Yeah buddy congratulations you got it I choose an instrumental track this time to try to be a little bit more discreet.. if everything goes good super cool episode tomorrow and if not then I’ll be Friday.. I can’t see what it is yet because I haven’t shot it yet and I don’t wanna jinx What might be coming tomorrow
Because of the fact that the Studebaker engines were limited in size they had to revert to expensive ways to make power. The big Three found it was more economical to just make bigger engines, if they wanted more power! A super charged 289 was a lot more expensive than a Chevy 427. The 427 didn't need exotic parts to make the power they were looking for. A 427 chevy was the same weight as the 289.
@@mylanmiller9656 - I heard that the Packard V8 could have been expanded to upwards of 500 CI. But Studebaker-Packard dropped it after 1956. The engine was heavy but qualified as a BIG BLOCK.
@@scootergeorge7089 The Packard V8 engine had a 5 inch bore spacing, that is larger than even a big block 460 ford. The weight was not that bad if you look at the size potential. There was a lot of room for future improvements. even the design was more modern than the Studebaker v8. the Picard engine was a better bet than keeping the Study engine.
Outstanding technical presentation. And thank you for noting that Studebaker did not go out of business in 1966. A little known piece of trivia. WYR: 57 Hawk and the Avanti, two stunning automobiles. Thank you as always ~ Chuck
Hey Chuck thank you so much for digging this episode I’m really happy that it turned out nice because this is a second attempt at trying to do the Studebaker V8 episode and funny enough this wasn’t supposed to be the engine episode featured today it was supposed to be on the continental engine family but I hit a brick wall and I couldn’t find as much information as I wanna find. In other words it wasn’t a complete story there was a lot missing in the middle that can’t be found on the Internet so I have to go find a continental engine book.. but that’s neither here nor there a AACA has a huge library in Hershey when I go out there I might stop and see if they got a continental book and maybe take some pictures of some pages and try again then. Great choices =)
I can tell you with certainty a few Studebaker V8 facts. • R1 and R2 were 3_9/16" bore by 3_5/8" stroke. • R3 had A-series and B-series engines. The 304.5 were B-series and were 3_21/32" bore by 3_5/8" stroke. • The A-series started with R2 bore and added 60 thousandths overbore pistons. Same 3_5/8" stroke. That gave 299 CID. The A-series engines were all of the R3s to set records. •One A-series R3 (so 299 CID) was stock R2 bore plus 1/8" stroke so 3_3/4". Andy Granatelli spun this engine to 8,000 RPM in half-mile drags at Riverside against 426 max wedge MoPars, and beat them. How do I know? I drove Avanti 63R-1025 to high school in the middle 1990s, and that's the Avanti with the 3_3/4" stroke 299. My father bought it in 1969. He sold it in 2021. I come from a Studebaker family.
Awesome thank you so much for sharing that information I think the source rounded those numbers, but really appreciate you sharing the actual numbers thank you so much =)
Jay…a few things you left out. All of the R-3 to R-5 engines were hand built out in California (Ventura/Camarillo area) at Paxton Products, a division of Studebaker, under the supervision of Andy Granatelli. Yes, the same Andy Granatelli that eventually owned STP (another Studebaker company) and the builder of the Indy Turbine Car and competed with Carroll Shelby in developing that technology. Yes, Shelby brought a turbine car to Indy and attempted to qualify it; I believe that was out of the shop in Gardena, CA, just North of the 405, off the Harbor Fwy. For many years, Andy also owned Tune-Up Masters in the 70’s and 80’s. Sherwood Egbert was brought over from McCullough, the same company that made chain saws and superchargers, the company that supplied the blowers for the 1957 Golden Hawk. It was the 1956 Golden Hawk that had the Packard 352 V8, which was powerful, but very heavy and handled poorly in the Hawk. The 1957 produced about the same hp as the Packard motor, but was much lighter in the Hawk. Granatelli oversaw all of the racing development under Egbert, most notably the Bonneville program. I have heard the R-5 was rumored to be upwards of 600 hp…out of 304.5 cubic inches. That was no more a production engine than the 377 that Duntov put in the Corvette Gran Sport! As for Egbert, he wasn’t as much fired as he resigned. He had been diagnosed with cancer and Studebaker’s board of directors had made their wishes clear…shut down the car operations. They moved all production to Hamilton, ON…not to save the cars, but to avoid being sued by the dealers for not fulfilling their contractual obligations. Studebaker-Worthington Corporation was formed shortly after that, eventually being acquired by McGraw-Edison in 1979. Today, it’s part of Eaton Corporation. …and that’s the rest of the story.
Thank you so much for sharing all of that I really appreciate it I was missing some content where I talked about Eggbert being brought over from McCullough.. and it’s weird some sources peg him as a villain and other sources peg him as a hero he was a car enthusiast he wanted to see Studebaker succeed and I think he could’ve if things were a little different if he could’ve got more automotive journalist on his side for whatever reason they’ve always been in bed with GM.. But thank you so much for sharing all of that insight and information I really appreciate it =)
Jay, I don’t think anyone, given the passage of time, could view Egbert as a villain. Maybe it was his namesake, as the villainous alter ego in “Dilbert” that lead some to think that. 😂 He was an engineer who came from a very blue collar background. When he took over Studebaker, I believe he was 42 yrs old! He tried what no one thought could be done…with basically no resources. Bringing in Raymond Loewy to do the Avanti, in literally 6 weeks, and Brooks Stevens to freshen up both the Hawk and the Lark, was masterful. I don’t know if it was as much too little as it was too late. The Avanti had the same teething problems that beset the Corvette, just not the deep pockets of GM. And the Hawk was Studebaker’s previous halo car…but was in it’s 12th year of production by the time the plant was closed in December, 1963. Heck, the Lark was on its 8th model year by the time it was finished in 1966.
Thanks Mr Harvey but that's only the tip of the iceberg, not the rest of the story. By and large your analysis is on target. But for example ,NO one would claim that the R5 was a production engine. It was a veritable "Mule" set up to showcase the venerable Stude V8 pptential that was close to a 15 yo design by 1964. And what it proved at 600 HP and 198 MPH was that Detroit had many good throw away engines,but NOTHING that matched STUDEBAKER's quality. Envision ,for the sake of humorous examination, the history of the company . In 1862, or 10 years after Studebaker began producing wheeled transportsion, the company was producing hundreds to thousands of wagons etc,including such for the army of the north . Meanwhile a year LATER a man boy was born and taking nourishment from mother's mammary glands. His name ? Henry Ford. Much much more to the story before 1964-66, and an entire legacy of achievements for the 114 years previous. As to the R3'S 4s and one ,R5 being hand built by Granatelli?? That's natural for a hi-po engine series. But consider the R3 capable of 175 mph in 1963. Or compare to the Corvette in 1963-65 which was capable of 133-138 MPH,OR 40 MPH slower than the Avanti. Corvette finally was able to match and top such speeds... BUT almost 25 years later, and they were NOT factory jobs. Called calloway vettes and were tweaked OUT of factory for several years and versions-- Thats Exactly Granatelli-esque. Minor player Studebaker beat the pants off the big 3 in the 63-64 model years and THAT is the true " rest of the story". Replace the "bored of defectors " ten to twelve years earlier and maybe....yes a qualified maybe......
In the late 1970’s I worked at a auto parts and machine shop in Long Beach, California. It was called Standard Motor Parts and I worked in the machine shop. We had a regular customer who restored Studebakers that we built engines for and I remember the castings seemed better than rivals and the blocks were cleaned of casting flash before assembly. They were also painted inside with an epoxy like paint and I was told this was to aid in oil drain back. My job was boring and honing the blocks and engine assembly and the blocks were heavy compared to the displacement. The Avanti was one of my favorite cars as a kid and even now at 68 yo. 👍🏼
Very interesting. I had a '54 2-door which had a 289 V8 with a Borg-Warner 3-speed automatic. I got it about 1968 and I didn't really know its history. I loved the car. When the transmission went bad I couldn't afford to repair so I sold it.
That was a great story until the transmission went out, i’m sorry you had to sell it. Tell me about your experience with the car was the ride good, power good
@@What.its.like. My Uncle originally bought the car, and, when he died, I got it. Ride was good. It was a heavy car with no power steering, drum brakes, and it was old. It was in good condition, but it showed its age. Power was quite adequate. I drove it regularly. The real attraction was the wonderful styling. I think it was the best looking car built in the USA. As a poor college student in the late 1960's, early 70's, I didn't have $300 or $400 dollars to rebuild the trans.
Studebaker designed their V8 from the start with supercharging in mind. Thus they made it really really strong. But the other side of that coin is that it was a heavy engine, and in particular a heavy engine for it's maximum possible displacement. So when Ford and GM got their small block engines into production, they could match the Studebaker displacement and power with very much lighter engines. The downside of a heavy engine of course is heavy steering and nose heavy handling. Of course Studebaker did go on to use supercharging to stay competitive in power terms, but this added weight, expense and the need for 100 octane fuel. I've often wondered whether Studebaker misread the tealeaves and thought that octane ratings over 100 would become the norm. Don't get me wrong - I love Studebakers, but all I've driven have indeed felt nose heavy, making the driving experience nothing more than average.
I’ve heard that too that these tend to be nose heavy I’ve heard of people putting ballast in the back to stable out the ride I’ve also heard about the Hudson jet that it tends to be nose heavy I know that that’s not even on the same subject but there was a lot of cars that had that problem. Thank you so much for sharing all the information and insight I really appreciate it =)
Studebaker, like most automakers in the late 1940s and early 50s when this engine was designed, was almost certainly expecting the super-high octane fuel that had been available during the war for fighters, to be made available commercially. During the war, 130 and then eventually 150 octane fuel was produced for use in fighter planes (Allied planes that is; the Germans were stuck with no better than 87 octane, which is why their fighters had to have much larger-displacement engines). Postwar automakers anticipated higher than 100 octane fuel being made available for automotive use, and forced induction is natural to take advantage of that. But when that kind of super-high octane fuel never did appear in gas pumps, the big three had the money to develop larger displacement engines as an alternate route to greater horsepower. Not so much with Studebaker, though I have read that they finally did start working on a new 340 V8 engine at the very end, and had made a few prototype blocks.
