Wednesday, July 28, 2010
Friday, September 25, 2009
The Studebaker Speedster was originally conceived as a show car but quickly moved into limited production as a high trim level President Hardtop Coupe. One can easily surmise that Studebaker management was using this car as a “toe in the water” entry into the sporty car market. In 1955 the only cars that even pretended to be sporty were the Corvette, Thunderbird, Chrysler 300 and Kaiser Darrin; three of the four were of the two seater, sports car mode all relatively new to the market. Studebaker must have sensed a rare opening to exploit in the bruising automobile marketplace of the mid-fifties.
The Speedster name had been used by Studebaker before the depression and awkwardly enough was also being used by Porsche in 1955. I cannot think of another point in automotive history when a model name was in use by two unrelated Auto companies. There is no documentation but it seems reasonable to conclude that Porsche’s use of the Speedster moniker triggered Studebaker’s move to name their 1956 Sport Coupes “Hawks.”
It was in 1953 that the Studebaker, Loewy coupes pioneered the pretty touring coupes. The 55 Speedster was designed to exploit the strength of the Loewy design. The 1953 design was almost universally praised as a trendsetter but sales didn’t track the praise. Studebaker’s new design just wasn’t working, market share continued its slide. The quote "Glory is fleeting, but obscurity is forever." By Napoleon Bonaparte comes to mind.
Studebaker’s break-even point was nowhere in sight and 54 sales were horrid. Upon reflection it’s obvious that the quality lapses in the 1953 model launch had hurt badly. Then they had to face the fact that the sleek looking long wheelbase design on the coupe simply didn’t cleanly pass onto the shorter wheelbase, higher sedans. They sold more coupes but couldn’t overcome the loss of sedan sales. The sum-total of these lapses severely impacted sales for 53 and 54. The company was always conflicted; in order to break out of their miniscule market share niche they had to be different yet different, while capable of fostering large sales increases was inherently risky. Any mistake or misstep is a big mistake to a small company. Studebaker management had to be acutely aware of their marketplace peril.
1955 was a year of changes for the industry and Studebaker. The 6 volt electrics and the 6 quart, V-8 oil sump were in their last year. All wiring became vinyl coated, tires were tubeless across the board. The industry became enamored with the wrap-around windshield; a mid-year change that was very costly for Studebaker. They dropped their 1 ¾ inch exhaust and adopted a 2 inch only for 1955! Chevrolet and Plymouth were known to be fielding their first V-8s and all eyes would be focused on them.
It was into this “perils of Pauline” sort of atmosphere that the Speedster idea was born.
For 1955 the sales department and dealers seemed to take charge. They needed better sales and thought that they knew the design path that would lead them there. You can just imagine the pro and con blackboard as they wrestled with their position. The con side was now well known and dominated by the fact that sedans pay the bills and they just weren’t selling. Coupe sales were up but just couldn’t compensate for the loss on the sedan side. everyone at the meeting was part of “overhead” so there untenable position as the high cost producer was probably ignored. There was just no easy solution to unhealthy labor costs, inefficient plants, lousy economies of scale and a generally high fixed cost position. The elephant was in the room but ignored; in a triumph of hope over reality or perhaps just the enormity of the restructure that was needed. A small company with a large company cost structure needed major change. A difficult position that was much easier to ignore than address.
The pro side was more nuanced and required action. They would note that the two-year-old V-8 was a success and had increased sales at the high end of their sales book where profits were fatter. They had a relatively robust engine design even to the use of solid lifters like hot-rodder’s of the day yet pushing out only a puny 127HP. The engineering staff would advise that yes, output could be raised. Everyone would smile as engineering outlined dual exhausts, four-barrel carburetion and various tweaks could realize 175+ horsepower. Horsepower sold in the fifties.
High on the pro side would be the swoopy coupes styled in the very low mid-fifties European Manner with a long front and rear deck. Their reality was that the coupes were pretty and there were no funds or time for a new design anyway. There would be a lengthy discussion about increasing coupe sales. It would inevitably revolve around the heavy chrome bright work that GM was using on their cars and how it seemed to had goosed GM sales. All attendees would be very aware of how devoid of chrome Studebaker’s models were. The press and art world had applauded the stark beauty of their styling but the bread and butter sedans based on the pretty coupes were not selling. There was no money or time to design a separate sedan so they would default to an increase in bright trim to ape the successful Buick models.
Also on the pro side of the board would be the Packard money that filled Studebaker’s cash bucket. While both Studebaker and Packard were well off their breakeven points and awash in rising deficits, Packard had bought a significant dowry to the merger. It would all go.
The front end would be heavily modified. Someone would suggest they make it reflect the intake of a Jet fighter, “Super Saber.” Side trim would be devised and the parts bin hit heavily for simulated wire wheels, spot lights, bumper guards etc.. At the end they would be pleased with their efforts but still nervous about increasing showroom traffic. A dealer or sales manager would suggest creation of a show car like GM often did.
From here the ideas would cascade, make it unique, make it fast, use different color schemes. How about a luxury interior, different dashboard on a fully optioned “halo” car. Humm, a “halo” car implied enough cars to entice buyers into multiple showrooms, why not. Hey, lets call it “Speedster.” So, as I imagine was the basic concept of the Speedster devised. Time to cue the musical theme from “chariots of fire”, ah success.
There was little time so the designers would have to hurry to embellish the top of the line President coupes. A bright tiara would outline the wrap-around rear window. A pretty little crest and script spelling “Speedster” would grace the side trim running the length of the car. The optional center hood trim piece would be tweaked and trimmed in gold. Of course the most cost effective change would be three-tone paint schemes unique to the “Speedster.” The interior would be quality leather in a diamond-stitched pattern very popular with hot-rudders of the time. One of the designers would suggest a “machine-turned” face on the dashboard somewhat like the old Cord had used. It would be only a short leap to the use of wildly optimistic “Stewart Warner” reading 160MPH and 8,000RPM. The excitement of the moment would overshadow the lack of a glove box; perhaps they simply forgot it. By the time it came to market the Speedster was to be sold fully optioned except for the new air-conditioner units. The horsepower of the 1954 V-8 was increased from a modest 127 to a marketable 175HP, a 38% boost for the 55 President; the Speedster boasted 185HP to enhance it’s special place in the sales book. It was decided to build an initial twenty cars for the auto show circuit but they quickly decided on a limited production run that eventually totaled 2215 cars. The initial run of 20 cars all featured the outrageous lemon and lime paint combination to stand out at auto shows. The Speedster had entered center Stage of the automotive marketplace. That’s my story of creation and I’m sticking with it.
The Speedster came to market at $3,253 while you could purchase a Corvette at $2,800. Of course the Speedster seated 5 very comfortably while the wife’s purse could cramp the Corvette. The Speedster generated very large amounts of both general and automotive press and it was quite favorable. Everyone road tested it and a couple of the car magazines had two articles in the year. Motor life claimed an honest 110MPH; great stuff in 1955. It was evident that Studebaker was returning to the performance market after an absence of many years; John Dillinger drove Studebaker getaway cars in the thirties.
The limited production Speedster with its sporty, low slung “family sports car” persona did drive people to the show rooms and stimulated press interest. Once people were in those showrooms the Speedster “halo” cars work was done; it was then up to the regular Studebaker line of cars. I think that without the Speedster’s showroom stimulus Studebaker sales may have totally collapsed. It had held the line and pointed the way to the Hawks of the future.
In 1956 Studebaker fielded 11 automobile models, up two from 55. The Hawk lineup totaled four and was headed by the Golden Hawk. It sported the Packard V-8, engine turned dash similar to its Speedster predecessor and full gauges. All Hawks were on the 120.5 inch wheelbase and employed grill work reminiscent of Mercedes. The Flight Hawk was the entry coupe and came with only the Studebaker six. They were only to be a pillared coupe but true to form Studebaker produced quite a few open hardtop Flight Hawks mostly for export.
