As you probably know by now, there a couple of details no longer commonly known. When I was young, I was really into Studebakers, with my first brand new car being a 1961 Lark convertible. So, here's a few bits from the memory bank: Ignition system...the distributor can be either Autolite or AC Delco. Nothing oddball about the points, condenser, rotor or caps within those brands. The starter can be cheaply and easily rebuilt to cure the sluggish speed problem. Pretty much a matter of replacing the two bushings on the shaft. I would also replace the brushes and clean up the commutator while I was in there, and lube the Bendix. The stock carb would be a Stromberg WF. Earlier models used a Stromberg WW, later models a Carter YF. Oil filters were optional bypass type cartridge filters. Full flow filters became standard in late 1962, and as I remember they were same as Ford. Oil recommendation was SAE 30 summer, 20 in winter. Capacity is 5 quarts, plus filter. Under the car, the part of the steering most neglected is the center pivot on the bellcrank. There is a hole in the back of the front crossmember for access to the grease fitting. The assembly can be easily removed for service, and probably needs it. There are two styles, one with brass bushings, and the other with needle (Torrington) bearings. I rebuilt many of these as a service dealer in the late sixties, seventies and 80s. Not a BIG JOB. The oil leak at the back of the engine is NOT the transmission, as there is none on stick transmissions. Yours is a T-86 OD model. There is, or should be a chrome plated T handle under the dash, pulled out is overdrive lockout. That switch on the throttle linkage i the kickdown switch. It has two functions...when first depressed, it cuts the ignition (shorts out the points) momentarily, to allow the shift out of OD. The other function is to engage the solenoid on the tranny. The other electrical part on the tranny is a governor, to prevent engaging overdrive at too low speed. The rear end is a Dana 44, or possibly a 27. There should be a ratio tag under a cover bolt, originally at the lower left. The clutch is a Borg & Beck 10" or 10.5", accepting a 10 spline transmission shaft. The clutch fork you found in the trunk is not from this car. The Studebakers used a round cross shaft in the bell housing with bearings at each end, and two fingers welded on to support and engage the throw out bearing. The interior is no doubt a custom replacement. The dash pad on the standard cars was a thin vinyl pad with about 1/4" or less of padding. Low optioned models used paint. You'll find a tag screwed to the firewall on the passenger side, under the hood. This is a body tag, showing the body style and trim level. There's also a number tag indicating the sequence of that particular body style. For example, yours might read "60VF4" which would be a V8 2 door sedan with mid level trim. A convertible might be a 60VL6, which is the higher trim levels. If it is a S instead of a V, the engine was a six. I hope this all helps, as it touches on several areas of your concern!
Thank you! I'm going to get back to the Studebaker as soon as I have enough pieces and parts to make some real progress. This is the first Studebaker Ive ever touched so its been fun to learn all about what makes them go. Your one comment has more info than the weeks of research I've been doing and I appreciate it!
Hey there. You got a runner. Make it safe to go and stop and then tackle the body. With all that brushed on paint you may end up dry ice blasting the body but that's down the road. Thanks for sharing and good luck.
When you get it running you need to come to a complete stop in reverse before going to drive or else you run risk of tearing therear end up..did it twice as a teen…..dad was mad…
I used to get all my parts at NAPA auto parts. I couldn't tell if you have the flat head 6 or the small block 8. The Lark Vlll is an excellent motor for the size and weight of the car. These cars are a labor of love that an one inexpensive set of standard tools to can't fix the car..
The Lark VI (six) engine was a marvel of durability, a carry-over from the "weight is the enemy" Champion six from 1939. The VIII (eight) engine architecture dated from the '51 model year, and was heroically over-engineered. Often overlooked is that the 289 version used in supercharged Golden Hawks and the '57 Packards and '58 Packard Hawks was within a few pounds of the same weight as the '56 Packard 352 used in the '56 Golden Hawk. The Lark in this video appears to have the 180-horsepower 259, very heavy, but again I emphasize the Studebaker V8s were built very robustly, and though the architecture would max out at five liters (304.5 cubic inches) with the maximum possible bore and stroke and produced up to 535 horsepower in some experimental versions. All production Dtudebaker V8s used the same basic block dimensions. There was nothing small about that block.