@@Hibernicus1968 - In the Navy, I worked on the SP-2H Neptune with the turbo-compound R-3350 radial engine. The top octane fuel available then was the 115/145 115 octane, 145 performance number. The engines also used water/alcohol injection. By the mid 1970's 100/130 was top dog. 100 octane. The fuels were dyed purple and blue, respectfully for visual ID.
CAPP Stude ACTUALLY did not design with supercharging in mind. But rather with higher octane fuels, as science claimed would be forthcoming and soon. The Stude block and strong forged parts amongst many features olds and caddy did not have was deliberately designed for such future fuels. The engine was as planned capable of extreme comp ratios- as high as 14-15 to one. A testament to it's strength and durability over virtualy all big 3 engines proved itself In those 14 years. By1963 the R3 engine produced over400 HP and the R5 up to 600 HP from 5 litre 304. And by1990s era nearly 1000 HP in Lange's Avanti. No cad or olds engine of the 50s or 60s EVER capable of those figures. So who really had the primo design back then? Not big 3, Studebaker? yes.
Read the reports from the 60s era car mags. When properly set up chassis's were finally forthcoming from Studebaker circa 63-64 models they were proclaimed by auto test magazine drivers as the best handling American sedans period. Reference hot rod magazine tests of both the R3 super Lark and the R3 Avanti. Yes I reiterate the best. Not my appraisal but those magazine drivers. Factory went for a decade from 53 on not having a clue how to get the Stude V8 to produce real power or how to make their cars great handling items. Granatelli and Egbert only two individuals in post ww2 that had a speck of true vision. Management previous to them were just grey suits toting cigars .exception was church. Had some vision but "bored of defectors" nixed his ideas for post 1960.
I have a 59 silver hawk with a 259 clover leaf block so it is a truck engine with aluminum timing gears. It has ported 1955 high compression speedster heads and flat top pistons. I installed a supercharger setup from a golden hawk and backed it all up with a t10 4 speed. The little 259 just screams with the this setup! Its a fast car. High compression makes the car react quicker to the supercharger and man it pulls hard. Its hard to believe that Studebaker was able to pull this off in the 1950s. They were way ahead of the curve!
Wow that’s awesome thank you so much for sharing that I didn’t know the 259 silver Hawk came with the 259 I always thought that they came with the 289.. I really need to cover a silver hawk I would love to cover all of them power hawk Skyhawk but those were all just available and57 from my understanding thank you so much for sharing all that information =) Your car sounds awesome
Great choice my personal favorite Studebaker car from the 50s is the 57 or 58 Goldenhawk but if I ever had the chance of buying a silver hawk power hawk Skyhawk I would Those ones are pillar though whereas the golden hawk was a hard top
Another great presentation. I didn't have a lot of experience around these engines, but I read alot,and heard about those engines and almost all good. Thanks again for the nice work,learned a lot.
@@What.its.like. Yes I did, it's great work,I hope you do a piece on the International 266-392 V-8S,in my eyes a great gas truck engine that never used timing chain gears.
I’ll mark that down because this wasn’t the engine episode that was supposed to go up today I did an episode on the continental engine family but I had a brick wall with that episode and information is really hard to find and I just couldn’t find the information that I wanted to find a present to you guys so I had to switch course.. =)
As always, this video on the engines is absolutely great. Very entertaining and filled with great information. Keep up the good work. Along with other reasons, the info you provided makes me so sad that Studebaker went under. So many fine things were lost because the smaller companies did not have the money to survive.
It had the weight of a Cadillac or Chrysler V8, with the displacement of a Ford or Chevy. They had a reputation for burning oil. It was well engineered and sturdy, though. Thank you!
57 Hawk 64 Lark Daytona I've always liked Studebakers as I mentioned in comments before my grandfather owned a 28 and said it was the best vehicle he had ever owned in his entire lifetime. My uncle also owned a 57 hawk. It was bright red and it looked really fast even just sitting still. He would take me for a rides in it and as a 6-year-old kid at that time I was totally enthralled with that deep rumbling sound from the V8 which I'm pretty sure was probably the 289 with a four barrel. It was a very fast car and even though the speedometer went up to 160 mph, which was honestly wishful thinking. I remember my uncle saying that the hawk could easily easily do 120 and he actually had a picture of his speedometer to prove that. That was just such a beautiful automobile and fully cemented my love for Studebakers. Another great automobile maker that faded away. While I think the Studebaker Avanti was a very progressive automobile for its time, It was not going to save Studebaker in the end. In fact IMO considering that Studebaker thought the Avanti was going to cause a rebirth in popularity and success for the company shows that their management was unaware of what the market was for their cars. No wonder they decided to just stop making automobiles.
My father had a 1958 supercharged Hawk. On the vent window there was a little sticker on each side, the sticker read, "Do not open vent windows over 150 mph" He claimed they were factory, but I never found anything to prove that. I imagine whoever may have been concerned about the back glass popping out at that speed.
Robert 58 Studebaker Goldenhawk is so rare because the recession of 58 they didn’t sell that many.. which is a total shame. Because there is only two years of the hard top Goldenhawk they did the body shell for the Silverhawk until 61 it’s the same car essentially but Pillard. 289 v8 without the blower.. I’ve heard that as well somebody said something to the effect that the that windows would pop out I also heard that you can’t go faster than 120-ish it starts the lift up off the ground.. i’ve also heard that with the Chevy El Camino you can’t go above 110 in it for the same reason
Awesome choices there is a bullet nose in the pipeline. I’m not sure when it will get posted. The next episode is going to be 54 Kaiser Darin. I’m not sure when that’s going up. I think it might be tomorrow… or Monday
@What.its.like. thanks for making quality content! I'm so glad I found your channel, subbed. There are so many cool overlooked cars to cover. You got your work cut out for you, haha
That’s awesome I’m glad this video could bring back memories of that that is a car that I really wanna own one day I don’t care what hockey it is preferably I would rather have a 57 through 61 Silverhawk or 57 through58 Goldenhawk is truly where it’s at.. and those cars have stayed pretty consistent they haven’t really gone up or down in the market from what I’ve seen they haven’t gotten crazy expensive.. and a silver hawk there’s always one every year that comes up for about $5000 because somebody passes away and they have no idea what they have.. i’m hoping this year I’ll have the money cause I definitely would love to do a long-term review on that car
Great choices glad you dig this episode, The crazy thing is this wasn’t supposed to be the engine episode I did all of this today.. The engine episode was going to be on the continental engine family but I hit a brick wall and couldn’t find the information that I needed to find I didn’t have enough information that I wanted and I can’t understand why they totally abandoned the motors they made for cars trucks tractors boats everything but aerospace..
@@What.its.like. BAXY of India the parent company ???Continental engines are in Mahindra and International tractors and even some Daimler Chrysler among others?? Bought out not gone 👍😉✌️
I like the Golden Hawk!!! Studebaker made lots of Onan opposed twin cylinder gasoline engines for portable generators , welders and garden tractors... These all cast iron beauties wrre somewhat heavy, but extremely reliable and easy to work on and keep running... Many that were made in these earlier years, are STILL running properly...
Awesome insight and information I did not know that thank you so much for sharing that.. i’ll have to look for one of those I would want to cover more stuff outside cars one day like maybe do some tractors from steamboat maybe a steam engine just to keep things interesting anything with an engine would even consider doing a pierce arrow travel lodge those things are really cool =)
@@What.its.like. It's interesting how the Studebaker company started... I saw a documentary program about the history of that company... Back in the mid 1800's , a couple of young brothers named Clement and Henry Studebaker opened a blacksmithing shop in South Bend, Indiana. Soon they were repairing several broken wagon wheels... Then they started to make horse drawn wagons & selling them to the public... Their wagons were popular and soon their business and employee base grew. Then, the U.S. government had them making horse drawn waons for the military.... It then expanded into a factory...And the mold was created... The company kept expanding...