Studebaker cash flow was fast disappearing but the depth of their offerings in 1956 was astounding. Eleven models, two wheelbases, two V-8s and the largest line of coupes ever. By March of 56 S/P would be actively seeking a new merger partner to prop up their enterprise. By June Packard would cease to exist as a manufacturer with its own unique automobile platforms; henceforth Packard’s would be badge engineered Studebakers for a short while. A sad end for a pioneer company that began life in 1901. Two many models, lack of manufacturing scale, high labor costs and an inefficient factory operation combined to eventually doom Studebaker Packard.
The manufacturing complexity of many models with low volume production must have created a continual state of panic in South Bend. The company should have furnished tranquilizers to its engineering and accounting staff.
Yet there were lapses; in 1955 and 56 Studebaker had no 4 door wagons or convertibles. One wonders what impact a culling of models would have had. Maybe one Hawk model with only a Studebaker V-8 could have been offered at a more attractive price but with all the luxury accouterments on the money saved by elimination of all those models. Having the senior Studebakers on two different wheelbases had to cost more than the benefit you might gain. Studebaker wasn’t viable as a “full line” manufacturer for many decades; if they had consolidated models to increase value and dropped trucks might they still be with us? We’ll never know but it is a fact that well run companies will close or sell divisions that don’t meet profit or growth goals.
In 1957 you could have your Hawk with Studebaker’s own supercharged
V-8. Forever true to their roots Studebaker’s coupe era ended with the Gran Turisimo of 1962 and the Avanti of 1963. More milestone cars styled to transcend time with beauty that approached fine art and created on a budget that the “big three” wouldn’t consider adequate for door handle design.
The Speedster set Studebaker on the road to highly styled touring coupes. It was the direct ancestor of the Hawks despite the name change perhaps triggered by the confusion with Porsche. It was one of the first group of “factory hot-rods”, a trend that remains to this day. It’s a milestone car whose styling still turns heads today; I say Hoo-rah to the Speedster.
The Speedster name had been used by Studebaker before the depression and awkwardly enough was also being used by Porsche in 1955. I cannot think of another point in automotive history when a model name was in use by two unrelated Auto companies. There is no documentation but it seems reasonable to conclude that Porsche’s use of the Speedster moniker triggered Studebaker’s move to name their 1956 Sport Coupes “Hawks.”
It was in 1953 that the Studebaker, Loewy coupes pioneered the pretty touring coupes. The 55 Speedster was designed to exploit the strength of the Loewy design. The 1953 design was almost universally praised as a trendsetter but sales didn’t track the praise. Studebaker’s new design just wasn’t working, market share continued its slide. The quote "Glory is fleeting, but obscurity is forever." By Napoleon Bonaparte comes to mind.
Studebaker’s break-even point was nowhere in sight and 54 sales were horrid. Upon reflection it’s obvious that the quality lapses in the 1953 model launch had hurt badly. Then they had to face the fact that the sleek looking long wheelbase design on the coupe simply didn’t cleanly pass onto the shorter wheelbase, higher sedans. They sold more coupes but couldn’t overcome the loss of sedan sales. The sum-total of these lapses severely impacted sales for 53 and 54. The company was always conflicted; in order to break out of their miniscule market share niche they had to be different yet different, while capable of fostering large sales increases was inherently risky. Any mistake or misstep is a big mistake to a small company. Studebaker management had to be acutely aware of their marketplace peril.
1955 was a year of changes for the industry and Studebaker. The 6 volt electrics and the 6 quart, V-8 oil sump were in their last year. All wiring became vinyl coated, tires were tubeless across the board. The industry became enamored with the wrap-around windshield; a mid-year change that was very costly for Studebaker. They dropped their 1 ¾ inch exhaust and adopted a 2 inch only for 1955! Chevrolet and Plymouth were known to be fielding their first V-8s and all eyes would be focused on them.
It was into this “perils of Pauline” sort of atmosphere that the Speedster idea was born.
For 1955 the sales department and dealers seemed to take charge. They needed better sales and thought that they knew the design path that would lead them there. You can just imagine the pro and con blackboard as they wrestled with their position. The con side was now well known and dominated by the fact that sedans pay the bills and they just weren’t selling. Coupe sales were up but just couldn’t compensate for the loss on the sedan side. everyone at the meeting was part of “overhead” so there untenable position as the high cost producer was probably ignored. There was just no easy solution to unhealthy labor costs, inefficient plants, lousy economies of scale and a generally high fixed cost position. The elephant was in the room but ignored; in a triumph of hope over reality or perhaps just the enormity of the restructure that was needed. A small company with a large company cost structure needed major change. A difficult position that was much easier to ignore than address.
The pro side was more nuanced and required action. They would note that the two-year-old V-8 was a success and had increased sales at the high end of their sales book where profits were fatter. They had a relatively robust engine design even to the use of solid lifters like hot-rodder’s of the day yet pushing out only a puny 127HP. The engineering staff would advise that yes, output could be raised. Everyone would smile as engineering outlined dual exhausts, four-barrel carburetion and various tweaks could realize 175+ horsepower. Horsepower sold in the fifties.
High on the pro side would be the swoopy coupes styled in the very low mid-fifties European Manner with a long front and rear deck. Their reality was that the coupes were pretty and there were no funds or time for a new design anyway. There would be a lengthy discussion about increasing coupe sales. It would inevitably revolve around the heavy chrome bright work that GM was using on their cars and how it seemed to had goosed GM sales. All attendees would be very aware of how devoid of chrome Studebaker’s models were. The press and art world had applauded the stark beauty of their styling but the bread and butter sedans based on the pretty coupes were not selling. There was no money or time to design a separate sedan so they would default to an increase in bright trim to ape the successful Buick models.
Also on the pro side of the board would be the Packard money that filled Studebaker’s cash bucket. While both Studebaker and Packard were well off their breakeven points and awash in rising deficits, Packard had bought a significant dowry to the merger. It would all go.
The front end would be heavily modified. Someone would suggest they make it reflect the intake of a Jet fighter, “Super Saber.” Side trim would be devised and the parts bin hit heavily for simulated wire wheels, spot lights, bumper guards etc.. At the end they would be pleased with their efforts but still nervous about increasing showroom traffic. A dealer or sales manager would suggest creation of a show car like GM often did.
From here the ideas would cascade, make it unique, make it fast, use different color schemes. How about a luxury interior, different dashboard on a fully optioned “halo” car. Humm, a “halo” car implied enough cars to entice buyers into multiple showrooms, why not. Hey, lets call it “Speedster.” So, as I imagine was the basic concept of the Speedster devised. Time to cue the musical theme from “chariots of fire”, ah success.
There was little time so the designers would have to hurry to embellish the top of the line President coupes. A bright tiara would outline the wrap-around rear window. A pretty little crest and script spelling “Speedster” would grace the side trim running the length of the car. The optional center hood trim piece would be tweaked and trimmed in gold. Of course the most cost effective change would be three-tone paint schemes unique to the “Speedster.” The interior would be quality leather in a diamond-stitched pattern very popular with hot-rudders of the time. One of the designers would suggest a “machine-turned” face on the dashboard somewhat like the old Cord had used. It would be only a short leap to the use of wildly optimistic “Stewart Warner” reading 160MPH and 8,000RPM. The excitement of the moment would overshadow the lack of a glove box; perhaps they simply forgot it. By the time it came to market the Speedster was to be sold fully optioned except for the new air-conditioner units. The horsepower of the 1954 V-8 was increased from a modest 127 to a marketable 175HP, a 38% boost for the 55 President; the Speedster boasted 185HP to enhance it’s special place in the sales book. It was decided to build an initial twenty cars for the auto show circuit but they quickly decided on a limited production run that eventually totaled 2215 cars. The initial run of 20 cars all featured the outrageous lemon and lime paint combination to stand out at auto shows. The Speedster had entered center Stage of the automotive marketplace. That’s my story of creation and I’m sticking with it.
