Category: Studebaker 327 engine

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Studebaker 327 engine

For much of its life as a builder of automobiles, Studebaker was a scrappy independent that punched above its weight. The dealer, Kerr Studebaker, stayed with Studebaker to the very end of Studebaker production in Canada in This is not to say that Studebaker was the first to offer a V General Motors had already made modern overhead valve V-8s standard in its post-war Oldsmobiles and Cadillacs and Ford had offered a flathead V-8 sincean engine Ford stuck with through in Lincolns and through in Fords.

The late Packard historian Robert Neal made the case that Packard should have introduced its V-8 no later than The Studebaker V-8 was a well-designed unit and — it was rugged! But no postwar, domestic V-8 is as tough, and none tolerates poor maintenance as well as a Studebaker V As World War II drew to a close, industry engineers felt that OHV engines, configured as compact V-8s instead of impressive-looking but lengthy in-line engines, would make good use of the high-octane fuels that were developed during the war.

Many thought even higher compression would be common by the mids, so Studebaker engineers designed their new V-8 to accommodate compression ratios as high asor more.

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When passenger-car gasoline never became blended for such high compression ratios, it left Studebaker with a sturdy, overbuilt V It would be forever criticized as being heavy, and it is for its displacement.

But that weight strengthens the engine in unseen ways. For example, when introduced for at cubic inches, the Studebaker V-8 had at least 25 percent more main bearing area per cubic inch than did Cadillac or Oldsmobile V-8s, and more main bearing area outright than the new cu.

Chrysler Hemi, displacing almost more cubic inches! All Studebaker V-8s have forged, not cast, crankshafts riding in those husky bearing webs, to which only forged connecting rods are attached. Eighteen bolts secure each cylinder head, more than most competitors. Head gasket issues were and have been virtually nonexistent, even when the engine was first supercharged for some models.

Studebaker V-8s rarely have valve problems. Hydraulic valve lifters were never used; every Studebaker V-8 has solid lifters.

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Forged, easily adjustable rocker arms ride on shafts in a Studebaker V-8; not cheap, stamped rockers, sometimes on individual, pressed-in studs that can pull out of cylinder heads under the right conditions. They are subject to heat and age degradation, leading to camshaft sprocket failure. Only the new Chrysler Hemi V-8 produced more horsepower per cubic inch than did the Studebaker V-8 in The Studebaker V-8 remained powerful to the end, too; the Studebaker R3 engine was conservatively rated at horsepower from only Rare and potent: the Avanti R3 V Indianapolis legend J.

Overall sturdiness was reportedly a factor in their being chosen over Cadillac, Chrysler, or Oldsmobile V-8s. Yes, a Studebaker. Or so it seems.

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There are no hoodscoops, crossed-flag badges, engine callouts, blackout grilles, stripes, fat mags, or any of that stuff. Under the hood is a secret weapon with an enigmatic code name.

That R2 name may cause the uninitiated to scratch their heads, but it causes Studebaker aficionados to wink and grin. And in that dichotomy of identities lies the fun. Can you imagine the joy in the Studebaker camp as the Tomato snarls and roars and picks off a string of revered icons—Stage 1, Cobra Jet, SS, and Magnum—like arcade ducks at a shooting gallery?

From opposing lanes at the dragstrip, the Tomato is the car that launched a thousand groans. On the dragstrip, understanding its nature is key to maximizing its potential. The force-fed Tomato has a top-end charge that kicks like a mule. And Ted should know. From the stands, the run begins with the Tomato leaving early on the light, but not too early.

With the steep 4. The tires bark and the car shudders at the shift.I remember my first fear when I started dismantling my Studebaker was that it would never come back together again… a little bit like Humpty Dumpty.

So you can imagine my excitement once my engine was completely together again…a far cry from the way it was when we started. Good gracious look at that dirty beast when it came out of the car!

When it came time to hook my rebuilt Small Block Chevy SBC up to the engine hoist and remove it from the stand, I could hardly believe it…was this Humpty Dumpty really going to go back together again?!? The last minute challenge to this task was a parts chase to find new motor mounts for my hot rod set-up.