This one is a 259. They had a 289 also but it wasn't available for the Lark in '60. There was a smaller one earlier but I don't know the cubic inches off the top of my head.
Well done! Darned sure it ran. The Stude V8s are virtually impossible to blow up. As much iron as a Cadillac and only 259 cubes. And no timing chain to worry about - they are all gear drive cams. You can get OD in first gear if you rev the heck out of the engine, and 2nd and 3rd of course. So, 6 possible gears. Impress your friends! Will need a valve adjustment sooner or later.
Yeah, it has a little valve noise but it does run smooth and idle quietly. Thanks for watching. The Studebaker will be back on the channel late summer.
I still have it. Its waiting for its turn with my welder. It needs front floor pans. I still have a couple gremlins to deal with, like the charging system and a working heater (and a couple other small items). Im hoping to get it to a rally this fall or winter
I didn't do enough research and ordered the parts ahead of time. I'll still give them the benefit of the doubt because the correct parts were there, I was just unaware there were different systems in place and picked the wrong one.
I've had time now to do a bunch more research on these cars and have seen an original interior. I suspected it wasn't original from the start, but never know. Thank you for the info!
Wonderful old car! I love those Studebaker Larks. Well worth all the effort to get it back into shape.
As you probably know by now, there a couple of details no longer commonly known. When I was young, I was really into Studebakers, with my first brand new car being a 1961 Lark convertible. So, here's a few bits from the memory bank: Ignition system...the distributor can be either Autolite or AC Delco. Nothing oddball about the points, condenser, rotor or caps within those brands. The starter can be cheaply and easily rebuilt to cure the sluggish speed problem. Pretty much a matter of replacing the two bushings on the shaft. I would also replace the brushes and clean up the commutator while I was in there, and lube the Bendix. The stock carb would be a Stromberg WF. Earlier models used a Stromberg WW, later models a Carter YF. Oil filters were optional bypass type cartridge filters. Full flow filters became standard in late 1962, and as I remember they were same as Ford. Oil recommendation was SAE 30 summer, 20 in winter. Capacity is 5 quarts, plus filter.
Under the car, the part of the steering most neglected is the center pivot on the bellcrank. There is a hole in the back of the front crossmember for access to the grease fitting. The assembly can be easily removed for service, and probably needs it. There are two styles, one with brass bushings, and the other with needle (Torrington) bearings. I rebuilt many of these as a service dealer in the late sixties, seventies and 80s. Not a BIG JOB. The oil leak at the back of the engine is NOT the transmission, as there is none on stick transmissions. Yours is a T-86 OD model. There is, or should be a chrome plated T handle under the dash, pulled out is overdrive lockout. That switch on the throttle linkage i the kickdown switch. It has two functions...when first depressed, it cuts the ignition (shorts out the points) momentarily, to allow the shift out of OD. The other function is to engage the solenoid on the tranny. The other electrical part on the tranny is a governor, to prevent engaging overdrive at too low speed. The rear end is a Dana 44, or possibly a 27. There should be a ratio tag under a cover bolt, originally at the lower left. The clutch is a Borg & Beck 10" or 10.5", accepting a 10 spline transmission shaft. The clutch fork you found in the trunk is not from this car. The Studebakers used a round cross shaft in the bell housing with bearings at each end, and two fingers welded on to support and engage the throw out bearing.
The interior is no doubt a custom replacement. The dash pad on the standard cars was a thin vinyl pad with about 1/4" or less of padding. Low optioned models used paint.
You'll find a tag screwed to the firewall on the passenger side, under the hood. This is a body tag, showing the body style and trim level. There's also a number tag indicating the sequence of that particular body style. For example, yours might read "60VF4" which would be a V8 2 door sedan with mid level trim. A convertible might be a 60VL6, which is the higher trim levels. If it is a S instead of a V, the engine was a six.