Another great educational episode. First choice the 55 Speedster in lemon-lime paint colors (even better the 58 Packard Hawk in all black with tan interior - they are very rare), second pick the 64 GT Hawk,
The Studebaker V8 had to be designed as a heavy duty/industrial engine as reflected in its great features like shaft mounted rockers, heavy castings, long skirt pistons, tall deck height and long rods to name a few. Whether planned or not, this lends them to being able to handle high boost levels for longer. Studebaker had a line of trucks up to at least 2 ton. Diesels weren't really popular until the 1970s when turbocharging became more common on them. Compared to "first generation" Diesels Gasoline engine trucks offered lighter weight (meaning more available payload) simplicity, lower cost, and MUCH better torque and horsepower for their cubic inches (except for Detroit Diesel which Studebaker also offered. I had a 3-71 from one) over these older Diesels were quiter, started well cold, and they had smaller physical size. They also had a much broader powerband, requiring fewer gears in the transmission. Diesels offered far less low-end torque and could only wind half as high. Gas engines can be made to last just as long. Economy was the big benefit to a Diesel, but gas was cheap. While you will find GM and Ford automotive gasoline V8s and sixes in their low-cost medium duty trucks, they weren't designed as such, and therefore, GM and Ford used as heavier duty but more costly optional gas engines in stages. #1 use of higher end stronger designed pass car engines, Ford used Lincoln, GMC used Pontiac, etc. #2 Heavily modified passenger car V8s with re-designed heavy duty heads and higher oil and water capacity and flow. #3 A totally separate HEAVY duty industrial/marine line of gas engines that bore absolutely no resemblance to any automotive engine even of the same cubic inches. Just as an example, GMC "big block" V6, V8, and yes, V12s from 305 to 702 ci, and Ford 401, 477, and 534 ci V8s. These engines were installed in semis as well. Ford even twin turboed some of these in marine applications. Ok, Mopar guys, I didn't forget you! They, like Studebaker, designed their automotive engines from the flathead days on up as heavy duty/ industrial as well, not having a separate line. The early hemis were some of the finest heavy duty/ industrial/marine (I have a 1958 Dodge semi tractor that still has its 354 hemi) engines available. The 361 was the longest production big block for Mopar, followed by the 413 because of the truck series. They were used in armored cars also and the 413 was even offered in Mack trucks.(early on, mopar did have some special heavy duty only flathead sixes up to 413ci) that's why having a heavy duty background led me to like Mopars for racing because no componets needed to be replaced for reliability, or strength, such as for the use of heavy valve springs and no oiling upgrades were really needed. They, also being used for factory high performance and racing engines had good cylinder head flow and rpm potential, especially the hemis. That's also why I like the Studebaker engines, they are made with engineering and materials QUALITY! I think, however, that in their cars they fell prey to the old adage "theres no replacement for displacement." Small ci centrifugal supercharged engines are great for some racing but are prone to some low end boost lag. They may make 400 hp. That's great, especially for long track speed records. BUT to the average joe or julie taking a test drive around town in traffic, looking for a simple inexpensive (not supercharged special order) yet snappy car, even a base model 361 is going to have a much better throttle response and low end torque where you really need it 90% of the time. Also, many manufacturers offered many multi carb setups for many years on high compression engines even in their more pedestrian and luxury cars like a 1961 413 long ram engine with "only" 375 hp that has 495 ftlb at 2800 rpm, opening 4 bbls at a time with 4 left. The hard part was NOT spinning the tires! This was true of the other manufacturers as well. Even at these performance levels, there was a whole lot left to be had with simple mods naturally aspirated. Also, Studebakers were too heavy, small ci and offered virtually no aftermarket parts. This prevented their being scrounged from junkyards from base models and then swapped into something else and hotrodded like a Ford flathead or Chevy smallblock. And, They certainly couldn't compete in the high-profile 1/4 mile NHRA top fuel drags. As to my experience, I am a drag racer, engine builder, machinist, and tractor puller, and I have owned over a hundred of the big gas engines, consisting of all makes up to the 702 v12s thanks!
I believe that Studebaker introduced the first American OHV V-8 in the low price field. Dodge didn't get a V-8 until 1953. Plymouth got one in 1955, along with Chevrolet. Ford stuck with its flathead V-8 until 1954. Other makers learned from Studebaker's V-8 and introduced their own OHV V-8 engines using improved casting techniques. The Studebaker V-8 engines are very heavy for their displacement. Studebaker used metal with a high nickel content for strength. This was done because automakers were anticipating improved gasoline that would allow compression ratios as high as 15:1. The cylinder head design offered somewhat limited valve sizes, which hurt power at high rpm. In spite of the engine's limitations, it was strong, durable and well made. They are good engines that produce great sounds from the golden age of American OHV V-8 power. I can't choose my favorite cars. I want all of them.
Studebaker was first of the low-cost cars to have a Overhead valve v8 engine. The cost of being first is, you can't look at the engines that come before you to improve on your mistakes. Studebaker copied Cadilac but if they could have copied Chevy, they could have had a much more modern engine. The reason the small block Chevy was so advanced is they looked at all the Engines that came before and improved their engine. Being first may sound good, but being last is a big advantage in the development department. The cost of being first were poor port design, over built engine causing heavy weight and dimensions that don't allow for Future expansion.
Would have been so cool if Studebaker would have survived and developed a big block. Imagine a 1970 Studebaker Road Hawk with a supercharged 418 big block.
It would have been cool if studebaker and packard could go on the Packard engine was awesome and was only used for two years and could have been that “big block” engine that engine could support 5 in bore centers biggest displacement it achieved 374 cid but could have gone to 500 cid maybe more
I’m not sure what the bore is supposed to be it was conflicting information from one source at 3.65 inches another source said 4 inches but it couldn’t be 3.65 inches because that’s what a regular 289 was.. So I was perplexed and that’s why there’s two different figures
Grew up in South Bend and knew people who worked line as well as upper management. Sad it ended. However, it was a losing proposition. I was told it was like a poker game, and the big three were the rich ones. Yes. Studebaker won a couple of hands, but they could never stay in the game forever. The 1967 government regulations coming were the final nail in the coffin so they got out. Still in business today under other names though. Amazing stories. I know an R3 Avanti owner and the car is great and quick. Thank you for the video!
Thank you so much for sharing those memories I’m still over here scratching my head why didn’t Studebaker go in with AMC in the very end.. I mean think about it they didn’t have anything to lose at that point. One day I would love to find an R3 anything.. Great choices=)
Some of the people I knew included the personal secretary to the president as well as management. From what I gathered, they were more interested in making the company as a WHOLE, not just Studebaker successful and as the rest of the Company grew, they saw the auto market as too volitile. Remember, the president at that time was not from the car industry in the late 50's and early 60's. Plus, they wanted to discharge all the debt. Their Paxton superchargers and STP products were all doing well and no volitility as well as defense contracts and home appliances. AMC simply was not where they wanted to go and with emmisions regulations coming in starting in 67', they wanted out. Also, the labor contract was not the best but also the build quality was going down which was more of the issue. They did, however, sacrafice the best dealer network in the Country at the time which included all of Mercedes. Being around these people and know what happened was an amazing childhood and young adulthood. Thanks again for the video.
I probably should clarify. Studebaker had a series of companies they it ran under different names. They owned them as fully owned holding companies and that is where they made their money. People think Studebaker was just a car company alone but it was not. It was a whole series of companies in all different industries and the head of Studebaker ran all of this when they close in the early 60's in South Bend. Thought I had better make that clear after reading my earlier post.
WYR: Golden Hawk & Avanti, tho the option of an R3 did give me pause. I love all the Hawks, esp. the last, but the Avanti was clearly the superior platform, a glorious swansong!
It would be a really hard choice because the Daytona would be probably the lightest of the three so it would be the fastest the crazier thing to consider is all of those cars use kingpins even the Avanti..
Lots of tasty choices on your menu, so I’ll take the Golden Hawk and an Avanti for desert. Studebaker took off menu orders on many of their models to keep the factory running. When sales are down, you say yes more often than no.
I’m a Studebaker/ I love all orphan cars to be frank I have this go against the grain mentality I don’t like main stream stuff like anything main stream it’s kind of my thing lol The R3 selections well actually all of it would be really hard to choose which car you would want.. but for me if I could have an R3 equipped 1957 Studebaker Golden hawk that would be the ultimate ticket with a four speed stick of course
@@What.its.like. 2 door tan color, in over drive got good mileage. Also had a 1951 truck, a 1954 Champion flathead 6, and a 1951 Commander. They were cheap in the 1960s for a high school kid. THE Lark was the best!
@@What.its.like. Tan 2 door had lots of power and good mileage. Also had a 1951 Commander, 1951 truck, and a 1954 2 door flathead 6 Champion. Lark was the best!
1: 1951 Studebaker Commander, AKA Bullet Nose. 2: Yes. Tune: The Monkees I'm A Believer. I don't think I'm even close. Complete stab in the dark. Who wouldn't want to drive my WYR Scenario One pick at least once?
Great guess it was not that song or band bullet nose Studebaker is a cool car that I’ve been trying to review for this whole year they had one at Classic auto Mall but it was buried still looking =)
To be a bit pedantic, there was a sixth displacement at 299 CID, although not a production sized engine. The early R3 (that set all the touted records) was a 299, not 304.5. This allowed them to run in the Class C "Production" class because 299 is a 0.060 overbore and 0.060 over pistons were a standard Studebaker replacement part. Otherwise, they would have had to run in the prototype class. Later, the R3 would, of course, be 304.5 AND now in production cars so it could then run in the C production class since it was still under 5 liters. Studebaker referred to the 299 and 304.5 R3 engines as "A" engines and "B" engines respectively.
Never realized that the 224 V-8 was designed to replace the six-cylinder engine, assuming they could have made the dimensions small enough to make it 200 CID...that would have been a feather in Studebaker's cap
Just like AMC they kept the flathead six around though until they made an overhead valve version and then kept that around AMC made the 196 overhead valve to replace the flying Scott engine even though it was the flying Scotsman engine with overhead valve fitted to it both lasted until 1965 which is absolutely crazy AMC had a flathead engine on offer in 1965.. The same here Ford had the mustang fastback Shelby GT 500
No question about it Jay having been fortunate enough to actually drive a family member’s golden hawk I’d absolutely love one and then a avanti because from every thing I’ve heard they were top speed monsters with handling to go with them if this car had come out sooner it definitely would have stolen corvettes thunder
57 or 58 Goldenhawk is definitely a car that I definitely wanna feature on the channel but it’s also a car that I really want to drive because that is a car that I want to own one day, I would totally be up to reviewing any of the Hawks power hawks Skyhawk Silverhawk.. in 1957 there was for the golden hawk was at the top
1964 Studebaker Lark in South Africa was a Packard enjin if I remember right it had a 7litre V8 enjin.And the Daytona had a 5 litre V8 both very good and powerful cars
Actually, the Studebaker V8 was produced for 13 calendar years, 1951 through 1963. In December of 1963 production was halted at South Bend, Indiana and shifted to Canada. Having no engine casting facilities at the Hamilton factory, the Chevrolet 230 SIX and 283 V8 were used till 1966 when car production ended. The R-3 Lark would be a sleeper, particularly as a 2 door sedan. Lighter and faster than a convertible too. A 1953 coupe or hardtop with an R series motor swap would be sweet too.
Studebaker afficionado here. Excellent video, most informative. I have a 1955 President with a 289 engine from a 1963 Hawk. It is an excellent engine. If you say you have a 289 people immediately think Ford but the Studebaker 289 predated the Ford. In fact I read somewhere that Ford approached Studebaker about purchasing their 289s as it filled a niche in engine sizes. Nothing came of it, for among other reasons, Studebaker simply did not have the capacity to produce the number of engines required. As to your question of preference, it would be the Golden Hawk, arguably America's first muscle car. After all, I already have a 1950 bulletnose and my 1955 President State was trimmed to duplicate a Speedster by a previous owner.