In the world of auto parts stores where workers look everything up via computer by year, make, and model and seldom have much knowledge — I was supremely thankful for a local parts shop that is able to operate old school. I brought in my old mount to compare and we looked through pictures and pulled parts from the shelf until we found something that would work — it turns out Ford Truck Front Upper engine mounts do the trick! With the parts procurred and engine on the hoist, we lowered it to the ground in order to hook the R4 transmission back to it.

Two bolt holes in the transmission housing which the pan connects with were compromised — one with a broken off bolt and the other with a fine crack running through the housing. Ethan extracted and re-tapped the one hole then JB-welded the other as best as possible. Once the trans and engine were mated and properly torqued, up it went! With Ethan and I working together, we slowly and carefully hoisted the engine into place.

A small amount forward and lower each time, until bit by bit the transmission had slid into its place under the car. We used a jack on the transmission shaft, once it was down there, to keep it from scraping the ground and to help even out the angle of the engine. Keeping an eye on clearances is the most important part of this job, anticipate where the engine is headed next and make sure it has the room to go there.

Without needing too much persuasion…. I can only imagine how happy you are. It was periodically spitting out a code for the vapor canister check valve. The valve opens to suck the fuel vapor from the charcoal canister to control emissions. Looking at how it is supposed to work, I figured I could test it to see if the solenoid was still working or is the valve had an issue. I ended up dismantling the thing The factory says it is not serviceable, but it is if you look close enough and finding a small bit of the carbon had escaped the canister and was holding it open.

A year later the same thing happened.

studebaker 327 engine

Seems a screen or something in the canister is going bad. I re-rebuilt the solenoid and put some fuel filters in the lines to keep trash out of the valve. End of issue. Both times I had it checked and found what it was the parts guys said it was not fixable.Fact Every muscle car enthusiast knows what an STP sticker looks like. But is there a Studebaker tie-in? Joseph, Misouri. Soon after, Egbert realized the popular oil supplement was best kept as a standalone brand.

STP, under the leadership of Andy Granatelli was a strong source of profits and positive PR through its many Indy attempts and active support of all facets of professional motor sports.

Fact Some think Studebaker died a broke, beaten company. Rather, Studebaker thrived for more than a decade as a closed investment company, a conglomerate corporation with numerous non-automotive divisions. The diversification was instigated in and funded by the surprise success of the compact Lark and shrewd stock transactions, which created huge cash reserves and tax incentives. When Studebaker terminated automobile production these other entities carried the torch; some successfully, some less so.

That same year, the Avanti Motor Company which was not affiliated with Studebaker-Worthington enjoyed its best season to date with cars sold. The kit is currently offered by Revell. Maybe you built one as a kid, the Renwall now Revell Visible V-8 model kit is not based on the Chevy small-block.

Fact What was the rationale for continuing to build Studebakers in Canada? To put it bluntly, had Studebaker simply slammed the doors shut in Indiana, the remaining 2, dealers 1, in the United States and in Canada would have flooded the company with lawsuits. The plan also avoided further payment into UAW pension funds. There were huge assets to be protected. The Canadian scheme was a means of winding down automotive production in a graceful fashion.

Legal, yes. You decide. Approximately 19, Canadian-made Studebakers were imported to the United States in — as corporate automotive activity ground slowly to a halt. Confusion stirred again in with closure of the South Bend factory. Yes, these were Chevrolet engines built by Mckinnon under license from General Motors and they were installed in all and Studebakers. Ready for more confusion?Avanti engines were developed from the basic Studebaker V The R1 was a cubic inch carbureted version with a 4 barrel and the R2 was a cubic inch version equipped with a supercharger.

Most Avantis were equipped with one of these two engines, though the R2 could not be equipped with air conditioning.

The R3 was a special performance supercharged variation displacing cubic inches and very few of these were built. The R3 version came with a bored out Engine development was the responsibility of Andy Granatelli.

studebaker 327 engine

Like the earlier ci R2 version, the R3 was also supercharged, fully blueprinted to racing specs and hand built by Paxton. There were also R4 and R5 performance variations, but none of these were sold to the public. In andLarks and Hawks could be ordered with Avanti engines, and a relatively small number were so equipped.