The Speedster came to market at $3,253 while you could purchase a Corvette at $2,800. Of course the Speedster seated 5 very comfortably while the wife’s purse could cramp the Corvette. The Speedster generated very large amounts of both general and automotive press and it was quite favorable. Everyone road tested it and a couple of the car magazines had two articles in the year. Motor life claimed an honest 110MPH; great stuff in 1955. It was evident that Studebaker was returning to the performance market after an absence of many years; John Dillinger drove Studebaker getaway cars in the thirties.
The limited production Speedster with its sporty, low slung “family sports car” persona did drive people to the show rooms and stimulated press interest. Once people were in those showrooms the Speedster “halo” cars work was done; it was then up to the regular Studebaker line of cars. I think that without the Speedster’s showroom stimulus Studebaker sales may have totally collapsed. It had held the line and pointed the way to the Hawks of the future.
In 1956 Studebaker fielded 11 automobile models, up two from 55. The Hawk lineup totaled four and was headed by the Golden Hawk. It sported the Packard V-8, engine turned dash similar to its Speedster predecessor and full gauges. All Hawks were on the 120.5 inch wheelbase and employed grill work reminiscent of Mercedes. The Flight Hawk was the entry coupe and came with only the Studebaker six. They were only to be a pillared coupe but true to form Studebaker produced quite a few open hardtop Flight Hawks mostly for export.
Studebaker cash flow was fast disappearing but the depth of their offerings in 1956 was astounding. Eleven models, two wheelbases, two V-8s and the largest line of coupes ever. By March of 56 S/P would be actively seeking a new merger partner to prop up their enterprise. By June Packard would cease to exist as a manufacturer with its own unique automobile platforms; henceforth Packard’s would be badge engineered Studebakers for a short while. A sad end for a pioneer company that began life in 1901. Two many models, lack of manufacturing scale, high labor costs and an inefficient factory operation combined to eventually doom Studebaker Packard.
The manufacturing complexity of many models with low volume production must have created a continual state of panic in South Bend. The company should have furnished tranquilizers to its engineering and accounting staff.
Yet there were lapses; in 1955 and 56 Studebaker had no 4 door wagons or convertibles. One wonders what impact a culling of models would have had. Maybe one Hawk model with only a Studebaker V-8 could have been offered at a more attractive price but with all the luxury accouterments on the money saved by elimination of all those models. Having the senior Studebakers on two different wheelbases had to cost more than the benefit you might gain. Studebaker wasn’t viable as a “full line” manufacturer for many decades; if they had consolidated models to increase value and dropped trucks might they still be with us? We’ll never know but it is a fact that well run companies will close or sell divisions that don’t meet profit or growth goals.
In 1957 you could have your Hawk with Studebaker’s own supercharged
V-8. Forever true to their roots Studebaker’s coupe era ended with the Gran Turisimo of 1962 and the Avanti of 1963. More milestone cars styled to transcend time with beauty that approached fine art and created on a budget that the “big three” wouldn’t consider adequate for door handle design.
The Speedster set Studebaker on the road to highly styled touring coupes. It was the direct ancestor of the Hawks despite the name change perhaps triggered by the confusion with Porsche. It was one of the first group of “factory hot-rods”, a trend that remains to this day. It’s a milestone car whose styling still turns heads today; I say Hoo-rah to the Speedster.
Monday, September 21, 2009
Monday, August 3, 2009
1955 Studebaker 259 V8 Engine Specs.
GENERAL SPECIFICATIONS
Model Designation: Commander V8: 16G8 (this engine was only used after Jan. 3, 1955) President V8: 6H
Wheel base: 2 & 4 door sedans: 116-1/2"; coupes & hardtop convertibles: 120-1/2; Land Cruiser: 120-1/2"
Valve Location: In head
Bore and Stroke: 3-9/16 x 3-1/4
Piston displacement, Cubic Inches: 259.2
Compression ratio: 7.50
Maximum Brake Horsepower: Commander 16G8: 162 @ 4500 RPMPresident V8 6H: 175 @ 4500 RPM (prior to Jan. 3, 1955)President V8 6H: 185 @ 4500 RPM (after Jan. 3, 1955)
Maximum Torque Lbs.Ft. @ RPM:Commander V8 15G8: 250 @ 2800 RPMPresident V8 6H: 250 @ 3000 RPM (prior to Jan. 3, 1955)President V8 6H: 258 @ 2800 RPM (after Jan. 3, 1955)
Normal Oil Pressure Pounds: 40
TUNE UP SPECIFICATIONS
Spark Plug Make: Champion H11
Spark Plug Gap, Inch: .035
Firing Order: 18436572 (front to rear: left bank: 1-3-5-7; right bank 2-4-6-8)
Ignition Timing: IGN on Vib. Damp.
Engine Idle Speed, RPM: 500
Cylinder Head Torque Lbs.Ft.: 60
Compression Pressure & Cranking Speed: 120 Min.
Voltage & Polarity: 6 volts, positive ground
PISTON AND RING SPECIFICATIONS
Fitting Pistons with Scale:Shim Thickness to use: .002 (1 inch wide feeler);
Pounds Pull on Scale:: 11 to 16
Ring End Gap: (Fit rings in tapered bores for clearance shown in tightest portion of ring travel.)Compression: .008Oil: .008
Clearance in Groove: Compression: .002-.0025; Oil: .0015-.002
Wristpin Diameter, Inch: .875
VALVE SPECIFICATIONS
Operating Clearance: Intake: .024 Hot Exhaust: .024 Hot
Valve Seat Angle, degrees: 45
Valve Timing: (BTDC = before top dead center; ATDC = after top dead center) Intake opens: 19 degrees BTDC Exhaust Closes: 6 ATDC
Valve Spring Pressure Pounds at Inches Length: Inner Spring: 50 @ 2-1/32
Valve Stem Clearance: Intake: .0015-.0035; Exhaust: .0015-.0035
Clearance for Timing Intake: .030
ENGINE BEARING SPECIFICATIONS
Connecting Rod Bearings: Journal Diameter, Inches: 1.99925-2.00025 Bearing Clearance, Inch: .0005-.00215 Rod End Play, Inch: .007-.012 Rod Bolt Tension: Lbs.Ft.: 52-54
Main Bearings: Journal Diameter, Inches: 2.4995-2.5000 Bearing clearance: .0006-.0027 Shaft End Play: .003-.006 (Thrust on front bearing) Main Bolt Tension: Lbs.Ft.: 88-93
CAPACITY DATA
Cooling System: Without heater: 17-1/4 quarts With heater: 18-3/4 quarts
Fuel Tank: 18 gallons
Engine Oil: 6 quarts
Transmission: w/out overdrive: 2-1/2 pint; with overdrive: 3-1/2; w/Auto. trans.: 9-1/2 quarts
Rear Axle: 3 pints
DELCO-REMY DISTRIBUTOR SPECIFICATIONS
Distributor part number: 1110839 (distributor rotates counter-clockwise when viewed from top)
Cam Angle, degrees: 28-34
Breaker Point opening, Inch: .013
Condenser Capacity: .20-.25 Mfds.
Breaker Arm Spring Tension: 17-21 Oz.