Awesome thank you so much for all the positive vibes I really appreciate it I’m glad you dig this episode Thank you so much for all of the added information as well as insight
If you set a Studebaker V-8 next to the early 50's Caddy engines you'll sware it's a nearly perfect copy by Studebaker. The Caddy engines preceeding the Studebaker by a couple years if memory serves me.
I’ve got to go with the Golden Hawk on the first one , beautiful looking, and not sticking out it’s tongue. And I’ll go with the Daytona……. Or the Hawk. 📻🙂 [ another great video].
The golden hawk is always been one of my favorite cars it’s a car that I want to drive or sit behind the driver so I’ve been putting that one off.. got to cover a 56 last year I was hoping the cover of 58 last year we were supposed to get one at the dealership but my boss couldn’t pull the trigger on it.. Glad you dig this episode I really love engine episode Wednesdays we’re gonna try to bring back discussion episode Fridays and try to do some more comparisons as well I just haven’t found anything that I could compare
The worst part of a studebaker engine is the Siamese center exhaust ports. It limits flow. I know a guy with a 232 that’s setup like an r3 avanti’s engine but still 232 ci. It makes 350 hp at 7lbs boost
WYR1: '55 President Speedster in gray, coral, and white, with first-year available factory air. WYR2: None of the above, I'd rather have a '63 Avanti, a '63 Lark Daytona Wagonaire, or a '64 Gran Turismo Hawk, any of the three with the R1 engine and three-speed transmission with overdrive (dealer option on the Avanti) and the Lark or the Hawk trimmed out with the full Super Lark or Super Hawk kit (as appropriate).
Great choices write ins are always welcomed I love seeing the difference of opinions in cars I think it’s awesome. We might add something to that like if you had a car like that would you trade it for any of these three are would you keep it because I think it’s very interesting to hear what people had to what they traded for I worked at the Classic Car dealership last summer and it was really interesting to see what people had and traded for like I saw a guy trade a 2016 dodge challenger coordination so I didn’t have any it was like base model but it was like brand new it only had like 3000 miles on it he traded it for a 1962 Plymouth Savoy 413 I don’t remember how much he had to pay as well I think he traded the car in and had to pay 25,000 or something like that I don’t remember
Carnut & the Complete V8 Handbook both list the bore on the 304.5 engine to be 3.6563". This would be a 3/32" (93.75 thou) overbore on the 289. Very tough choice of cars this time - all look so good, even the Avanti !
Thank you so much for those specs.. I was afraid of doing this episode because of that engine this isn’t the first time the Studebaker V8 was going to be made I was going to do it earlier but I really wanted to do an episode on the continental engine family like an overview it’s absolutely absurd that they don’t support their engines from the early days they’re aerospace engines they still do the company split and they sold that engine company off.. The one that controlled all of the incidents aside from the Aerospace engines the aerospace engines as a company all into itself.. but that would be a lucrative business for somebody that had money to make parts to support all of those cars like most every car from the 30s has a continental power plant of some sort..
10:06 That's something of a bastard there: the car appears to be a '51 Commander with top-liene "STATE" trim (note the trim on top of the front fenders) but the center bullet section of the grille is a '50 Champion piece ('51s had a double chrome ring with a plastic bullet in the center. I would like any of the three, but If pushed to choose, it would be the President Speedster,
It would be hard to choose that’s for sure they’re all great choices It’s funny my uncle was a Studebaker aficionado he had three Studebaker‘s his favorite Studebaker was the bullet nose he took that to Wedding’s when I was a kid it was just an old car you didn’t really think much about it it was cool yes definitely weird I love that car now. I don’t know if it’s because it’s link to childhood a connection with my great uncle who isn’t here anymore or if it’s just a really cool car but I definitely want to cover one I’ve been looking for one they are getting hard to find evidently they get really good gas mileage I’ve read 32 miles to the gallon with overdrive and they’re saying they can’t get 32 miles to the gallon now that had a carburetor.
The way I understand it. The R-3 engines were special selected heavy duty truck blocks. They are marked with a clover leave in the vin code. I believe Studebaker sent these blocks to Andy Granitelli he bored them out .093, and added the Paxton supercharger. To make it a 304 cubic inch.
@@keithcasner6842 From what I understand, they were all high nickel blocks. They sorted truck blocks by core shift, or best castings. I know Studebaker cranks, and Rods, were all forged steel, even the six cylinders.
1) '55 Speedster 2) Tough call... I like the ragtop, but you can't beat the look of an Avanti. It's a shame that there aren't really anymore independent companies, everything is owned by someone else.
I was just thinking that the other day there are a couple tho Tesla is independent.. but yeah that’s the only one I can think of off the top of my head is absolutely crazy all the companies Volkswagen and fiat own I guess that shows that it’s more cost-effective to build a cheap car than a expensive car
Hi Jay!: I just can't get enough engine episodes! Studebaker, one of the most overlooked American auto makes! They built some REALLY NICE cars! I think, though, by the 1950's and 60's the name was considered quite stodgy. Kind of like the Edsel. then name was just. . . blah. Those performance Super Hawks, Super Larks, and the Avanti had all that GREAT horsepower! Really they were muscle cars, before the GTO got established, and they didn't need a 389! WYR#1 1957 Golden Hawk! What a great looking car! WYR#2 Daytona! ALWAYS liked that design! A lot more modern looking than the 1960-1963 Larks. Nothing wrong with those, but the 1964 just hits it for me.
Awesome choices I really dig engine episode Wednesdays I wanna bring back discussion episode Fridays eventually and get into doing more comparisons for sure but the engine episodes are definitely a staple that is going to stay and maybe we can evolve it into transmissions and other accessories such as what is the difference between a wet clutch in a dry clutch
Good review but you seem to skip the trucks. Studebaker used a 224 in trucks in 1954. Never made since to me but it works well in my 3R28. The 2r and 3R truck comments were nice, 2R ran from 1949 to 1953 and 3R for 9-months of 1954 model year. Silly they did not offer a V8 in 1/2 and 3/4 ton trucks until 1955. What a missed opportunity. I would take the 51 Starlight coupe for the first choice and a GT Hark with R3 for the second. Love my R1 Lark but it would be better with a R2 or even better with a R3.
Scandal - the Warrior, Nice Video Thanks !
Yeah buddy congratulations you got it I choose an instrumental track this time to try to be a little bit more discreet.. if everything goes good super cool episode tomorrow and if not then I’ll be Friday.. I can’t see what it is yet because I haven’t shot it yet and I don’t wanna jinx What might be coming tomorrow
Well done 👍👏👏👏👏👏✌️
Always love a good studebaker they were way ahead of their time they were running titanium valves back then for all that boosted heat lol
Because of the fact that the Studebaker engines were limited in size they had to revert to expensive ways to make power. The big Three found it was more economical to just make bigger engines, if they wanted more power! A super charged 289 was a lot more expensive than a Chevy 427. The 427 didn't need exotic parts to make the power they were looking for. A 427 chevy was the same weight as the 289.
@@mylanmiller9656 - I heard that the Packard V8 could have been expanded to upwards of 500 CI. But Studebaker-Packard dropped it after 1956. The engine was heavy but qualified as a BIG BLOCK.
@@scootergeorge7089 The Packard V8 engine had a 5 inch bore spacing, that is larger than even a big block 460 ford. The weight was not that bad if you look at the size potential. There was a lot of room for future improvements. even the design was more modern than the Studebaker v8. the Picard engine was a better bet than keeping the Study engine.
Outstanding technical presentation. And thank you for noting that Studebaker did not go out of business in 1966. A little known piece of trivia. WYR: 57 Hawk and the Avanti, two stunning automobiles. Thank you as always ~ Chuck
Hey Chuck thank you so much for digging this episode I’m really happy that it turned out nice because this is a second attempt at trying to do the Studebaker V8 episode and funny enough this wasn’t supposed to be the engine episode featured today it was supposed to be on the continental engine family but I hit a brick wall and I couldn’t find as much information as I wanna find. In other words it wasn’t a complete story there was a lot missing in the middle that can’t be found on the Internet so I have to go find a continental engine book.. but that’s neither here nor there a AACA has a huge library in Hershey when I go out there I might stop and see if they got a continental book and maybe take some pictures of some pages and try again then.
Great choices =)
I can tell you with certainty a few Studebaker V8 facts.
• R1 and R2 were 3_9/16" bore by 3_5/8" stroke.
• R3 had A-series and B-series engines. The 304.5 were B-series and were 3_21/32" bore by 3_5/8" stroke.
• The A-series started with R2 bore and added 60 thousandths overbore pistons. Same 3_5/8" stroke. That gave 299 CID. The A-series engines were all of the R3s to set records.
•One A-series R3 (so 299 CID) was stock R2 bore plus 1/8" stroke so 3_3/4". Andy Granatelli spun this engine to 8,000 RPM in half-mile drags at Riverside against 426 max wedge MoPars, and beat them.
How do I know? I drove Avanti 63R-1025 to high school in the middle 1990s, and that's the Avanti with the 3_3/4" stroke 299. My father bought it in 1969. He sold it in 2021.
I come from a Studebaker family.
Awesome thank you so much for sharing that information I think the source rounded those numbers, but really appreciate you sharing the actual numbers thank you so much =)
Jay…a few things you left out.
All of the R-3 to R-5 engines were hand built out in California (Ventura/Camarillo area) at Paxton Products, a division of Studebaker, under the supervision of Andy Granatelli. Yes, the same Andy Granatelli that eventually owned STP (another Studebaker company) and the builder of the Indy Turbine Car and competed with Carroll Shelby in developing that technology. Yes, Shelby brought a turbine car to Indy and attempted to qualify it; I believe that was out of the shop in Gardena, CA, just North of the 405, off the Harbor Fwy. For many years, Andy also owned Tune-Up Masters in the 70’s and 80’s. Sherwood Egbert was brought over from McCullough, the same company that made chain saws and superchargers, the company that supplied the blowers for the 1957 Golden Hawk. It was the 1956 Golden Hawk that had the Packard 352 V8, which was powerful, but very heavy and handled poorly in the Hawk. The 1957 produced about the same hp as the Packard motor, but was much lighter in the Hawk.
