Studebaker Champion DG-150, DG-150M, Commander DG-200, DG-200M, DG-250M, President DG-250M, Hudson DG-200 Automatic Transmission Service Manual

STUDEBAKER AUTOMATIC TRANSMISSION
STUDEBAKER AUTOMATIC
TRANSMISSION
Studebaker Champion (1950-55)
Studebaker Commander (1950-55)
Studebaker Land Cruiser (1950-54)
Studebaker President (1955)
Hudson (Exc. Jet) (1954)
•CHANGES. CAUTIONS. CORRECTIONS
^-AUTOMATIC
TRANSMISSION
MODEL
IDENTIFICATION & APPLICATION (Different transmission
models
used as follows):
Car Model
©Trans. Model
Champion (1950-Early 1955)©
DG-150
Champion (Late 1955)®
DG-150M
Commander (1950-Early 1955)©
DG-200
Commander (Late 1955)©
DG-200M
Commander (1955 2nd Series)©
DG-250M
President (1955)
DG-250M
Hudson (1954)
DG-200
©—On model plate on left side of transmission case.
©—Before 1955 Engine No. 1,147,699.
©—After 1955 Engine No. 1,147,699.
©—Before 1955 Engine No. V-318,899 (Early 1st
Series).
©-yAfter 1955 Engine No. V-318,899 (Late 1st
Scries)
©—1955 2 n d Series. See "Starting
for 2nd Series on Car Model pages.
Engine
Numbers"
•STARTING ENGINE BT PUSHING CAR: Turn ignition key ON, depress and release accelerator pedal
once (to set automatic choke), place transmission
selector lever in Neutral "N" position. Push car until
speed of 15-20 MPH. is reached, then move selector
lever to Drive "D" or Low "L" position.
CAUTION—Pushing
rather than towing
to start engine
recommended
(car may overtake tow car),
•TOWING CARS WITH AUTOMATIC TRANSMISSION: Place transmission selector lever in Neutral
"N" position and do not tow car in excess of 30 MPH.
•TRANSMISSION SERIAL NO. NOTE—Separate
Torque Converter Nos. and Transmission Nos. used:
Torque Converter—Stamped on engine side of flywheel adjacent to flywheel ring gear.
Transmission—On metal plate on left side of
transmission case below oil level gauge.
P-1951
COMMANDER ACCELERATOR LINKAGE
CHANGE (Serial No. 8133626 Up): Following parts
changed to provide smoother accelerator operation: Accelerator Bell-Crank Lever & Bracket Assembly, Accelerator Bell-Crank Lever-to-Transmission Rod, Accelerator Cross Shaft Assembly.
P-CAUTION—See
Linkage
Adjustment
Directions
connection
at this lever (rod must be connected
proper hole and all cars not connected
alike).
P-1951
TRANSMISSION
OIL
PAN
for
in
PRODUCTION
CHANGE: Beginning Champion Serial No. 20171,
Commander No. 45792, oil pan reinforced flange
used. This pan requires Ve" longer oil pan screws
and can be installed on earlier cars if Kit No. 529975
used (includes 14 new longer screws No. 31-0510).
P-1951-52 REPLACEMENT TRANSMISSION DESIGN
CHANGES—Several changes have been made in design and should be noted when installing these
assemblies:
Parking Brake Pawl Pivot Pin Case Change Beginning Trans. Serial No. SCO-124103 (1951-52 Commander), No. SCO-1715R (1950 Commander), No.
SCH-35085 (1950-52 Champion). As follows:
(1) Parking pawl pivots provided with 5/16" x 24
tapped hole in end to facilitate removal.
(2) Extension cases which have through pivot pin
hole in case have blind bushing installed on open
side.
(3) "O" ring omitted from parking pawl pivot pins
("O" ring groove retained for interchangeability of
parts).
NOTE—Complete
extension case assemblies
changeable regardless of above changes.
are inter-
Parking Pawl Toggle Arm Fiber Washer—Beginning Trans. Serial Nos. SCO-124523 (1951-52 Commander), No. SCO-1804R (1950 Commander), No.
SCH-35086 (1950-52 Champion). A fiber washer is
installed on parking pawl toggle arm splined shaft
(between pawl and rear of extension case) to align
linkage and prevenr bindings. CAUTION—This
washer must be re-installed in all transmissions in which
it is found on disassembly (see NOTE following for use
of STEEL
washer).
Parking Pawl Toggle Arm Steel Washer—Beginning
Trans. Serial No.SCO-133019 (1951-52 Commander),
No. SCO-2119R (1950 Commander), No. SCH-37545
(1950-52 Champion). STEEL washer used in place
of fiber washer (above). This steel washer or similar washer .067-.071" thick must be used on parking
pawl toggle arm splined shaft on these transmissions.