Centrifugal Advance: (degrees at RPM of distributor) Advance starts: 2-1/2 degrees @ 350 Full Advance: 17 degrees @ 1450
Vacuum Advance Data: Inches of Vacuum to Start Plunger Movement: 4-6 Inches of Vacuum for Full Plunger Travel: 10-1/2 - 12-1/2 Maximum Vacuum Advance, Dist. Degrees: 8
DELCO-REMY GENERATOR SPECIFICATIONS
Generator Number: 1102778 (generator rotates clockwise, 6 volts, positive ground)
Generator output: 45 amps @ 2450 RPM
Brush Spring Tension: 28 oz.
Field Current: 1.87 - 2.0 at 6 volts
DELCO-REMY REGULATOR SPECIFICATIONS
Regulator Number: 1118950
Cutout Relay: Voltage to close points: 6.4 Reverse Current to Open Points: 1 amp Armature Air Gap: .020
Voltage Regulator Setting: 7.4 volts
Current Regulator Setting: 45 amps
Current and voltage armature air gap, Inch: .075
DELCO-REMY STARTING MOTOR SPECIFICATIONS
Part number: 1107115, 1107116 (starter rotates clockwise)
Bush Spring Tension, Ounces: 24-28
No Load Test: 70 amps, 5.65 volts @ 5500 RPM
Torque Test: 550 Amps, 3.25 volts, Torque, Lbs.Ft.: 11
WHEEL ALIGNMENT SPECIFICATIONS
Caster, Degrees Limits: -1 to -2-1/2 Desired: -1-3/4
Camber, Degrees Limits: 0 to +1 Desired: +1/2
Toe-In, Inches: 1/16 to 1/8
Toe-Out on Turns, Degrees: (If toe-out is incorrect, when other adjustments are correct, look for bent steering arms.) Outer wheel: 20 Inner Wheel: 22-1/2 to 23-1/2
Kingpin Angle, or Steering Axis Degrees: (If king pin or spindle support angle are incorrect, but camber is correct, look for bent suspension arms or steering knuckle support) 6 @ 0 Camber
The Official Studebaker Reference Guide
1955
Lowey Commander Hardtop
President Coupe
Starting Serial Number: 16G6 Champion... G-1316501
Ser. 16G8 Commander... 8380601
Ser. 6H President... 7150001
Location: On plate on left front door post.
Starting Motor Serial Number: 16G6-Champion... 1138001
16G8-Commander... V-312701
6H-President... P-101
Location: 6 and straight 8 - Upper left side of cylinder block.
V8 - Top side front of cylinder block.
Production Information: Champion 50,368
Commander 58,792
President 24,666
General Specifications:
Model Wheelbase (In.) Tread (front) Tread (rear) Length Width Height Shipping Weight (lb.) Tire Size (In.)
16G6-Champion n/a n/a n/a 204 n/a n/a n/a 6.40-15
16G8-Commander n/a n/a n/a 240 n/a n/a n/a 6.70-15
6H-President n/a n/a n/a 206 n/a n/a n/a 7.10-15
General Engine Specifications:
Model # of Cyl - Bore & Stroke # of Main Bearings Type of Lifter Used Displacement Taxable H.P. Developed H.P. Max. Torque Compression Oil Pressure
Champion 6 Cyl. 6 - 3 x 4 3/8 4 Mech. Adj. 185 21.6 101 @ 4000 152 @ 1800 7.5 40
Commander - V8 * 8 - 3 9/16 x 2 13/16 5 Mech. Adj. 259 40.6 140 @ 4500 202 @ 2800 7.5 40
President - V8 8 - 3 9/16 x 3 1/4 5 Mech. Adj. 259 40.6 185 @ 4500 258 @ 3000 7.5 40
* After engine numbers 8397201; 8843001; 8958101; the engine was changed to the same engine of the President, except HP is only 162@4500 & torque is 250@2800.
Engine Tune-Up Specifications:
Model Plug Type Plug Gap Dwell Point Gap Ign. Timing Compression Inlet Tappet (hot) Exhaust Tappet (hot) Fuel Pressure Min. Engine Idle
16G6 Champion J7 .030 39 .020 2B 140 .016 .016 4 3/4 550
16G8 Commander H11 .035 31 .013 8B 130 .026 .026 4 3/4 550
6H President H11 .035 31 .013 4B 130 .026 .026 4 3/4 550
Table of Contents | Chapter 5 - Studebaker Cars - Postwar
====================================================================================================================
Studebaker applications and repair kits
Year Engine Model | - - - - - Carburetor - - - - - | Kit
1955 6 170 16G Champion Carter WE 2108 1209
1955 8 224 Commander (Early) Stromberg WW 6 115 537649 1233
1955 8 224 Commander A/T Stromberg WW 6 116 537879 386
1955 8 259 16G (Late) Stromberg WW 6 115 537649 1233
1955 8 259 6H President A/T Carter WCFB 2214 518
1955 8 259 6H President S/T Carter WCFB 2219 518
1955 8 259 6H President S/T Carter WCFB 2330 537887 518
Studebaker General Specs
FRAMES version
Year ProdTotal ModelDesignation WheelbaseInches WeightMin/Max TireSize WheelBoltPattern ValveLocation BoreandStroke PistonDisplacementCubicInches CompressionRatio(Standard) MaximumBrakeH.P.@R.P.M. MaximumTorqueLbs. Ft.@R.P.M. NormalOilPressLbs SparkPlugType SparkPlugGap PointGap DwellAngle FiringOrder IgnitionTimingBTDCorMark Grnd+/-Volts
1954 34,966 Champion 6 15G 116.5 2705/2950 6.40x15 5 x 4.5 In Block 3 x 4 169.6 7.50 85 @ 4000 138 @ 2400 40 J7 .025 .020 38-40 153624 2° +6
16,469 Champion Coupe 6 15G 120.5 2740/2825 6.40x15 5 x 4.5 In Block 3 x 4 169.6 7.50 85 @ 4000 138 @ 2400 40 J7 .025 .020 38-40 153624 2° +6
13,062 Commander V8 5H 116.5 3075/3120 7.10x15 5 x 4.5 In Head 3 3/8 x 3 1/4 232.6 7.50 127 @ 4000 202 @ 2000 40 H11 .035 .013 28-34 18436572 4° +6
11,059 Commander Coupe V8 5H 120.5 3180/3265 7.10x15 5 x 4.5 In Head 3 3/8 x 3 1/4 232.6 7.50 127 @ 4000 202 @ 2000 40 H11 .035 .013 28-34 18436572 4° +6
6,383 Land Cruiser V8 5H 120.5 3180/3180 7.10x15 5 x 4.5 In Head 3 3/8 x 3 1/4 232.6 7.50 127 @ 4000 202 @ 2000 40 H11 .035 .013 28-34 18436572 4° +6
1955 39,673 Champion 6 16G6 116.5 2740/2815 6.40x15 5 x 4.5 In Block 3 x 4 3/8 185.6 7.50 101 @ 4000 152 @ 1800 40 J7 .030 .020 38-40 153624 2° +6