Granatelli oversaw all of the racing development under Egbert, most notably the Bonneville program. I have heard the R-5 was rumored to be upwards of 600 hp…out of 304.5 cubic inches. That was no more a production engine than the 377 that Duntov put in the Corvette Gran Sport!
As for Egbert, he wasn’t as much fired as he resigned. He had been diagnosed with cancer and Studebaker’s board of directors had made their wishes clear…shut down the car operations. They moved all production to Hamilton, ON…not to save the cars, but to avoid being sued by the dealers for not fulfilling their contractual obligations. Studebaker-Worthington Corporation was formed shortly after that, eventually being acquired by McGraw-Edison in 1979. Today, it’s part of Eaton Corporation.
…and that’s the rest of the story.
Thank you so much for sharing all of that I really appreciate it I was missing some content where I talked about Eggbert being brought over from McCullough.. and it’s weird some sources peg him as a villain and other sources peg him as a hero he was a car enthusiast he wanted to see Studebaker succeed and I think he could’ve if things were a little different if he could’ve got more automotive journalist on his side for whatever reason they’ve always been in bed with GM..
But thank you so much for sharing all of that insight and information I really appreciate it =)
Jay, I don’t think anyone, given the passage of time, could view Egbert as a villain. Maybe it was his namesake, as the villainous alter ego in “Dilbert” that lead some to think that. 😂
He was an engineer who came from a very blue collar background. When he took over Studebaker, I believe he was 42 yrs old! He tried what no one thought could be done…with basically no resources. Bringing in Raymond Loewy to do the Avanti, in literally 6 weeks, and Brooks Stevens to freshen up both the Hawk and the Lark, was masterful. I don’t know if it was as much too little as it was too late. The Avanti had the same teething problems that beset the Corvette, just not the deep pockets of GM. And the Hawk was Studebaker’s previous halo car…but was in it’s 12th year of production by the time the plant was closed in December, 1963. Heck, the Lark was on its 8th model year by the time it was finished in 1966.
It is my understanding that after the South Bend facility was shut down, all Canadian produced cars used Chevrolet engines. True?
@@scootergeorge7089Yes, when production ceased in South Bend, all cars in Hamilton, OH used Chevrolet engines.
Thanks Mr Harvey but that's only the tip of the iceberg, not the rest of the story. By and large your analysis is on target.
But for example ,NO one would claim that the R5 was a production engine. It was a veritable
"Mule" set up to showcase the venerable Stude V8 pptential that was close to a 15 yo design by 1964. And what it proved at 600 HP and 198 MPH was that Detroit had many good throw away engines,but NOTHING that matched STUDEBAKER's quality.
Envision ,for the sake of humorous examination, the history of the company . In 1862, or 10 years after Studebaker began producing wheeled transportsion, the company was producing hundreds to thousands of wagons etc,including such for the army of the north .
Meanwhile a year LATER a man boy was born and taking nourishment from mother's mammary glands. His name ?
Henry Ford.
Much much more to the story before 1964-66, and an entire legacy of achievements for the
114 years previous.
As to the R3'S 4s and one ,R5 being hand built by Granatelli??
That's natural for a hi-po engine series.
But consider the R3 capable of 175 mph in 1963. Or compare to the Corvette in 1963-65 which was capable of 133-138 MPH,OR 40 MPH slower than the Avanti.
Corvette finally was able to match and top such speeds...
BUT almost 25 years later, and they were NOT factory jobs.
Called calloway vettes and were tweaked OUT of factory for several years and versions--
Thats Exactly Granatelli-esque.
Minor player Studebaker beat the pants off the big 3 in the 63-64 model years and THAT is the true " rest of the story".
Replace the "bored of defectors " ten to twelve years earlier and maybe....yes a qualified maybe......
In the late 1970’s I worked at a auto parts and machine shop in Long Beach, California. It was called Standard Motor Parts and I worked in the machine shop. We had a regular customer who restored Studebakers that we built engines for and I remember the castings seemed better than rivals and the blocks were cleaned of casting flash before assembly. They were also painted inside with an epoxy like paint and I was told this was to aid in oil drain back. My job was boring and honing the blocks and engine assembly and the blocks were heavy compared to the displacement. The Avanti was one of my favorite cars as a kid and even now at 68 yo. 👍🏼
Awesome memories thank you so much for sharing those stories =)
One of the best engines ever made. The 289 is a power house and can make well over 400 hp.
Very interesting. I had a '54 2-door which had a 289 V8 with a Borg-Warner 3-speed automatic. I got it about 1968 and I didn't really know its history. I loved the car. When the transmission went bad I couldn't afford to repair so I sold it.
That was a great story until the transmission went out, i’m sorry you had to sell it.
Tell me about your experience with the car was the ride good, power good
@@What.its.like. My Uncle originally bought the car, and, when he died, I got it. Ride was good. It was a heavy car with no power steering, drum brakes, and it was old. It was in good condition, but it showed its age. Power was quite adequate. I drove it regularly. The real attraction was the wonderful styling. I think it was the best looking car built in the USA. As a poor college student in the late 1960's, early 70's, I didn't have $300 or $400 dollars to rebuild the trans.
Sounds like you were humming a Box of Frogs song at the end of video...back to where I started .
55 Speedster! I've always loved the body lines of the 50's coupes.
Awesome choice those look so sweet =)
Studebaker designed their V8 from the start with supercharging in mind. Thus they made it really really strong. But the other side of that coin is that it was a heavy engine, and in particular a heavy engine for it's maximum possible displacement. So when Ford and GM got their small block engines into production, they could match the Studebaker displacement and power with very much lighter engines. The downside of a heavy engine of course is heavy steering and nose heavy handling. Of course Studebaker did go on to use supercharging to stay competitive in power terms, but this added weight, expense and the need for 100 octane fuel. I've often wondered whether Studebaker misread the tealeaves and thought that octane ratings over 100 would become the norm. Don't get me wrong - I love Studebakers, but all I've driven have indeed felt nose heavy, making the driving experience nothing more than average.
I’ve heard that too that these tend to be nose heavy I’ve heard of people putting ballast in the back to stable out the ride I’ve also heard about the Hudson jet that it tends to be nose heavy I know that that’s not even on the same subject but there was a lot of cars that had that problem.
Thank you so much for sharing all the information and insight I really appreciate it =)
Studebaker, like most automakers in the late 1940s and early 50s when this engine was designed, was almost certainly expecting the super-high octane fuel that had been available during the war for fighters, to be made available commercially. During the war, 130 and then eventually 150 octane fuel was produced for use in fighter planes (Allied planes that is; the Germans were stuck with no better than 87 octane, which is why their fighters had to have much larger-displacement engines). Postwar automakers anticipated higher than 100 octane fuel being made available for automotive use, and forced induction is natural to take advantage of that. But when that kind of super-high octane fuel never did appear in gas pumps, the big three had the money to develop larger displacement engines as an alternate route to greater horsepower. Not so much with Studebaker, though I have read that they finally did start working on a new 340 V8 engine at the very end, and had made a few prototype blocks.
@@Hibernicus1968 - In the Navy, I worked on the SP-2H Neptune with the turbo-compound R-3350 radial engine. The top octane fuel available then was the 115/145 115 octane, 145 performance number. The engines also used water/alcohol injection. By the mid 1970's 100/130 was top dog. 100 octane. The fuels were dyed purple and blue, respectfully for visual ID.
CAPP Stude ACTUALLY did not design with supercharging in mind. But rather with higher octane fuels, as science claimed would be forthcoming and soon.
The Stude block and strong forged parts amongst many features olds and caddy did not have was deliberately designed for such future fuels.
The engine was as planned capable of extreme comp ratios- as high as 14-15 to one. A testament to it's strength and durability over virtualy all big 3 engines proved itself In those 14 years. By1963 the R3 engine produced over400 HP and the R5 up to 600 HP from 5 litre 304. And by1990s era nearly 1000 HP in Lange's Avanti.
No cad or olds engine of the 50s or 60s EVER capable of those figures. So who really had the primo design back then? Not big 3, Studebaker? yes.
Read the reports from the 60s era car mags. When properly set up chassis's were finally forthcoming from Studebaker circa 63-64 models they were proclaimed by auto test magazine drivers as the best handling American sedans period. Reference hot rod magazine tests of both the R3 super Lark and the R3 Avanti.
Yes I reiterate the best. Not my appraisal but those magazine drivers. Factory went for a decade from 53 on not having a clue how to get the Stude V8 to produce real power or how to make their cars great handling items.
Granatelli and Egbert only two individuals in post ww2 that had a speck of true vision. Management previous to them were just grey suits toting cigars .exception was church. Had some vision but "bored of defectors" nixed his ideas for post 1960.
I have a 59 silver hawk with a 259 clover leaf block so it is a truck engine with aluminum timing gears. It has ported 1955 high compression speedster heads and flat top pistons. I installed a supercharger setup from a golden hawk and backed it all up with a t10 4 speed. The little 259 just screams with the this setup! Its a fast car. High compression makes the car react quicker to the supercharger and man it pulls hard. Its hard to believe that Studebaker was able to pull this off in the 1950s. They were way ahead of the curve!
Wow that’s awesome thank you so much for sharing that I didn’t know the 259 silver Hawk came with the 259 I always thought that they came with the 289.. I really need to cover a silver hawk I would love to cover all of them power hawk Skyhawk but those were all just available and57 from my understanding thank you so much for sharing all that information =)
Your car sounds awesome
@@What.its.like. Actually, the 289 was not available in the 59 Silver Hawk. It was again offered in 1960.
A fine overview - An R2 V8 is hard to find, but the R3 is the holy grail of collectors
Totally agree the r3 is like a ghost now
The Commander. The nose on that thing is so distinctive! And the '63 Hawk GT in the second round.