I hope this all helps, as it touches on several areas of your concern!
Thank you! I'm going to get back to the Studebaker as soon as I have enough pieces and parts to make some real progress. This is the first Studebaker Ive ever touched so its been fun to learn all about what makes them go. Your one comment has more info than the weeks of research I've been doing and I appreciate it!
@@attemptedautothe local Studebaker clubs are a tremendous resource
Hey there. You got a runner. Make it safe to go and stop and then tackle the body. With all that brushed on paint you may end up dry ice blasting the body but that's down the road. Thanks for sharing and good luck.
I've got tires and brake parts on the way. I guess those are next! Thanks for watching!
When you get it running you need to come to a complete stop in reverse before going to drive or else you run risk of tearing therear end up..did it twice as a teen…..dad was mad…
Thanks for the advice!
I used to get all my parts at NAPA auto parts. I couldn't tell if you have the flat head 6 or the small block 8. The Lark Vlll is an excellent motor for the size and weight of the car. These cars are a labor of love that an one inexpensive set of standard tools to can't fix the car..
The Lark VI (six) engine was a marvel of durability, a carry-over from the "weight is the enemy" Champion six from 1939.
The VIII (eight) engine architecture dated from the '51 model year, and was heroically over-engineered. Often overlooked is that the 289 version used in supercharged Golden Hawks and the '57 Packards and '58 Packard Hawks was within a few pounds of the same weight as the '56 Packard 352 used in the '56 Golden Hawk.
The Lark in this video appears to have the 180-horsepower 259, very heavy, but again I emphasize the Studebaker V8s were built very robustly, and though the architecture would max out at five liters (304.5 cubic inches) with the maximum possible bore and stroke and produced up to 535 horsepower in some experimental versions.
All production Dtudebaker V8s used the same basic block dimensions. There was nothing small about that block.
You got a lot to do on that car. Stay positive.
I sure do! Thank you! One step at a time.
Loved those cars, drove a 62 on dates. Drivers side door had a habit of flying open when you turned….
The drivers door on this one doesn't latch at all! One of the many things on the list!
Attaboy! Can’t remember now , but 290cubic inch V8 maybe?
This one is a 259. They had a 289 also but it wasn't available for the Lark in '60. There was a smaller one earlier but I don't know the cubic inches off the top of my head.
@@attemptedauto 221
Contact your Local Studebaker Drivers Club! A wealth of information.
Well done! Darned sure it ran. The Stude V8s are virtually impossible to blow up. As much iron as a Cadillac and only 259 cubes. And no timing chain to worry about - they are all gear drive cams. You can get OD in first gear if you rev the heck out of the engine, and 2nd and 3rd of course. So, 6 possible gears. Impress your friends! Will need a valve adjustment sooner or later.
Yeah, it has a little valve noise but it does run smooth and idle quietly. Thanks for watching. The Studebaker will be back on the channel late summer.
Great !
I just found your videos ! Really enjoyed your getting it started ! May I ask what finally happened to that Lark ?
I still have it. Its waiting for its turn with my welder. It needs front floor pans. I still have a couple gremlins to deal with, like the charging system and a working heater (and a couple other small items). Im hoping to get it to a rally this fall or winter
What size that engine V8 in the Studebaker
It has a 259 in it.
You've discovered a lump of pure GOLD.
The term I have been hearing about Rock Auto is "WRONG AUTO" Sending a lot of people the wrong parts
I didn't do enough research and ordered the parts ahead of time. I'll still give them the benefit of the doubt because the correct parts were there, I was just unaware there were different systems in place and picked the wrong one.
I had a 60 Lark it had a really nice padded dash that matched the original seat covers. Your interior is not original.
I've had time now to do a bunch more research on these cars and have seen an original interior. I suspected it wasn't original from the start, but never know. Thank you for the info!