As would be expected, parts for R series engines are harder to find and more expensive than for standard Studebaker V-8's. Search engine technology courtesy FreeFind. All rights reserved. Piston displacement. Carburetor downdraft. Crankshaft bearings. Crankcase capacity. Cooling system capacity. Fuel tank capacity. Suspension rear.

Compression Ratio.After decades of deep involvement with muscle cars, there aren't many secrets left to uncover. The short run of supercharged Studebakers produced during the maker's last hurrah may be one of the last and best. Yes, a Studebaker.

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And it's not even a premium Studebaker like a Hawk or Avanti, just a humble, two-door sedan econo-model. Or so it seems. There are no hoodscoops, crossed-flag badges, engine callouts, blackout grilles, stripes, fat mags, or any of that stuff.

Aft of the front wheel is the one tiny telltale badge: a rectangular die-cast piece with the words "Avanti Supercharged" in letters too small to serve as much of a warning.

Under the hood is a secret weapon with an enigmatic code name. R2 was Studebaker's factory term for the supercharged version of its engine.

That R2 name may cause the uninitiated to scratch their heads, but it causes Studebaker aficionados to wink and grin.

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However meek the Lark may seem on the outside, it's a slasher on the inside. And in that dichotomy of identities lies the fun. Can you imagine the joy in the Studebaker camp as the Tomato snarls and roars and picks off a string of revered icons—Stage 1, Cobra Jet, SS, and Magnum—like arcade ducks at a shooting gallery? But that's just what's happening at the Pure Stock Drags. From opposing lanes at the dragstrip, the Tomato is the car that launched a thousand groans. The spec chart provides the nitty-gritty about the engine's content, but as an overview of the R2, Studebaker took its V-8 engine it had no separate big- and small-block engine families as was the industry normbased on a well-engineered degree iron block, and fitted it with low-compression, big-chamber truck cylinder heads and a Paxton SN centrifugal supercharger to force-feed the engine at up to 6 psi.

Because moving air into the engine doesn't rely on atmospheric pressure, which has better days than others, the supercharged engine has completely different power delivery characteristics than other muscle engines. On the dragstrip, understanding its nature is key to maximizing its potential. The force-fed Tomato has a top-end charge that kicks like a mule.

George Krem, another lifelong Stude dude in the know about the R engines and former owner of the Tomato, says, "Since the Stude V-8 is a relatively small-inch engine, and the centrifugal blower doesn't really wake it up until a fairly high rpm, its driving characteristics are the opposite of a typical big-inch big-block.

Off the line you don't get the slam-in-the-back effect of the big-block, but the higher you wind the blown engine, the harder it presses you in the back.I am interested in purchasing an old Studebaker Sky Hawk and replacing the existing original engine with an American made engine.

My husband advises against buying the car and replacing the engine because he said that it could be a nightmare. Is he correct or is this something do-able; we don't have a ton of money to put into engine work, but I want to make the car reliable and have parts available if repairs are needed. As some of the writers have pointed out, the most popular swap is to use a small block Chevy motor.

From past experience, it is not an impossible job, but will require some experimentation for the exhaust system on the left to clear the the steering box arm and linkage.

You will need to fabricate something on the exhaust in order to make this work. However, the Studebaker motor can be made to be a reliable running everyday driver motor. Dick Datson in Florida still has some copies of his Studebaker Hi-Performance modifications for Studebaker motors, which if his directions are followed to the letter, will allow your motor to run on regular unleaded fuel and also improve the fuel economy while increasing the output of the motor.

Check some back issues of Hemmings Motor News for his listing or get in touch with some of the Avanti clubs or Studebaker Driver's Club chapacters on getting in contact with him. He spent many years doing modifications on Studebakers and can be a great source of information for you. STudebaker was one of the oldest American made cars,I assume you"re Canadian and Stud did have a manufacturing plant somewhere up there.

Sky Hawks were good, distincive cars.

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Stud Avanti's had a cubic inch motor which was a thinly disguised Chevy The Studebaker Avanti did not have a "thinly disguised" Chevy motor nor was it a It came with a cu.