Great choice my personal favorite Studebaker car from the 50s is the 57 or 58 Goldenhawk but if I ever had the chance of buying a silver hawk power hawk Skyhawk I would Those ones are pillar though whereas the golden hawk was a hard top
Another great presentation. I didn't have a lot of experience around these engines, but I read alot,and heard about those engines and almost all good. Thanks again for the nice work,learned a lot.
Glad you dig this episode =)
@@What.its.like. Yes I did, it's great work,I hope you do a piece on the International 266-392 V-8S,in my eyes a great gas truck engine that never used timing chain gears.
I’ll mark that down because this wasn’t the engine episode that was supposed to go up today I did an episode on the continental engine family but I had a brick wall with that episode and information is really hard to find and I just couldn’t find the information that I wanted to find a present to you guys so I had to switch course.. =)
As always, this video on the engines is absolutely great. Very entertaining and filled with great information. Keep up the good work. Along with other reasons, the info you provided makes me so sad that Studebaker went under. So many fine things were lost because the smaller companies did not have the money to survive.
Awesome glad you dig this episode thank you so much for all the positive vibes =)
It had the weight of a Cadillac or Chrysler V8, with the displacement of a Ford or Chevy. They had a reputation for burning oil.
It was well engineered and sturdy, though. Thank you!
The Hawk and the Hawk, well maybe Avanti had two Hawks and several Larks and man I miss them. 👍
57 Hawk
64 Lark Daytona
I've always liked Studebakers as I mentioned in comments before my grandfather owned a 28 and said it was the best vehicle he had ever owned in his entire lifetime.
My uncle also owned a 57 hawk. It was bright red and it looked really fast even just sitting still.
He would take me for a rides in it and as a 6-year-old kid at that time I was totally enthralled with that deep rumbling sound from the V8 which I'm pretty sure was probably the 289 with a four barrel. It was a very fast car and even though the speedometer went up to 160 mph, which was honestly wishful thinking. I remember my uncle saying that the hawk could easily easily do 120 and he actually had a picture of his speedometer to prove that.
That was just such a beautiful automobile and fully cemented my love for Studebakers. Another great automobile maker that faded away. While I think the Studebaker Avanti was a very progressive automobile for its time, It was not going to save Studebaker in the end.
In fact IMO considering that Studebaker thought the Avanti was going to cause a rebirth in popularity and success for the company shows that their management was unaware of what the market was for their cars. No wonder they decided to just stop making automobiles.
Sorry it took so long to respond wanted to read all of this golden hawk is a super sweet car =)
Thank you so much for sharing all that information
My father had a 1958 supercharged Hawk. On the vent window there was a little sticker on each side, the sticker read, "Do not open vent windows over 150 mph" He claimed they were factory, but I never found anything to prove that. I imagine whoever may have been concerned about the back glass popping out at that speed.
@@robertwatkins364 Man it sure would be nice to have that car now wouldn't it? Love that note about the vent windows.
Robert 58 Studebaker Goldenhawk is so rare because the recession of 58 they didn’t sell that many.. which is a total shame. Because there is only two years of the hard top Goldenhawk they did the body shell for the Silverhawk until 61 it’s the same car essentially but Pillard. 289 v8 without the blower..
I’ve heard that as well somebody said something to the effect that the that windows would pop out I also heard that you can’t go faster than 120-ish it starts the lift up off the ground.. i’ve also heard that with the Chevy El Camino you can’t go above 110 in it for the same reason
@@What.its.like. now that I think about it, that car was a hardtop, I'm sure of it.
1957 Golden Hawk with the manual T85 transmission!
That would be a great combination
1951 Studebaker Commander is my dream car. The bullet nose is the coolest thing ever designed onto a car.
The Daytona with the R3 for the last three
Awesome choices there is a bullet nose in the pipeline. I’m not sure when it will get posted. The next episode is going to be 54 Kaiser Darin. I’m not sure when that’s going up. I think it might be tomorrow… or Monday
@What.its.like. thanks for making quality content! I'm so glad I found your channel, subbed. There are so many cool overlooked cars to cover. You got your work cut out for you, haha
You bet thank you so much for digging this channel =)
The goal is to cover at least one car from every American automotive brand
This brought back memories of my uncle's 1957 Silverhawk. Two-tone, white and salmon. That car had, 'the look'.
That’s awesome I’m glad this video could bring back memories of that that is a car that I really wanna own one day I don’t care what hockey it is preferably I would rather have a 57 through 61 Silverhawk or 57 through58 Goldenhawk is truly where it’s at.. and those cars have stayed pretty consistent they haven’t really gone up or down in the market from what I’ve seen they haven’t gotten crazy expensive.. and a silver hawk there’s always one every year that comes up for about $5000 because somebody passes away and they have no idea what they have.. i’m hoping this year I’ll have the money cause I definitely would love to do a long-term review on that car
Hard choice 🤔. 1955 Speedster and a 1963 Hawk GT 👏👏
Great Episode ☺️👋👋
Great choices glad you dig this episode, The crazy thing is this wasn’t supposed to be the engine episode I did all of this today.. The engine episode was going to be on the continental engine family but I hit a brick wall and couldn’t find the information that I needed to find I didn’t have enough information that I wanted and I can’t understand why they totally abandoned the motors they made for cars trucks tractors boats everything but aerospace..
I agree
@@What.its.like. BAXY of India the parent company ???Continental engines are in Mahindra and International tractors and even some Daimler Chrysler among others?? Bought out not gone 👍😉✌️
1955 Speedster. All of that chrome and leather. And the 1958 Packard Hawk. It was the uber Studebaker.
I like the Golden Hawk!!! Studebaker made lots of Onan opposed twin cylinder gasoline engines for portable generators , welders and garden tractors... These all cast iron beauties wrre somewhat heavy, but extremely reliable and easy to work on and keep running... Many that were made in these earlier years, are STILL running properly...
Awesome insight and information I did not know that thank you so much for sharing that.. i’ll have to look for one of those I would want to cover more stuff outside cars one day like maybe do some tractors from steamboat maybe a steam engine just to keep things interesting anything with an engine would even consider doing a pierce arrow travel lodge those things are really cool =)
@@What.its.like. It's interesting how the Studebaker company started... I saw a documentary program about the history of that company... Back in the mid 1800's , a couple of young brothers named Clement and Henry Studebaker opened a blacksmithing shop in South Bend, Indiana. Soon they were repairing several broken wagon wheels... Then they started to make horse drawn wagons & selling them to the public... Their wagons were popular and soon their business and employee base grew. Then, the U.S. government had them making horse drawn waons for the military.... It then expanded into a factory...And the mold was created... The company kept expanding...
Another great educational episode. First choice the 55 Speedster in lemon-lime paint colors (even better the 58 Packard Hawk in all black with tan interior - they are very rare), second pick the 64 GT Hawk,
Glad you dig this episode great choices
The Studebaker V8 had to be designed as a heavy duty/industrial engine as reflected in its great features like shaft mounted rockers, heavy castings, long skirt pistons, tall deck height and long rods to name a few. Whether planned or not, this lends them to being able to handle high boost levels for longer. Studebaker had a line of trucks up to at least 2 ton. Diesels weren't really popular until the 1970s when turbocharging became more common on them. Compared to "first generation" Diesels Gasoline engine trucks offered lighter weight (meaning more available payload) simplicity, lower cost, and MUCH better torque and horsepower for their cubic inches (except for Detroit Diesel which Studebaker also offered. I had a 3-71 from one) over these older Diesels were quiter, started well cold, and they had smaller physical size. They also had a much broader powerband, requiring fewer gears in the transmission. Diesels offered far less low-end torque and could only wind half as high. Gas engines can be made to last just as long. Economy was the big benefit to a Diesel, but gas was cheap. While you will find GM and Ford automotive gasoline V8s and sixes in their low-cost medium duty trucks, they weren't designed as such, and therefore, GM and Ford used as heavier duty but more costly optional gas engines in stages. #1 use of higher end stronger designed pass car engines, Ford used Lincoln, GMC used Pontiac, etc. #2 Heavily modified passenger car V8s with re-designed heavy duty heads and higher oil and water capacity and flow. #3 A totally separate HEAVY duty industrial/marine line of gas engines that bore absolutely no resemblance to any automotive engine even of the same cubic inches. Just as an example, GMC "big block" V6, V8, and yes, V12s from 305 to 702 ci, and Ford 401, 477, and 534 ci V8s. These engines were installed in semis as well. Ford even twin turboed some of these in marine applications. Ok, Mopar guys, I didn't forget you! They, like Studebaker, designed their automotive engines from the flathead days on up as heavy duty/ industrial as well, not having a separate line. The early hemis were some of the finest heavy duty/ industrial/marine (I have a 1958 Dodge semi tractor that still has its 354 hemi) engines available. The 361 was the longest production big block for Mopar, followed by the 413 because of the truck series. They were used in armored cars also and the 413 was even offered in Mack trucks.(early on, mopar did have some special heavy duty only flathead sixes up to 413ci) that's why having a heavy duty background led me to like Mopars for racing because no componets needed to be replaced for reliability, or strength, such as for the use of heavy valve springs and no oiling upgrades were really needed. They, also being used for factory high performance and racing engines had good cylinder head flow and rpm potential, especially the hemis. That's also why I like the Studebaker engines, they are made with engineering and materials QUALITY! I think, however, that in their cars they fell prey to the old adage "theres no replacement for displacement." Small ci centrifugal supercharged engines are great for some racing but are prone to some low end boost lag. They may make 400 hp. That's great, especially for long track speed records. BUT to the average joe or julie taking a test drive around town in traffic, looking for a simple inexpensive (not supercharged special order) yet snappy car, even a base model 361 is going to have a much better throttle response and low end torque where you really need it 90% of the time. Also, many manufacturers offered many multi carb setups for many years on high compression engines even in their more pedestrian and luxury cars like a 1961 413 long ram engine with "only" 375 hp that has 495 ftlb at 2800 rpm, opening 4 bbls at a time with 4 left. The hard part was NOT spinning the tires! This was true of the other manufacturers as well. Even at these performance levels, there was a whole lot left to be had with simple mods naturally aspirated. Also, Studebakers were too heavy, small ci and offered virtually no aftermarket parts. This prevented their being scrounged from junkyards from base models and then swapped into something else and hotrodded like a Ford flathead or Chevy smallblock. And, They certainly couldn't compete in the high-profile 1/4 mile NHRA top fuel drags. As to my experience, I am a drag racer, engine builder, machinist, and tractor puller, and I have owned over a hundred of the big gas engines, consisting of all makes up to the 702 v12s thanks!
