Input Shaft Bushing No. 1168262.)
NOTE: When using 1166140 in 1955 transmissions which originally used Flange 1170321, it will be necessary to install 1 – Gr. 4.123, Part #1166089 Input Shaft.
The following parts will still be available for separate replacements:
Gr. 4 .123 – 1168262 – Bushing-Transmission Input Shaft
Gr. 4.123 – 1170324 – Bearing-Transmission Input Shaft Needle
Gr. 4.123 – 1166089 – Shaft-Transmission Input (For use with transmission Input Shaft Bushing No. 1168262.)
Gr. 4.123 – 1170320 – Shaft-Transmission Input (For use with transmission Input Shaft Needle Bearing No. 11 70324.)
DYNAFLOW OIL COOLER LINE CHECK
Following is a reprint of Special Red Band Service Letter, Dealer No. 162, dated November 25, 1955, relative to Dynaflow Oil Line Clearance Check.
To prevent the possibility of damage to the Dynaflow oil cooler lines being caused by their rubbing against the low accumulator, engine ventilator pipe, oil filter or engine oil pan, all jobs built prior to the following serial numbers (listed by assembly plants) are to be checked 100 % and corrected as described below.
Flint – C1016029
South Gate – C2006500
Linden – C3006096
Kansas City – C4005858
Framingham – C7003252
Wilmington – C5004735
Atlanta – C6004736
Arlington – C8003868
Place car on a hoist and carefully pry the Dynaflow cooler lines away from any point of contact as shown in Figure 32, or any other place of contact to provide a minimum clearance (approximately 1/8 “) between cooler lines and other components of the car.
This can best be accomplished with the use of a flat piece of steel similar to a tire iron, to prevent dents or kinks in Dynaflow oil cooler lines. Also inspect the front brake line at the front frame cross member to make sure it is properly installed in clip and not rubbing against the cooler lines as shown in Figure 33.
After this work has been completed, paint a 1′ ‘ white X on top of radiator tank adjacent to radiator cap. This will indicate to anyone raisin g the hood that the operation has been performed.
To complete this campaign as quickly as possible, we suggest that each dealer immediately make up a list of all 1956 cars sold, showing the owner’s name, address and serial number. This list should also provide a column for inserting the date on which the cooler lines were corrected. Each owner affected by the campaign should be notified to bring his car in as soon as possible to have this work performed.
The flat rate time allowed for this operation is .3 hr. and dealers will receive credit at campaign rates.
NOTE: Only one job may be listed on each AFA.
NEW FRONT PUMP SEALS
In order to obtain information from the field on Dynaflow front pump seals approximately March 26, 1956, a quantity of t6ree (3) different front pump seals will be used in production. These seals can be identified by either a daub of Orange, Brown or Blue paint on the neck of the front pump body near the seal. The difference in the seals can be seen in Figure 34.
It is requested that all seals having Orange, Brown or Blue paint in the location described above that are leaking and must be replaced , be returned in the regular manner, properly tagged with color code and transmission number as well as all other pertinent information •such as mileage, car serial number, etc.
OIL COOLER CHECK
Reports have been received advising that oil leaks occur around the threads in the transmission oil cooler fitting where the male fittings are attached to the inlet or outlet fitting on the oil cooler on some 1956 Buick Dynaflow cars.
When these leaks are found they can be corrected without removing the radiator from the car by following the procedure outlined below.
- Tighten the male fittings that are screwed into the oil cooler inlet or outlet. This will correct the condition in many cases.
- In the event tightening the fittings does not correct the leaking condition, detach the oil lines from both the inlet and outlet of the oil cooler and check flare on oil lines for damage, also check for cross threading.
- If oil line flare is damaged, or threads in male fitting are crossed, repair or replace damaged parts.
NOTE: When tightening up the fittings, be sure to apply sufficient torque to insure a good tight fit.
It has also come to our attention that some dealers have replaced radiators and lower radiator tanks (with the oil cooler) because of oil leaks in the cooler. After checking, many tanks have been found to be satisfactory. In order to avoid any unnecessary replacements of radiators or lower radiator tanks, the following procedure may be used.
- Disconnect cooler lines at bottom tank.
- Insert a plug in one of the transmission oil cooler inlet or outlet fittings and in the opposite fitting insert a plug or fitting with an opening that will accommodate an air test hose.
- After both the inlet and outlet fitting have been plugged, completely fill radiator with water.
- With the radiator completely filled, apply 100 lbs. of air pressure to the transmission oil cooler and observe if air bubbles are coming out of the radiator filler neck in a continuous stream. If air bubbles come out continuously, this is an indication that the cooler has a leak and should be taken to your nearest UMS dealer to be repaired.