10,701 Champion Coupe 6 16G6 120.5 2790/2985 6.70x15 5 x 4.5 In Block 3 x 4 3/8 185.6 7.50 101 @ 4000 152 @ 1800 40 J7 .030 .020 38-40 153624 2° +6
43,878 Commander V8 Early 16G8 116.5 3005/3080 6.70x15 5 x 4.5 In Head 3 9/16 x 2 13/16 224.3 7.50 140 @ 4500 202 @ 2800 40 H11 .035 .013 28-34 18436572 4° +6
Commander V8 Late 16G8 116.5 3005/3080 6.70x15 5 x 4.5 In Head 3 9/16 x 3 1/4 259.2 7.50 162 @ 4500 250 @ 2800 40 H11 .035 .013 28-34 18436572 4° +6
14,910 Commander Coupe V8 Early 16G8 120.5 3065/3275 6.70x15 5 x 4.5 In Head 3 9/16 x 2 13/16 224.3 7.50 140 @ 4500 202 @ 2800 40 H11 .035 .013 28-34 18436572 4° +6
Commander Coupe V8 Late 16G8 120.5 3065/3275 6.70x15 5 x 4.5 In Head 3 9/16 x 3 1/4 259.2 7.50 162 @ 4500 250 @ 2800 40 H11 .035 .013 28-34 18436572 4° +6
24,665 President V8 Early 6H 120.5 3110/3301 7.10x15 5 x 4.5 In Head 3 9/16 x 3 1/4 259.2 7.50 175 @ 4500 250 @ 3000 40 H11 .035 .013 28-34 18436572 4° +6
President V8 Late 6H 120.5 3110/3301 7.10x15 5 x 4.5 In Head 3 9/16 x 3 1/4 259.2 7.50 185 @ 4500 258 @ 2800 40 H11 .035 .013 28-34 18436572 4° +6
1956 21,731 Champion 6 56G 116.5 2780/2835 6.40x15 5 x 4.5 In Block 3 x 4 3/8 185 7.50 101 @ 4000 152 @ 1800 40 J7 .030 .020 38-40 153624 2° -12
4,949 Flight Hawk 6 56G 120.5 2780/2780 6.40x15 5 x 4.5 In Block 3 x 4 3/8 185 7.50 101 @ 4000 152 @ 1800 40 J7 .030 .020 38-40 153624 2° -12
2,236 Pelham 6 56G 116.5 3000/3000 6.40x15 5 x 4.5 In Block 3 x 4 3/8 185 7.50 101 @ 4000 152 @ 1800 40 J7 .030 .020 38-40 153624 2° -12
20,221 Commander V8 56B 116.5 3085/3140 6.70x15 5 x 4.5 In Head 3 9/16 x 3 1/4 259 7.80 170 @ 4500 260 @ 2800 40 H11 .035 .016 28-34 18436572 4° -12
7,095 Power Hawk V8 56B 120.5 3095/3095 6.70x15 5 x 4.5 In Head 3 9/16 x 3 1/4 259 7.50 170 @ 4500 260 @ 2800 40 H11 .035 .016 28-34 18436572 4° -12
3,333 Parkview V8 56B 116.5 3300/3300 6.70x15 5 x 4.5 In Head 3 9/16 x 3 1/4 259 7.80 170 @ 4500 260 @ 2800 40 H11 .035 .016 28-34 18436572 4° -12
17,243 President V8 56H 116.5 3180/3210 7.10x15 5 x 4.5 In Head 3 9/16 x 3 5/8 289 7.80 195 @ 4500 286 @ 2800 40 H11 .035 .016 28-34 18436572 4° -12
8,507 Classic V8 56H 120.5 3295/3295 7.10x15 5 x 4.5 In Head 3 9/16 x 3 5/8 289 7.80 195 @ 4500 286 @ 2800 40 H11 .035 .016 28-34 18436572 4° -12
3,050 Sky Hawk V8 56H 120.5 3215/3215 6.70x15 5 x 4.5 In Head 3 9/16 x 3 5/8 289 7.80 195 @ 4500 286 @ 2800 40 H11 .035 .016 28-34 18436572 4° -12
1,522 Pinehurst V8 56H 116.5 3395/3395 6.70x15 5 x 4.5 In Head 3 9/16 x 3 5/8 289 7.80 195 @ 4500 286 @ 2800 40 H11 .035 .016 28-34 18436572 4° -12
4,071 Golden Hawk V8 56J 120.5 3360/3360 7.10x15 5 x 4.5 In Head 4 x 3 1/2 352 9.50 275 @ 4600 380 @ 2800 45 N18-67B .035 .015 28-34 18436572 5° -12
1957 9,348 Scotsman 6 57G 116.5 2680/2875 6.40x15 5 x 4.5 In Block 3 x 4 3/8 185 7.8 101 @ 4000 152 @ 1800 40 J7 .030 .020 38-40 153624 2° -12
15,513 Champion 6 57G 116.5 2755/3015 6.40x15 5 x 4.5 In Block 3 x 4 3/8 185 7.8 101 @ 4000 152 @ 1800 40 J7 .030 .020 38-40 153624 2° -12
18,448 Commander V8 57B 116.5 3015/3355 6.70x15 5 x 4.5 In Head 3 9/16 x 3 1/4 259 8.0 180 @ 4500 260 @ 2800 40 H11 .035 .016 28-34 18436572 4° -12
5,684 President V8 57H 116.5 3170/3415 7.10x15 5 x 4.5 In Head 3 9/16 x 3 5/8 289 8.0 210 @ 4500 300 @ 2800 40 H11 .035 .016 28-34 18436572 4° -12
6,063 Classic V8 57H 120.5 3270/3270 7.10x15 5 x 4.5 In Head 3 9/16 x 3 5/8 289 8.0 210 @ 4500 300 @ 2800 40 H11 .035 .016 28-34 18436572 4° -12
4,283 Silver Hawk 6 57G 120.5 2790/2790 6.70x15 5 x 4.5 In Block 3 x 4 3/8 185 7.8 101 @ 4000 152 @ 1800 40 J7 .030 .020 38-40 153624 2° -12
11,035 Silver Hawk V8 57H 120.5 3185/3185 6.70x15 5 x 4.5 In Head 3 9/16 x 3 5/8 289 8.0 210 @ 4500 300 @ 2800 40 H11 .035 .016 28-34 18436572 4° -12
4,356 Golden Hawk V8 57H 120.5 3400/3400 7.10x15 5 x 4.5 In Head 3 9/16 x 3 5/8 289 7.5 275 @ 4500 333 @ 3200 40 H10 .035 .016 28-34 18436572 4° -12
1958 21,990 Scotsman 6 58G 116.5 2695/3030 6.40x15 5 x 4.5 In Block 3 x 4 3/8 185 7.8 101 @ 4000 152 @ 1800 40 J7 .030 .020 38-40 153624 2° -12
6,765 Champion 6 58G 116.5 2795/2835 6.40x15 5 x 4.5 In Block 3 x 4 3/8 185 7.8 101 @ 4000 152 @ 1800 40 J7 .030 .020 38-40 153624 2° -12
88 Scotsman V8 58B 116.5 3185/3420 6.70x15 5 x 4.5 In Head 3 9/16 x 3 1/4 259 8.3 180 @ 4500 260 @ 2800 40 H18Y .035 .016 28-34 18436572 4° -12
11,738 Commander V8 58B 116.5 3185/3420 6.70x15 5 x 4.5 In Head 3 9/16 x 3 1/4 259 8.3 180 @ 4500 260 @ 2800 40 H18Y .035 .016 28-34 18436572 4° -12
3,908 President V8 58H 116.5 3355/3365 8.00x14 5 x 4.5 In Head 3 9/16 x 3 5/8 289 8.3 225 @ 4500 305 @ 3000 40 H18Y .035 .016 28-34 18436572 4° -12
1,171 President V8 58H 120.5 3355/3365 8.00x14 5 x 4.5 In Head 3 9/16 x 3 5/8 289 8.3 225 @ 4500 305 @ 3000 40 H18Y .035 .016 28-34 18436572 4° -12
2,442 Silver Hawk 6 58G 120.5 2810/2810 7.50x14 5 x 4.5 In Block 3 x 4 3/8 185 7.8 101 @ 4000 152 @ 1800 40 J7 .030 .020 38-40 153624 2° -12
4,908 Silver Hawk V8 58H 120.5 3210/3210 7.50x14 5 x 4.5 In Head 3 9/16 x 3 5/8 289 8.3 210 @ 4500 300 @ 2800 40 H18Y .035 .016 28-34 18436572 4° -12
878 Golden Hawk V8 58H 120.5 3470/3470 8.00x14 5 x 4.5 In Head 3 9/16 x 3 5/8 289 7.8 275 @ 4500 333 @ 3200 40 H18Y .035 .016 28-34 18436572 4° -12
1959 78,798 Lark VI 6 Cyl 59S 108.5 2577/3470 5.90x15 5 x 4.5 In Block 3.00 x 4.00 170 8.3 90 @ 4000 145 @ 2000 40 J7 .030 .020 38-40 153624 2° -12
