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THE LOBBY A gathering place. Introductions, sports, showin' off your ride, birthday-anniversary-milestone, achievements, family oriented humor. |
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#21
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Quote:
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62' Lemans, Nostalgia Super Stock, 541 CI, IA2 block, billet 4.5" crank, Ross, Wide port Edelbrocks, Gustram intake, 2 4150 style BLP carbs, 2.10 Turbo 400, 9" w/4:30 gears, 8.76 @153, 3100lbs |
#22
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Quote:
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be a simple...kinda man. |
The Following User Says Thank You to Simple Man For This Useful Post: | ||
#23
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Not sure what the current status is for cores. I will ask Monday. The Studebaker hobby is strong, much like the Pontiac hobby. Mechanically, not as interesting to me as Pontiac because only the V-8's make reasonable power by our standards. But still cool and certain models have very attractive styling and advanced features. Cool that some Pontiac people are interested in this "orphan". I will post a couple pics I took today at the school while working on a Pontiac.
Last edited by mgarblik; 01-27-2023 at 10:51 PM. |
#24
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I am sorry the pics are turned. I don't know how to correct them.
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#25
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pictures
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#26
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Mike- can the Stude 289 center exhaust ports be un-siamesed as I've done to '58 Pontiac heads?
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Anybody else on this planet campaign a M/T hemi Pontiac for eleven seasons? ... or has built a record breaking DOHC hemi four cylinder Pontiac? ... or has driven a couple laps of Nuerburgring with Tri-Power Pontiac power?(back in 1967) |
#27
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Another good question. I have my little list to ask on Monday.
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#28
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A little update on the Studebaker 289. They ran it last night and did the break-in on the engine, camshaft and valvetrain specifically. Checked everything out mechanically and made a couple base line pulls just to make sure everything was OK. Initial break-in was with a "school carburetor". This is a little BLP Holley that was donated to the school 15 years ago that we use if a student doesn't have a carburetor or we suspect their carburetor has problems. The Studebaker doesn't have a carb because it is going Fitech tonight. Once tuned-in and running decent with FI, the supercharger will be added to the mix next week. To answer some questions posted in the thread over the last few days;
Camshaft: solid roller of unknown specs. Cam card coming tonight will post specs. later. It's mild. Connecting rods: Carrillo I beams full floating Crankshaft: factory forged Ignition: GM HEI grafted to Studebaker distributor Intake manifold: Chrysler very low single plane with Studebaker flanges Car engine to be installed in: 1964 Studebaker Daytona. (Basically a trimmed out Lark but they dropped the Lark name in 64) Center exhaust ports: Left stock and siamesed. No practical way to separate them according to owner. Others have tried with no real performance gains. Static compression: 8:1 Results from a couple run in pulls: Peak torque: 308.8 ft. lbs @ 4200 RPM Peak HP: 295.2 @ 5800 RPM. More updates to follow. Thanks for the interest in this "orphan engine". Something a little different. No sugar coating or games at our school. The widowmaker, (our dyno), is the NO BS meter. I did make a little video of a run-in pull. I hate to impose but if someone is tech savvy enough and wants to PM me, I can send you raw footage from my I phone you can feel free to post. I just don't know how to get it from my phone to the message board or even youtube for that matter. Just not my thing. Thank you. |
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#29
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Seems like decent power to me. Long before I was old enough to own a car I was a Studebaker fan ... mostly because of the supercharger and the Avanti. Thought it was years ahead of everyone else.
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I'm World's Best Hyperbolist !! |
#30
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70 TA, 467 cid IAII, Edelbrock D-port heads, 9.94:1, Butler HR 236/242 @ .050, 520/540 lift, 112 LSA, Ray Klemm calibrated Q-jet, TKX (2.87 1st/.81 OD), 3.31 rear https://youtube.com/shorts/gG15nb4FWeo?feature=share |
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#31
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Thanks to Jhein. Here is a screen shot to go with it.
