1953 Studebaker

[Bob Drury]

  John, great looking build.
  If you are thinking about ever running on the salt, do yourself a big favor and paint the inside of the front fenders, rear quarter panels, and ESPECIALLY the inner body shell (inside the quarter panels) with at least a good epoxy paint.
  These are the places that you can never get the salt out of, especially at the "B" pillar.
  If I was starting over, I would powder coat the whole darn car.
  At least I was savy enough to do the entire chassis..................
  After fourteen years on the salt, I know.........
                                                  Good Luck, Bob

[John (Maryland)]

Thanks for the tips on the window net and salt.

The transmission cross member has been enhanced for greater strength.

[Rex Schimmer]

John,
Just a question regarding your front suspension set up. I was looking at the front suspension assembly and noticed that the upper arm axis of rotation is at, what appears to be, a much larger angle to the car center line than the much longer lower control arm. I would think that this combination would, cause a negative caster gain as the suspension moves down, i.e. the top of the spindle looks like it will move forward related to the lower mount which would decrease caster in compression. Any reason for this? if this is infact the situation.

Rex

[John (Maryland)]

John.

Hello Rex.

The car has been built to be as stock as feasible.  The frame is stock from the front tips to the rear main cross member although it has been strengthened (cannot be seen from photos). 

The aftermarket front-end kit (heavily modified) has the same geometric format as the original car, but with rack and pinion steering.  The a–arms are different lengths similar to the original design.

The photo is an oblique shot distorting the actual condition, some shims have been pulled, and the car is resting on blocks above the lower arms so I can move it.  As she sits, ride height is lower than planned, but could be run at that height, which is quite low.  The rear can be lowered a couple more inches.

Quick look shows 0-cam, 7-cas and 1/4-ti with substantial adjustment leeway.  I am still in rough assembly, but will be setting initial ride height and taking gauge readings.

John.

[Rex Schimmer]

John,
Thanks for the reply, always good to run it low. Very nice car and build, I love Studies and I am sure you will go fast. Any thoughts about running an ex NASCAR engine for C class? I think they are about the best bargain around HP/$.

Rex

[John (Maryland)]

Rex.

Funny you should mention that.  I have had several conversations with Keith Dorton of Automotive Specialists, about an ex Rick H. 358 SB2.  I had some questions, he had many answers (a man of profound knowledge), and shared some  insights about his engines. 

If I make it to Maxton, he invited me to stop in as there are some questions about fitting the engine bay; space for a driver-side, 5 stage, he has done lefties.  It was great talking to him; nice fellow, very helpful. 

I asked him about about backing out some power by initially running a two barrel and less timing, He said they do not run much timing and it would be better to go with a small 4 barrel and adjust the cam - could get it down to 700-hp for the combination discussed; 700 is good number for me.

I am looking at a number of engine combinations, but I have a problem, I'm a Mechanical Enginner that likes race engines, every one.

Regards.
John.

[Rex Schimmer]

John,
Dorton is a pretty neat guy, and sure knows how to make HPs, I talked to him at Speed Week and sure learned alot. He told me he built an engine out to the "C" class limit of 370 cu. in and it made "over 900 HP" and I heard it was just this side of 950! He has a special intake manifold that mounts the Holly 1050 carb that is supposed to work well. He has lots of motors in Bonneville record cars, most seem to be from the East Coast and South. Detuned to 700 one of those engines could last for every.

Rex

[interested bystander]

Besides the obvious ex/NASCAR motors, the now defunct (at least as a National Event class) NHRA Pro Stock Truck motors @ 358''  made around 945 BHP, maybe a bit too "cammy" for LSR , but they are available @ discounted prices, too.

[Kiwi Paul]

One of the more impressive Dorton motors I saw at Speedweek was Shaen Magan`s blown 300 inch piece. 243 mph on Gas, in a less than aero, fifteen plus year old Streeet Roadster....ooooffffff.....

[John (Maryland)]

The entire automotive industry has benefited from the fine work of these engine builders.

[krusty]

 
     We have used Keith's engines to set records in 7 different classes in two different chassis. You would be hard pressed to find a better engine builder. What I see as the big difference in the NASCAR and NHRA engines is that the Cup stuff has been developed to run at high rpms for extended periods of time, the drag motors not so much (less than 10 sec.). PM me if you'dlike to discuss this option further.  vic 

[wheelrdealer]

John:

That is one sweet CGALT. Great build. Cannot wait to see it.

Bill

[John (Maryland)]

Bill.
 
TNXs.  You car is really coming along - I watched the video, a potent D motor, sounds great.

John.

[John (Maryland)]

My Grandson took some photos after we installed the transmission.  John.

[Rex Schimmer]

John,
You might read back thru the thread on John Weatherwax's 34 roadster build. He uses a Liberty tranny and started out with the same shifting set up you have but found out that you have to hold it in gear and that only left one hand for the steering wheel. He converted to the air shift set up.

Rex