CAUTION—Steel washer cannot be used to replace fiber
washer used in previous
transmissions.
P-STUDEBAKER
ERRATIC
MULTIPLE
CLUTCH
ACTION CORRECTION: May be caused by oil distributor tube being loose or improperly located. This
aluminum distributor tube is located behind the
bronze lubricator valve in the main shaft. Check by
visual inspection and if found to be loose or improperly located, replace main shaft assembly. Distributor tube is not serviced separately.
P-STUDEBAKER FAILURE TO MOVE FORWARD
(AFTER REVERSE OPERATION) CORRECTION:
May be caused by loss of front oil pump prime. The
loss of front oil pump prime is caused by rear pump
blowing air out of rear pump inlet hole and at the
same tune blowing oil away from front pump inlet
hole. To check and correct this condition, take front
pump pressure after a long reverse operation. If
pressure is zero, remove rear oil pump cover and
idler gear. Reinstall rear pump cover and again
operate car in reverse. After stopping, shift to "D"
or "L" position. Car should now move forward under acceleration. This will confirm that the condition described above is the cause of the forward
operation condition. Reinstall rear oil pump idler
gear. To correct, remove transmission oil pan and
screen and install a new screen with baffle. Before
replacing oil screen shroud, drill a Ve," hole at a
point y2" above and slightly to the left of the smaller of the two rectangular holes in the shroud (this
will place the hole approximately in the corner of
the shroud near flanged edge).
P-HUDSON "BUZZING" CORRECTION: Increasing the
amount of fluid in the transmission (See "Oil Level
Change" below), will in most cases correct this condition. On transmissions with Serial No. HA-4275
and lower, where the increased oil capacity does not
correct the condition, it will be necessary to install
the later type Front & Rear Pump Relief Valve
(See "Front & Rear Pump Relief Valve
Production
Change"
below).
P-OIL LEVEL CHANGE (ALL HUDSON
AUTOMATIC
TRANSMISSIONS): Increase the oil capacity from
11 qts. to 12 qts. A new dipstick, with revised markings has been released for service replacement and
later production cars.
P-HUDSON BAND ADJUSTING SCREW PRODUCTION
CHANGE: Beginning with transmission Serial No.
HA-9930, a new band adjusting screw is being used
in production and for service replacement on older
transmissions. The brake anchor strut has also been
revised to use the new screw. When replacing the
adjusting screw with the later type, it will be necessary to also use the revised anchor strut. The early
type adjusting screw can be used with the revised
anchor strut. Later type adjusting screw is identified by the V2" radius between threaded portion and
screw head.
P-HUDSON DETENT SPRING PRODUCTION CHANGE:
Beginning with transmission Serial No. HA-10109, a
new detent spring, Part No. 311892, is used to provide a more positive selector lever positioning.
P-HUDSON FRONT OIL PUMP COLLECTOR RING PRODUCTION CHANGE: A one-piece alloy iron collector
ring replaces the two-piece type formerly used in
production and for service replacement.
P-HUDSON REAR PLANET CARRIER PRODUCTION
CHANGE & REPLACEMENT PARTS CAUTION: Beginning with transmission Serial No. HA-6005 a
new rear planet carrier assembly entered production. The new planet carrier, Part No. 311406, can be
used for service replacement on earlier transmissions when Spacer Washer, Part No. 311412 is also
used. The later type carrier can be identified by the
machined counterbore in rear hub face to receive
the spacer washer.
P-TRANSMISSION ASSEMBLY SERVICE REPLACEMENT CHANGE (1951 TO 1953 COMMANDER)—
Service replacement transmission assembly (with
"Part Throttle Downshift") Part No. 533568 used on
1953 Commander Models, replaces service transmission Part No. 529973 previously furnished for replacement on 1951 & 1952 Commander Models.
P-EXTENSION CASE ASSEMBLY REPLACEMENT NOTE
(COMMANDER)—Extension Case assembly, Part
No. 529984 is furnished as service replacement for
all 1951 t o 1953 C o m m a n d e r m o d e l s . See "Part Throttle Downshift"
option (with service replacement
extension case)
following.
P-"PART THROTTLE DOWNSHIFT'
OPTIONAL WITH
SERVICE REPLACEMENT EXTENSION CASE (1951-
52 COMMANDER MODELS)—Extension case assembly can be installed to provide "PartThrottle Downshift" if desired. Extension case is furnished with
the direct drive lock-pawl in place, and to prevent
"Part Throttle Downshift," install extension case
exactly as received. To retain, or convert to "Part
Throttle Downshift," remove the Direct Drive Lockup Pawl (located directly below transmission main
shaft bearing bore on machined face of extension
assembly).
P-EXTENSION CASE REPLACEMENT (1953 COMMANDER)—Direct Drive Lockup Pawl must be r e CONTINUED ON NEXT PAGE