As featured in Cold war motors 😊
The Commander, and The Lark Daytona would be the ticket!🤩
=) that work Daytona though with an R3 would be something
I believe that Studebaker introduced the first American OHV V-8 in the low price field. Dodge didn't get a V-8 until 1953. Plymouth got one in 1955, along with Chevrolet. Ford stuck with its flathead V-8 until 1954. Other makers learned from Studebaker's V-8 and introduced their own OHV V-8 engines using improved casting techniques. The Studebaker V-8 engines are very heavy for their displacement. Studebaker used metal with a high nickel content for strength. This was done because automakers were anticipating improved gasoline that would allow compression ratios as high as 15:1. The cylinder head design offered somewhat limited valve sizes, which hurt power at high rpm. In spite of the engine's limitations, it was strong, durable and well made. They are good engines that produce great sounds from the golden age of American OHV V-8 power.
I can't choose my favorite cars. I want all of them.
Thank you so much for sharing all that information and insight and you’re right it was the first low priced OHV V8
Studebaker was first of the low-cost cars to have a Overhead valve v8 engine. The cost of being first is, you can't look at the engines that come before you to improve on your mistakes. Studebaker copied Cadilac but if they could have copied Chevy, they could have had a much more modern engine. The reason the small block Chevy was so advanced is they looked at all the Engines that came before and improved their engine. Being first may sound good, but being last is a big advantage in the development department. The cost of being first were poor port design, over built engine causing heavy weight and dimensions that don't allow for Future expansion.
Avanti hands down, my all-time favorite car! Studebaker, AMC, and International Harvester all built way over-engineered engines.
Sweet choices totally agree =)
Loved R series race engines.
Awesome
Would have been so cool if Studebaker would have survived and developed a big block. Imagine a 1970 Studebaker Road Hawk with a supercharged 418 big block.
It would have been cool if studebaker and packard could go on the Packard engine was awesome and was only used for two years and could have been that “big block” engine that engine could support 5 in bore centers biggest displacement it achieved 374 cid but could have gone to 500 cid maybe more
@@What.its.like. It would have been cooler if both companies survived and remained separate entities.
Packard merged with the wrong company packard should have merged with peerless and Pierce arrow..
not sure on the 304 .5 s bore and stroke but 4 inch bore and 3.6 stroke is about 360 ci
I’m not sure what the bore is supposed to be it was conflicting information from one source at 3.65 inches another source said 4 inches but it couldn’t be 3.65 inches because that’s what a regular 289 was.. So I was perplexed and that’s why there’s two different figures
Engine displacement is roughly pi x radius squared x stroke x # of cylinders
Great video 👍
Glad you dig this episode =)
Grew up in South Bend and knew people who worked line as well as upper management. Sad it ended. However, it was a losing proposition. I was told it was like a poker game, and the big three were the rich ones. Yes. Studebaker won a couple of hands, but they could never stay in the game forever. The 1967 government regulations coming were the final nail in the coffin so they got out. Still in business today under other names though. Amazing stories. I know an R3 Avanti owner and the car is great and quick. Thank you for the video!
Thank you so much for sharing those memories I’m still over here scratching my head why didn’t Studebaker go in with AMC in the very end.. I mean think about it they didn’t have anything to lose at that point.
One day I would love to find an R3 anything..
Great choices=)
Some of the people I knew included the personal secretary to the president as well as management. From what I gathered, they were more interested in making the company as a WHOLE, not just Studebaker successful and as the rest of the Company grew, they saw the auto market as too volitile. Remember, the president at that time was not from the car industry in the late 50's and early 60's. Plus, they wanted to discharge all the debt. Their Paxton superchargers and STP products were all doing well and no volitility as well as defense contracts and home appliances. AMC simply was not where they wanted to go and with emmisions regulations coming in starting in 67', they wanted out. Also, the labor contract was not the best but also the build quality was going down which was more of the issue. They did, however, sacrafice the best dealer network in the Country at the time which included all of Mercedes. Being around these people and know what happened was an amazing childhood and young adulthood. Thanks again for the video.
I probably should clarify. Studebaker had a series of companies they it ran under different names. They owned them as fully owned holding companies and that is where they made their money. People think Studebaker was just a car company alone but it was not. It was a whole series of companies in all different industries and the head of Studebaker ran all of this when they close in the early 60's in South Bend. Thought I had better make that clear after reading my earlier post.
WYR: Golden Hawk & Avanti, tho the option of an R3 did give me pause. I love all the Hawks, esp. the last, but the Avanti was clearly the superior platform, a glorious swansong!
It would be a really hard choice because the Daytona would be probably the lightest of the three so it would be the fastest the crazier thing to consider is all of those cars use kingpins even the Avanti..
Lots of tasty choices on your menu, so I’ll take the Golden Hawk and an Avanti for desert. Studebaker took off menu orders on many of their models to keep the factory running. When sales are down, you say yes more often than no.
I’m a Studebaker/ I love all orphan cars to be frank I have this go against the grain mentality I don’t like main stream stuff like anything main stream it’s kind of my thing lol
The R3 selections well actually all of it would be really hard to choose which car you would want.. but for me if I could have an R3 equipped 1957 Studebaker Golden hawk that would be the ultimate ticket with a four speed stick of course
My dad had a 292 GMC in his 51 Chevrolet and in 52 he said there was a Studebaker running over 100mph at Santa Ana drag strip.
In the early 60s the Phoenix police used Larks with R-3 engines. They were pretty hot!
57 hawk s all the way so tune she moves in mysterious ways
57 Goldenhawk is one of my favorite cars of all time I saw one in white and teal at a car show and I miss my opportunity I haven’t seen it this year
Commander, but all are fantastic.
Had a 1960 Lark V8 3 on the tree with overdrive. Wonderful car!
Sweet two-door, four-door, wagon, convertible
@@What.its.like. 2 door tan color, in over drive got good mileage. Also had a 1951 truck, a 1954 Champion flathead 6, and a 1951 Commander. They were cheap in the 1960s for a high school kid. THE Lark was the best!
@@What.its.like. Tan 2 door had lots of power and good mileage. Also had a 1951 Commander, 1951 truck, and a 1954 2 door flathead 6 Champion. Lark was the best!
Awesome thank you so much for sharing your car with us.. =)
1: 1951 Studebaker Commander, AKA Bullet Nose.
2: Yes.
Tune: The Monkees I'm A Believer. I don't think I'm even close. Complete stab in the dark.
Who wouldn't want to drive my WYR Scenario One pick at least once?
Great guess it was not that song or band bullet nose Studebaker is a cool car that I’ve been trying to review for this whole year they had one at Classic auto Mall but it was buried still looking =)
To be a bit pedantic, there was a sixth displacement at 299 CID, although not a production sized engine. The early R3 (that set all the touted records) was a 299, not 304.5. This allowed them to run in the Class C "Production" class because 299 is a 0.060 overbore and 0.060 over pistons were a standard Studebaker replacement part. Otherwise, they would have had to run in the prototype class. Later, the R3 would, of course, be 304.5 AND now in production cars so it could then run in the C production class since it was still under 5 liters. Studebaker referred to the 299 and 304.5 R3 engines as "A" engines and "B" engines respectively.
Great information thank you so much for sharing that
The '51 Studies are cool but Any Avanti is at the top of the hill!
Sweet =)
My '57 Silver Hawk with the 289/auto is perfect for me. Plenty of power and styling that people like.
Sweet ride =)
Never realized that the 224 V-8 was designed to replace the six-cylinder engine, assuming they could have made the dimensions small enough to make it 200 CID...that would have been a feather in Studebaker's cap
Just like AMC they kept the flathead six around though until they made an overhead valve version and then kept that around
AMC made the 196 overhead valve to replace the flying Scott engine even though it was the flying Scotsman engine with overhead valve fitted to it both lasted until 1965 which is absolutely crazy AMC had a flathead engine on offer in 1965.. The same here Ford had the mustang fastback Shelby GT 500
R4 was waaaaay underrated. The R4 made more power than the R3 but they didn’t want to oust the supercharged engine.
They had me at timing gears
No question about it Jay having been fortunate enough to actually drive a family member’s golden hawk I’d absolutely love one and then a avanti because from every thing I’ve heard they were top speed monsters with handling to go with them if this car had come out sooner it definitely would have stolen corvettes thunder
57 or 58 Goldenhawk is definitely a car that I definitely wanna feature on the channel but it’s also a car that I really want to drive because that is a car that I want to own one day, I would totally be up to reviewing any of the Hawks power hawks Skyhawk Silverhawk.. in 1957 there was for the golden hawk was at the top
Great video. Thank you
Glad you dig this video =)
My Great Grandpa bought a 51 Commander, "Fozzy Bear" model. The Golden Hawk would be my choice, if I had to choose.
Sweet =)
1964 Studebaker Lark in South Africa was a Packard enjin if I remember right it had a 7litre V8 enjin.And the Daytona had a 5 litre V8 both very good and powerful cars
Interesting 🤔
Never owned a Studebaker and I would take any of the examples in your video.
Totally agree =)
Actually, the Studebaker V8 was produced for 13 calendar years, 1951 through 1963. In December of 1963 production was halted at South Bend, Indiana and shifted to Canada. Having no engine casting facilities at the Hamilton factory, the Chevrolet 230 SIX and 283 V8 were used till 1966 when car production ended. The R-3 Lark would be a sleeper, particularly as a 2 door sedan. Lighter and faster than a convertible too. A 1953 coupe or hardtop with an R series motor swap would be sweet too.