19,945 Lark VI 6 Cyl 59S 113 2577/3470 5.90x15 5 x 4.5 In Block 3.00 x 4.00 170 8.3 90 @ 4000 145 @ 2000 40 J7 .030 .020 38-40 153624 2° -12
16,539 Lark VIII V8 59V 108.5 2899/3225 6.40x15 5 x 4.5 In Head 3 9/16 x 3 1/4 259 8.8 180 @ 4500 260 @ 2800 40 H18Y .035 .016 28-34 18436572 4° -12
7,889 Lark VIII V8 59V 113 2899/3225 6.40x15 5 x 4.5 In Head 3 9/16 x 3 1/4 259 8.8 180 @ 4500 260 @ 2800 40 H18Y .035 .016 28-34 18436572 4° -12
2,417 Silver Hawk 6 59S 120.5 2795/2795 6.40x15 5 x 4.5 In Block 3.00 x 4.00 170 8.3 90 @ 4000 145 @ 2000 40 J7 .030 .020 38-40 153624 2° -12
5,371 Silver Hawk V8 59H 120.5 3140/3140 6.70x15 5 x 4.5 In Head 3 9/16 x 3 1/4 259 8.8 180 @ 4500 260 @ 2800 40 H18Y .035 .016 28-34 18436572 4° -12
GENERAL SPECIFICATIONS
Model Designation: Commander V8: 16G8 (this engine was only used after Jan. 3, 1955) President V8: 6H
Wheel base: 2 & 4 door sedans: 116-1/2"; coupes & hardtop convertibles: 120-1/2; Land Cruiser: 120-1/2"
Valve Location: In head
Bore and Stroke: 3-9/16 x 3-1/4
Piston displacement, Cubic Inches: 259.2
Compression ratio: 7.50
Maximum Brake Horsepower: Commander 16G8: 162 @ 4500 RPMPresident V8 6H: 175 @ 4500 RPM (prior to Jan. 3, 1955)President V8 6H: 185 @ 4500 RPM (after Jan. 3, 1955)
Maximum Torque Lbs.Ft. @ RPM:Commander V8 15G8: 250 @ 2800 RPMPresident V8 6H: 250 @ 3000 RPM (prior to Jan. 3, 1955)President V8 6H: 258 @ 2800 RPM (after Jan. 3, 1955)
Normal Oil Pressure Pounds: 40
TUNE UP SPECIFICATIONS
Spark Plug Make: Champion H11
Spark Plug Gap, Inch: .035
Firing Order: 18436572 (front to rear: left bank: 1-3-5-7; right bank 2-4-6-8)
Ignition Timing: IGN on Vib. Damp.
Engine Idle Speed, RPM: 500
Cylinder Head Torque Lbs.Ft.: 60
Compression Pressure & Cranking Speed: 120 Min.
Voltage & Polarity: 6 volts, positive ground
PISTON AND RING SPECIFICATIONS
Fitting Pistons with Scale:Shim Thickness to use: .002 (1 inch wide feeler);
Pounds Pull on Scale:: 11 to 16
Ring End Gap: (Fit rings in tapered bores for clearance shown in tightest portion of ring travel.)Compression: .008Oil: .008
Clearance in Groove: Compression: .002-.0025; Oil: .0015-.002
Wristpin Diameter, Inch: .875
VALVE SPECIFICATIONS
Operating Clearance: Intake: .024 Hot Exhaust: .024 Hot
Valve Seat Angle, degrees: 45
Valve Timing: (BTDC = before top dead center; ATDC = after top dead center) Intake opens: 19 degrees BTDC Exhaust Closes: 6 ATDC
Valve Spring Pressure Pounds at Inches Length: Inner Spring: 50 @ 2-1/32
Valve Stem Clearance: Intake: .0015-.0035; Exhaust: .0015-.0035
Clearance for Timing Intake: .030
ENGINE BEARING SPECIFICATIONS
Connecting Rod Bearings: Journal Diameter, Inches: 1.99925-2.00025 Bearing Clearance, Inch: .0005-.00215 Rod End Play, Inch: .007-.012 Rod Bolt Tension: Lbs.Ft.: 52-54
Main Bearings: Journal Diameter, Inches: 2.4995-2.5000 Bearing clearance: .0006-.0027 Shaft End Play: .003-.006 (Thrust on front bearing) Main Bolt Tension: Lbs.Ft.: 88-93
CAPACITY DATA
Cooling System: Without heater: 17-1/4 quarts With heater: 18-3/4 quarts
Fuel Tank: 18 gallons
Engine Oil: 6 quarts
Transmission: w/out overdrive: 2-1/2 pint; with overdrive: 3-1/2; w/Auto. trans.: 9-1/2 quarts
Rear Axle: 3 pints
DELCO-REMY DISTRIBUTOR SPECIFICATIONS
Distributor part number: 1110839 (distributor rotates counter-clockwise when viewed from top)
Cam Angle, degrees: 28-34
Breaker Point opening, Inch: .013
Condenser Capacity: .20-.25 Mfds.
Breaker Arm Spring Tension: 17-21 Oz.
Centrifugal Advance: (degrees at RPM of distributor) Advance starts: 2-1/2 degrees @ 350 Full Advance: 17 degrees @ 1450
Vacuum Advance Data: Inches of Vacuum to Start Plunger Movement: 4-6 Inches of Vacuum for Full Plunger Travel: 10-1/2 - 12-1/2 Maximum Vacuum Advance, Dist. Degrees: 8
DELCO-REMY GENERATOR SPECIFICATIONS
Generator Number: 1102778 (generator rotates clockwise, 6 volts, positive ground)
Generator output: 45 amps @ 2450 RPM
Brush Spring Tension: 28 oz.
Field Current: 1.87 - 2.0 at 6 volts
DELCO-REMY REGULATOR SPECIFICATIONS
Regulator Number: 1118950
Cutout Relay: Voltage to close points: 6.4 Reverse Current to Open Points: 1 amp Armature Air Gap: .020
Voltage Regulator Setting: 7.4 volts
Current Regulator Setting: 45 amps
Current and voltage armature air gap, Inch: .075
DELCO-REMY STARTING MOTOR SPECIFICATIONS
Part number: 1107115, 1107116 (starter rotates clockwise)
Bush Spring Tension, Ounces: 24-28
No Load Test: 70 amps, 5.65 volts @ 5500 RPM
Torque Test: 550 Amps, 3.25 volts, Torque, Lbs.Ft.: 11
WHEEL ALIGNMENT SPECIFICATIONS
Caster, Degrees Limits: -1 to -2-1/2 Desired: -1-3/4
Camber, Degrees Limits: 0 to +1 Desired: +1/2
Toe-In, Inches: 1/16 to 1/8
Toe-Out on Turns, Degrees: (If toe-out is incorrect, when other adjustments are correct, look for bent steering arms.) Outer wheel: 20 Inner Wheel: 22-1/2 to 23-1/2
Kingpin Angle, or Steering Axis Degrees: (If king pin or spindle support angle are incorrect, but camber is correct, look for bent suspension arms or steering knuckle support) 6 @ 0 Camber
The Official Studebaker Reference Guide
1955
Lowey Commander Hardtop
President Coupe
Starting Serial Number: 16G6 Champion... G-1316501
Ser. 16G8 Commander... 8380601
Ser. 6H President... 7150001
Location: On plate on left front door post.