With any engine swap, expect to do a certain amount of fabrication. It is unreasonable to expect an engine from a different car to simply slip right in and have everything match up. If this is a true "muscle car", with a high-performance engine built in the s, having the original engine in the car has collector's interest and increases the overall value of the car a 'matching numbers car'. In this case, it's best to rebuild the original engine.

If it's one of the newer phony muscle cars, then it really doesn't matter.

Interesting Studebaker Muscle Car Facts

Go with a new crate engine that meets the original specs for exhaust emissions. Answer Save. Hope this helps, a car nut.

studebaker 327 engine

Source s : Used to own several Studebakers, modified a few of them Brian D 6 years ago Report. Mad Jack Lv 7. A first generation small block Chevy shouldn't be too hard. This is the engine of choice for many engine swaps. They are easy to find, many aftermarket parts, cheap to modify, and relatively inexpensive.

How do you think about the answers? You can sign in to vote the answer. Still have questions? Get your answers by asking now.The Chevrolet small-block engine is a series of V8 automobile engines used in normal production by the Chevrolet division of General Motors between andusing the same basic engine block. Engineer Ed Cole is credited with leading the design for this engine. The Generation II engine is largely an improved version of the Generation I, having many interchangeable parts and dimensions.

Later generation engines have only the rod bearings, transmission-to-block bolt pattern and bore spacing in common with the Generation I and II engines. Introduced as a performance engine inthe went on to be employed in both high- and low-output variants across the entire Chevrolet product line.

Over the years, every American General Motors division except Saturn and Geo used it and its descendants in their vehicles.

studebaker 327 engine

Finally superseded by the Generation III LS in the and discontinued inthe engine is still made by a GM subsidiary in Mexico as a crate engine for replacement and hot rodding purposes. In all, oversmall-blocks have been built in carbureted and fuel injected forms since as of November 29, The small-block family line was honored as one of the 10 Best Engines of the 20th Century by automotive magazine Ward's AutoWorld. In February a Wisconsin businessman reported that his Chevrolet C pickup had logged over 1 million miles without any major repairs to its small block V8 engine.

Source: The Flint JournalFebruary 17, It quickly gained popularity among stock car racers, nicknamed the " Mighty Mouse ", for the then-popular cartoon character, later abbreviated to "Mouse".

The was adopted by other Chevrolets, replacing the V8s. Installed in everything from station wagons to sports cars, in commercial vehicles, and even in boats and in highly modified form airplanes, it is the most widely used small-block of all time. Though not offered in GM vehicles sincethe series is still in production at General Motors' Toluca, Mexicoplant under the company's " Mr. Goodwrench " brand, and is also manufactured as an industrial and marine engine by GM Powertrain under the " Vortec " name.

Of the three engines in this family, two of them, the and thehave gone down in automotive history. The first of this family was theintroduced in Cole's design borrowed the valve train design scheduled to be used at the time in the Pontiac V8. Internal GM rules at that time were that once an automotive division had introduced a technological innovation no other GM division could use it for a period of two years. The stud mounted independent ball rocker arm design patented by Pontiac engineer Clayton Leach was scheduled for introduction in the Pontiac V8.

GM forced the Pontiac division to share its valvetrain design in Chevrolet's new V8 inso that in the end both engines were introduced the same year with the same valve train design. The reason this happened is that Buick division lobbied the corporation to hold back Pontiac's release because it affected Buick's release of the new Buick V A shortcoming of the was its lack of any provision for oil filtration built into the block, instead relying on an add-on filter mounted on the thermostat housing, and that was an "option only".

In spite of its novel green sand foundry construction, the '55 block's lack of adequate oil filtration leaves it typically only desirable to period collectors.

Chevrolet small-block engine

The first motors used the stock blocks. However, the overbore to these blocks resulted in thin cylinder walls. Future blocks were recast to accept the 3. This was the third U. Besides being available in the Chevrolet line, it was optional in Checker Taxis beginning in

1949 Studebaker Pickup Truck Stock #772 located in our Louisville Showroom

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