Awesome information and insight thank you so much for sharing that =)
@@What.its.like. - You're welcome. Sadly, for Studebaker employees, the plant closed just before Christmas, 1963.
Studebaker afficionado here. Excellent video, most informative. I have a 1955 President with a 289 engine from a 1963 Hawk. It is an excellent engine. If you say you have a 289 people immediately think Ford but the Studebaker 289 predated the Ford. In fact I read somewhere that Ford approached Studebaker about purchasing their 289s as it filled a niche in engine sizes. Nothing came of it, for among other reasons, Studebaker simply did not have the capacity to produce the number of engines required. As to your question of preference, it would be the Golden Hawk, arguably America's first muscle car. After all, I already have a 1950 bulletnose and my 1955 President State was trimmed to duplicate a Speedster by a previous owner.
Awesome thank you so much for all the positive vibes I really appreciate it I’m glad you dig this episode Thank you so much for all of the added information as well as insight
For WYR, I'll go for the '57 Golden Hawk and the '63 Hawk GT. Although the Avant is very tempting.
Cadillac intakes will work on a studebaker engine but the ports are slightly off.
If you set a Studebaker V-8 next to the early 50's Caddy engines you'll sware it's a nearly perfect copy by Studebaker. The Caddy engines preceeding the Studebaker by a couple years if memory serves me.
All the ladies say that the Stud Baker rocks
Very informative episode. Speedster and Avanti for me.
Sweet choices =)
Glad you dig this episode
I’ve got to go with the Golden Hawk on the first one , beautiful looking, and not sticking out it’s tongue.
And I’ll go with the Daytona……. Or the Hawk.
📻🙂
[ another great video].
The golden hawk is always been one of my favorite cars it’s a car that I want to drive or sit behind the driver so I’ve been putting that one off.. got to cover a 56 last year I was hoping the cover of 58 last year we were supposed to get one at the dealership but my boss couldn’t pull the trigger on it..
Glad you dig this episode I really love engine episode Wednesdays we’re gonna try to bring back discussion episode Fridays and try to do some more comparisons as well I just haven’t found anything that I could compare
The worst part of a studebaker engine is the Siamese center exhaust ports. It limits flow. I know a guy with a 232 that’s setup like an r3 avanti’s engine but still 232 ci. It makes 350 hp at 7lbs boost
Studebaker used forged cranks, rods and pistons as well
I believe the last studebaker trucks were made in Dec 1963. 64 models
WYR1: '55 President Speedster in gray, coral, and white, with first-year available factory air.
WYR2: None of the above, I'd rather have a '63 Avanti, a '63 Lark Daytona Wagonaire, or a '64 Gran Turismo Hawk, any of the three with the R1 engine and three-speed transmission with overdrive (dealer option on the Avanti) and the Lark or the Hawk trimmed out with the full Super Lark or Super Hawk kit (as appropriate).
Great choices write ins are always welcomed I love seeing the difference of opinions in cars I think it’s awesome.
We might add something to that like if you had a car like that would you trade it for any of these three are would you keep it because I think it’s very interesting to hear what people had to what they traded for I worked at the Classic Car dealership last summer and it was really interesting to see what people had and traded for like I saw a guy trade a 2016 dodge challenger coordination so I didn’t have any it was like base model but it was like brand new it only had like 3000 miles on it he traded it for a 1962 Plymouth Savoy 413 I don’t remember how much he had to pay as well I think he traded the car in and had to pay 25,000 or something like that I don’t remember
😈🔱👿 awesome video
Thank you glad you dig this video
For many years, the U.S. Soldiers Home in Washington, D.C. used Studebaker sedans as police cars.
Awesome video I'd love to see one on the Ford Y-block
Definitely going to cover the Y block not entirely sure when but it’s definitely on the list
@@What.its.like. oh that would be so cool
My first car in 1966 was a 1957 super charged 289 Golden Hawk
Sweet how did you like your golden hawk =)
It was a good car and my first car when I was in my senior year of HS - cool car. I sold it to buy a 1961 MGA which was also VERY cool.
The R4 was available with a single quad carb, and Factory AC. My Uncle has one.
Great to know
Carnut & the Complete V8 Handbook both list the bore on the 304.5 engine to be 3.6563". This would be a 3/32" (93.75 thou) overbore on the 289. Very tough choice of cars this time - all look so good, even the Avanti !
Thank you so much for those specs.. I was afraid of doing this episode because of that engine this isn’t the first time the Studebaker V8 was going to be made I was going to do it earlier but I really wanted to do an episode on the continental engine family like an overview it’s absolutely absurd that they don’t support their engines from the early days they’re aerospace engines they still do the company split and they sold that engine company off.. The one that controlled all of the incidents aside from the Aerospace engines the aerospace engines as a company all into itself.. but that would be a lucrative business for somebody that had money to make parts to support all of those cars like most every car from the 30s has a continental power plant of some sort..
The Speedsters and Hawks are the best looking Studebakers.
Totally agree =)
😈🔱👿 1957 hawk.. For sure...have you done a video on stud trucks ?.m.ty brother
Sweet choice =)
Yes I have and you found it before I could respond to this message
WYR 1: Commander
WYR 2: Hawk
If neither avail then we'll take any leftover.
Sweet choices =)
No Avanti was sold with an R-4. One production Lark Daytona was sold with an R-4.
Golden Hawk AND Avanti any day!
Awesome choices =)
10:06 That's something of a bastard there: the car appears to be a '51 Commander with top-liene "STATE" trim (note the trim on top of the front fenders) but the center bullet section of the grille is a '50 Champion piece ('51s had a double chrome ring with a plastic bullet in the center.
I would like any of the three, but If pushed to choose, it would be the President Speedster,
It would be hard to choose that’s for sure they’re all great choices
It’s funny my uncle was a Studebaker aficionado he had three Studebaker‘s his favorite Studebaker was the bullet nose he took that to Wedding’s when I was a kid it was just an old car you didn’t really think much about it it was cool yes definitely weird I love that car now. I don’t know if it’s because it’s link to childhood a connection with my great uncle who isn’t here anymore or if it’s just a really cool car but I definitely want to cover one I’ve been looking for one they are getting hard to find evidently they get really good gas mileage I’ve read 32 miles to the gallon with overdrive and they’re saying they can’t get 32 miles to the gallon now that had a carburetor.
The way I understand it. The R-3 engines were special selected heavy duty truck blocks. They are marked with a clover leave in the vin code. I believe Studebaker sent these blocks to Andy Granitelli he bored them out .093, and added the Paxton supercharger. To make it a 304 cubic inch.
Thank you so much for sharing all that information and insight I really appreciate it =)
They were a high nickel content
On the truck blocks
@@keithcasner6842 From what I understand, they were all high nickel blocks. They sorted truck blocks by core shift, or best castings.
I know Studebaker cranks, and Rods, were all forged steel, even the six cylinders.
For WYR: 1951 Studebaker Commander and 1964 Studebaker Lark
Sweet choices =)
'57 Hawk and Avanti.
1) '55 Speedster 2) Tough call... I like the ragtop, but you can't beat the look of an Avanti. It's a shame that there aren't really anymore independent companies, everything is owned by someone else.
I was just thinking that the other day there are a couple tho
Tesla is independent.. but yeah that’s the only one I can think of off the top of my head is absolutely crazy all the companies Volkswagen and fiat own
I guess that shows that it’s more cost-effective to build a cheap car than a expensive car
Hi Jay!: I just can't get enough engine episodes! Studebaker, one of the most overlooked American auto makes! They built some REALLY NICE cars! I think, though, by the 1950's and 60's the name was considered quite stodgy. Kind of like the Edsel. then name was just. . . blah. Those performance Super Hawks, Super Larks, and the Avanti had all that GREAT horsepower! Really they were muscle cars, before the GTO got established, and they didn't need a 389! WYR#1 1957 Golden Hawk! What a great looking car! WYR#2 Daytona! ALWAYS liked that design! A lot more modern looking than the 1960-1963 Larks. Nothing wrong with those, but the 1964 just hits it for me.
Awesome choices I really dig engine episode Wednesdays I wanna bring back discussion episode Fridays eventually and get into doing more comparisons for sure but the engine episodes are definitely a staple that is going to stay and maybe we can evolve it into transmissions and other accessories such as what is the difference between a wet clutch in a dry clutch
That would be great Jay! Looking forward to those!
Good review but you seem to skip the trucks. Studebaker used a 224 in trucks in 1954. Never made since to me but it works well in my 3R28. The 2r and 3R truck comments were nice, 2R ran from 1949 to 1953 and 3R for 9-months of 1954 model year. Silly they did not offer a V8 in 1/2 and 3/4 ton trucks until 1955. What a missed opportunity. I would take the 51 Starlight coupe for the first choice and a GT Hark with R3 for the second. Love my R1 Lark but it would be better with a R2 or even better with a R3.
R 3 GT Hawk...
Sweet choice =)
I had a 55 comander, ran the crap out of it.
Sweet =)
Also the 63 hawk
=)
Interesting video! These horsepower numbers are in gross HP, I would like to find out what they did in net HP.
55 Studebaker, Studebaker Avanti
Sweet choices =)
I would trade away my 78 Vette L-82 4spd for a 63-64 Lark Daytona 4 spd R1.
Hawk looks like it'll do distance
This is a hard decision but the 57 hawk
Sweet choice
55 Speedster, 63 Avanti R3
Sweet choices
GT Hawk and R3 Avanti.
Sweet choices =)
Ironic that I pointed out a 1957 golden hawk to my grand niece yesterday
Wyr... I'll take the '57 Hawk
Sweet choice =)
What about the Packard engine in the 1956 Golden Hawk?
ruclips.net/video/sedTPL-nCqk/видео.htmlfeature=shared
The 304.5 c.i. R3 SC would have to have a approximately 3 inch stroke if the bore was 4 inches.
The bore and stroke you give for the 304 puts it in LS3 range (376 cu in) so must be off.
Yeah it didn’t make sense the specs one site said 3.6 but that’s what the 289 was so much conflicting information on that engine
AVANTI!!!!
Sweet =)