Starting Motor Serial Number: 16G6-Champion... 1138001
16G8-Commander... V-312701
6H-President... P-101
Location: 6 and straight 8 - Upper left side of cylinder block.
V8 - Top side front of cylinder block.
Production Information: Champion 50,368
Commander 58,792
President 24,666
General Specifications:
Model Wheelbase (In.) Tread (front) Tread (rear) Length Width Height Shipping Weight (lb.) Tire Size (In.)
16G6-Champion n/a n/a n/a 204 n/a n/a n/a 6.40-15
16G8-Commander n/a n/a n/a 240 n/a n/a n/a 6.70-15
6H-President n/a n/a n/a 206 n/a n/a n/a 7.10-15
General Engine Specifications:
Model # of Cyl - Bore & Stroke # of Main Bearings Type of Lifter Used Displacement Taxable H.P. Developed H.P. Max. Torque Compression Oil Pressure
Champion 6 Cyl. 6 - 3 x 4 3/8 4 Mech. Adj. 185 21.6 101 @ 4000 152 @ 1800 7.5 40
Commander - V8 * 8 - 3 9/16 x 2 13/16 5 Mech. Adj. 259 40.6 140 @ 4500 202 @ 2800 7.5 40
President - V8 8 - 3 9/16 x 3 1/4 5 Mech. Adj. 259 40.6 185 @ 4500 258 @ 3000 7.5 40
* After engine numbers 8397201; 8843001; 8958101; the engine was changed to the same engine of the President, except HP is only 162@4500 & torque is 250@2800.
Engine Tune-Up Specifications:
Model Plug Type Plug Gap Dwell Point Gap Ign. Timing Compression Inlet Tappet (hot) Exhaust Tappet (hot) Fuel Pressure Min. Engine Idle
16G6 Champion J7 .030 39 .020 2B 140 .016 .016 4 3/4 550
16G8 Commander H11 .035 31 .013 8B 130 .026 .026 4 3/4 550
6H President H11 .035 31 .013 4B 130 .026 .026 4 3/4 550
Table of Contents | Chapter 5 - Studebaker Cars - Postwar
====================================================================================================================
Studebaker applications and repair kits
Year Engine Model | - - - - - Carburetor - - - - - | Kit
1955 6 170 16G Champion Carter WE 2108 1209
1955 8 224 Commander (Early) Stromberg WW 6 115 537649 1233
1955 8 224 Commander A/T Stromberg WW 6 116 537879 386
1955 8 259 16G (Late) Stromberg WW 6 115 537649 1233
1955 8 259 6H President A/T Carter WCFB 2214 518
1955 8 259 6H President S/T Carter WCFB 2219 518
1955 8 259 6H President S/T Carter WCFB 2330 537887 518
Studebaker General Specs
FRAMES version
Year ProdTotal ModelDesignation WheelbaseInches WeightMin/Max TireSize WheelBoltPattern ValveLocation BoreandStroke PistonDisplacementCubicInches CompressionRatio(Standard) MaximumBrakeH.P.@R.P.M. MaximumTorqueLbs. Ft.@R.P.M. NormalOilPressLbs SparkPlugType SparkPlugGap PointGap DwellAngle FiringOrder IgnitionTimingBTDCorMark Grnd+/-Volts
1954 34,966 Champion 6 15G 116.5 2705/2950 6.40x15 5 x 4.5 In Block 3 x 4 169.6 7.50 85 @ 4000 138 @ 2400 40 J7 .025 .020 38-40 153624 2° +6
16,469 Champion Coupe 6 15G 120.5 2740/2825 6.40x15 5 x 4.5 In Block 3 x 4 169.6 7.50 85 @ 4000 138 @ 2400 40 J7 .025 .020 38-40 153624 2° +6
13,062 Commander V8 5H 116.5 3075/3120 7.10x15 5 x 4.5 In Head 3 3/8 x 3 1/4 232.6 7.50 127 @ 4000 202 @ 2000 40 H11 .035 .013 28-34 18436572 4° +6
11,059 Commander Coupe V8 5H 120.5 3180/3265 7.10x15 5 x 4.5 In Head 3 3/8 x 3 1/4 232.6 7.50 127 @ 4000 202 @ 2000 40 H11 .035 .013 28-34 18436572 4° +6
6,383 Land Cruiser V8 5H 120.5 3180/3180 7.10x15 5 x 4.5 In Head 3 3/8 x 3 1/4 232.6 7.50 127 @ 4000 202 @ 2000 40 H11 .035 .013 28-34 18436572 4° +6
1955 39,673 Champion 6 16G6 116.5 2740/2815 6.40x15 5 x 4.5 In Block 3 x 4 3/8 185.6 7.50 101 @ 4000 152 @ 1800 40 J7 .030 .020 38-40 153624 2° +6
10,701 Champion Coupe 6 16G6 120.5 2790/2985 6.70x15 5 x 4.5 In Block 3 x 4 3/8 185.6 7.50 101 @ 4000 152 @ 1800 40 J7 .030 .020 38-40 153624 2° +6
43,878 Commander V8 Early 16G8 116.5 3005/3080 6.70x15 5 x 4.5 In Head 3 9/16 x 2 13/16 224.3 7.50 140 @ 4500 202 @ 2800 40 H11 .035 .013 28-34 18436572 4° +6
Commander V8 Late 16G8 116.5 3005/3080 6.70x15 5 x 4.5 In Head 3 9/16 x 3 1/4 259.2 7.50 162 @ 4500 250 @ 2800 40 H11 .035 .013 28-34 18436572 4° +6
14,910 Commander Coupe V8 Early 16G8 120.5 3065/3275 6.70x15 5 x 4.5 In Head 3 9/16 x 2 13/16 224.3 7.50 140 @ 4500 202 @ 2800 40 H11 .035 .013 28-34 18436572 4° +6
Commander Coupe V8 Late 16G8 120.5 3065/3275 6.70x15 5 x 4.5 In Head 3 9/16 x 3 1/4 259.2 7.50 162 @ 4500 250 @ 2800 40 H11 .035 .013 28-34 18436572 4° +6
24,665 President V8 Early 6H 120.5 3110/3301 7.10x15 5 x 4.5 In Head 3 9/16 x 3 1/4 259.2 7.50 175 @ 4500 250 @ 3000 40 H11 .035 .013 28-34 18436572 4° +6
President V8 Late 6H 120.5 3110/3301 7.10x15 5 x 4.5 In Head 3 9/16 x 3 1/4 259.2 7.50 185 @ 4500 258 @ 2800 40 H11 .035 .013 28-34 18436572 4° +6
1956 21,731 Champion 6 56G 116.5 2780/2835 6.40x15 5 x 4.5 In Block 3 x 4 3/8 185 7.50 101 @ 4000 152 @ 1800 40 J7 .030 .020 38-40 153624 2° -12
4,949 Flight Hawk 6 56G 120.5 2780/2780 6.40x15 5 x 4.5 In Block 3 x 4 3/8 185 7.50 101 @ 4000 152 @ 1800 40 J7 .030 .020 38-40 153624 2° -12