Don't know why they all turn. Is there an easy way to flip these pics? |
#32
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Flipped
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70 TA, 467 cid IAII, Edelbrock D-port heads, 9.94:1, Butler HR 236/242 @ .050, 520/540 lift, 112 LSA, Ray Klemm calibrated Q-jet, TKX (2.87 1st/.81 OD), 3.31 rear https://youtube.com/shorts/gG15nb4FWeo?feature=share |
#33
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That torque curve looks good should pull well all the way through 5k.
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going bandit-Reynolds style |
#34
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For a 289 NA engine with an 8:1 C/R that isn’t a bad first dyno pull. Can’t wait to see the results with the supercharger and F.I.
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“It takes considerable knowledge just to realize the extent of your own ignorance.” Dr. Thomas Sowell |
#35
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If the pictures are on a camera, you should be able to access the EXIF data and turn off the rotation. If they are on your computer, try editing the picture by rotating it and saving it under a different name.
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#36
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On the Super Charger "Compressor Tag" should be the Model Number and other info which I could help translate for the board.
Mind posting a picture of the compressor tag??? Tom V.
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"Engineers do stuff for reasons" Tom Vaught Despite small distractions, there are those who will go Forward, Learning, Sharing Knowledge, Doing what they can to help others move forward. |
#37
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Mild cam?? WTF!
With 8 to one, a horse per cube and no blower? Wow. You think it's the intake?
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"At no time did we exceed 175 mph.” Dan Gurney's truthful response to his and Brock Yate's winning of the first ever Cannonball Baker Sea-to-Shining Sea... Still have my 1st Firebird 7th Firebird 57 Starchief |
#38
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Had a '54 Champion when I was 16. Only negative I remember from back then was the 289 seemed to be about the same exterior size as our Pontiac engines. Really a beefy design for so few cubes. I can see why it held up to being supercharged.
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Mick Batson 1967 original owner Tyro Blue/black top 4-speed HO GTO with all the original parts stored safely away -- 1965 2+2 survivor AC auto -- 1965 Catalina Safari Wagon in progress. |
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#39
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Thanks for the continued interest. The guys worked on the engine last night right to the end of class. Class is 5:30-10-30 PM, Monday, Tuesday only. We have an engine shop and a second room about 150 ft. away for the dyno cells and flow bench. I have 16 engines and students to keep track of along with my co-teacher. But it's extremely busy. So the Studebaker guys, (2) were on their own most of the night. Starting from scratch, the guys got the Fitech all wired up, O2 sensor bungs welded on and hooked up and fuel supply system changed over to high pressure FI vs carburetor. They hit the start button, engine cranked about 2 seconds and started right up, idled about 2 seconds and stalled. Tried it a second time and it started right up and maintained a decent idle at 900 rpm's or so. Checked for leaks and shut it down for the night. Next Monday, time to tune it and make some NA, EFI pulls. Then add supercharger to the mix. To answer a couple questions posted: 1. Tom, I will post a pic of supercharger data plate if I get a chance later this week. 2. Sorry, I forgot to get the cam specs. from owner, slipped my mind. 3. The modified Mopar intake, IMO is not a performance improvement over the stock iron intake. But it is aluminum and much lighter and a single plane. Back to back pulls, the Mopar intake was almost an identical curve making 2 more HP at the top vs the stock iron 2-plane. Both intakes are super low, similar to an Oldsmobile. The mixture enters the plenum and has to travel down, then up hill and turn to enter the head. Almost like an upside down Pontiac intake. It is all so wrong for performance. No wonder the Pontiac stock intake works so well compared to other manufacturers terrible factory offerings. The 396-325 HP BBC, had a similar lousy intake on such good heads. At least they had big ports. Finally, the pics I am posting are on my phone. I will try to rotate them on the computer before posting. Thanks guys for cleaning them up for me. I am challenged in that area. Report back next week.
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#40
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Interesting build...
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