2,236 Pelham 6 56G 116.5 3000/3000 6.40x15 5 x 4.5 In Block 3 x 4 3/8 185 7.50 101 @ 4000 152 @ 1800 40 J7 .030 .020 38-40 153624 2° -12
20,221 Commander V8 56B 116.5 3085/3140 6.70x15 5 x 4.5 In Head 3 9/16 x 3 1/4 259 7.80 170 @ 4500 260 @ 2800 40 H11 .035 .016 28-34 18436572 4° -12
7,095 Power Hawk V8 56B 120.5 3095/3095 6.70x15 5 x 4.5 In Head 3 9/16 x 3 1/4 259 7.50 170 @ 4500 260 @ 2800 40 H11 .035 .016 28-34 18436572 4° -12
3,333 Parkview V8 56B 116.5 3300/3300 6.70x15 5 x 4.5 In Head 3 9/16 x 3 1/4 259 7.80 170 @ 4500 260 @ 2800 40 H11 .035 .016 28-34 18436572 4° -12
17,243 President V8 56H 116.5 3180/3210 7.10x15 5 x 4.5 In Head 3 9/16 x 3 5/8 289 7.80 195 @ 4500 286 @ 2800 40 H11 .035 .016 28-34 18436572 4° -12
8,507 Classic V8 56H 120.5 3295/3295 7.10x15 5 x 4.5 In Head 3 9/16 x 3 5/8 289 7.80 195 @ 4500 286 @ 2800 40 H11 .035 .016 28-34 18436572 4° -12
3,050 Sky Hawk V8 56H 120.5 3215/3215 6.70x15 5 x 4.5 In Head 3 9/16 x 3 5/8 289 7.80 195 @ 4500 286 @ 2800 40 H11 .035 .016 28-34 18436572 4° -12
1,522 Pinehurst V8 56H 116.5 3395/3395 6.70x15 5 x 4.5 In Head 3 9/16 x 3 5/8 289 7.80 195 @ 4500 286 @ 2800 40 H11 .035 .016 28-34 18436572 4° -12
4,071 Golden Hawk V8 56J 120.5 3360/3360 7.10x15 5 x 4.5 In Head 4 x 3 1/2 352 9.50 275 @ 4600 380 @ 2800 45 N18-67B .035 .015 28-34 18436572 5° -12
1957 9,348 Scotsman 6 57G 116.5 2680/2875 6.40x15 5 x 4.5 In Block 3 x 4 3/8 185 7.8 101 @ 4000 152 @ 1800 40 J7 .030 .020 38-40 153624 2° -12
15,513 Champion 6 57G 116.5 2755/3015 6.40x15 5 x 4.5 In Block 3 x 4 3/8 185 7.8 101 @ 4000 152 @ 1800 40 J7 .030 .020 38-40 153624 2° -12
18,448 Commander V8 57B 116.5 3015/3355 6.70x15 5 x 4.5 In Head 3 9/16 x 3 1/4 259 8.0 180 @ 4500 260 @ 2800 40 H11 .035 .016 28-34 18436572 4° -12
5,684 President V8 57H 116.5 3170/3415 7.10x15 5 x 4.5 In Head 3 9/16 x 3 5/8 289 8.0 210 @ 4500 300 @ 2800 40 H11 .035 .016 28-34 18436572 4° -12
6,063 Classic V8 57H 120.5 3270/3270 7.10x15 5 x 4.5 In Head 3 9/16 x 3 5/8 289 8.0 210 @ 4500 300 @ 2800 40 H11 .035 .016 28-34 18436572 4° -12
4,283 Silver Hawk 6 57G 120.5 2790/2790 6.70x15 5 x 4.5 In Block 3 x 4 3/8 185 7.8 101 @ 4000 152 @ 1800 40 J7 .030 .020 38-40 153624 2° -12
11,035 Silver Hawk V8 57H 120.5 3185/3185 6.70x15 5 x 4.5 In Head 3 9/16 x 3 5/8 289 8.0 210 @ 4500 300 @ 2800 40 H11 .035 .016 28-34 18436572 4° -12
4,356 Golden Hawk V8 57H 120.5 3400/3400 7.10x15 5 x 4.5 In Head 3 9/16 x 3 5/8 289 7.5 275 @ 4500 333 @ 3200 40 H10 .035 .016 28-34 18436572 4° -12
1958 21,990 Scotsman 6 58G 116.5 2695/3030 6.40x15 5 x 4.5 In Block 3 x 4 3/8 185 7.8 101 @ 4000 152 @ 1800 40 J7 .030 .020 38-40 153624 2° -12
6,765 Champion 6 58G 116.5 2795/2835 6.40x15 5 x 4.5 In Block 3 x 4 3/8 185 7.8 101 @ 4000 152 @ 1800 40 J7 .030 .020 38-40 153624 2° -12
88 Scotsman V8 58B 116.5 3185/3420 6.70x15 5 x 4.5 In Head 3 9/16 x 3 1/4 259 8.3 180 @ 4500 260 @ 2800 40 H18Y .035 .016 28-34 18436572 4° -12
11,738 Commander V8 58B 116.5 3185/3420 6.70x15 5 x 4.5 In Head 3 9/16 x 3 1/4 259 8.3 180 @ 4500 260 @ 2800 40 H18Y .035 .016 28-34 18436572 4° -12
3,908 President V8 58H 116.5 3355/3365 8.00x14 5 x 4.5 In Head 3 9/16 x 3 5/8 289 8.3 225 @ 4500 305 @ 3000 40 H18Y .035 .016 28-34 18436572 4° -12
1,171 President V8 58H 120.5 3355/3365 8.00x14 5 x 4.5 In Head 3 9/16 x 3 5/8 289 8.3 225 @ 4500 305 @ 3000 40 H18Y .035 .016 28-34 18436572 4° -12
2,442 Silver Hawk 6 58G 120.5 2810/2810 7.50x14 5 x 4.5 In Block 3 x 4 3/8 185 7.8 101 @ 4000 152 @ 1800 40 J7 .030 .020 38-40 153624 2° -12
4,908 Silver Hawk V8 58H 120.5 3210/3210 7.50x14 5 x 4.5 In Head 3 9/16 x 3 5/8 289 8.3 210 @ 4500 300 @ 2800 40 H18Y .035 .016 28-34 18436572 4° -12
878 Golden Hawk V8 58H 120.5 3470/3470 8.00x14 5 x 4.5 In Head 3 9/16 x 3 5/8 289 7.8 275 @ 4500 333 @ 3200 40 H18Y .035 .016 28-34 18436572 4° -12
1959 78,798 Lark VI 6 Cyl 59S 108.5 2577/3470 5.90x15 5 x 4.5 In Block 3.00 x 4.00 170 8.3 90 @ 4000 145 @ 2000 40 J7 .030 .020 38-40 153624 2° -12
19,945 Lark VI 6 Cyl 59S 113 2577/3470 5.90x15 5 x 4.5 In Block 3.00 x 4.00 170 8.3 90 @ 4000 145 @ 2000 40 J7 .030 .020 38-40 153624 2° -12
16,539 Lark VIII V8 59V 108.5 2899/3225 6.40x15 5 x 4.5 In Head 3 9/16 x 3 1/4 259 8.8 180 @ 4500 260 @ 2800 40 H18Y .035 .016 28-34 18436572 4° -12
7,889 Lark VIII V8 59V 113 2899/3225 6.40x15 5 x 4.5 In Head 3 9/16 x 3 1/4 259 8.8 180 @ 4500 260 @ 2800 40 H18Y .035 .016 28-34 18436572 4° -12
2,417 Silver Hawk 6 59S 120.5 2795/2795 6.40x15 5 x 4.5 In Block 3.00 x 4.00 170 8.3 90 @ 4000 145 @ 2000 40 J7 .030 .020 38-40 153624 2° -12
5,371 Silver Hawk V8 59H 120.5 3140/3140 6.70x15 5 x 4.5 In Head 3 9/16 x 3 1/4 259 8.8 180 @ 4500 260 @ 2800 40 H18Y .035 .016 28-34 18436572 4° -12
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