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s2dbkr
08-22-2013, 06:05 PM
Bought a '63 Lark, the engine block # PCJ043 indicates 289 built in Sept. 04/63, but the VIN # 063V21543 indicates it to have had a 259 with the letter 'V'.
Now either the motor was swapped at one time or someone has changed the VIN, which is no big deal, it's still registered in my province with that VIN.
The motor is a partial flow with 4 bolt valve covers, but was a partial flow built in '63 or were they now using full flow.

http://i4.photobucket.com/albums/y110/bulletnose/63%20Studebaker%20Lark/006_zpsdff99064.jpg (http://s4.photobucket.com/user/bulletnose/media/63%20Studebaker%20Lark/006_zpsdff99064.jpg.html)

http://i4.photobucket.com/albums/y110/bulletnose/63%20Studebaker%20Lark/008_zps92f1cd90.jpg (http://s4.photobucket.com/user/bulletnose/media/63%20Studebaker%20Lark/008_zps92f1cd90.jpg.html)

http://i4.photobucket.com/albums/y110/bulletnose/63%20Studebaker%20Lark/007_zps9f2af162.jpg (http://s4.photobucket.com/user/bulletnose/media/63%20Studebaker%20Lark/007_zps9f2af162.jpg.html)

41 Frank
08-22-2013, 06:14 PM
V in the serial number only indicates the vehicle was built as a V-8 model. It would have an S if it was built as a six. All '63 V-8 engines were full flow. The number on the door post is a serial number and not much info can be gleaned from it. VIN #'s didn't come along till later.

Skip Lackie
08-22-2013, 06:24 PM
You're confusing vehicle serial numbers with engine numbers. The number 63V21543 should be the vehicle number on the A pillar. The V just means it's a V8, not necessarily a 259. If that is a partial-flow engine, then it cannot have been built in 1963. Either the number is wrong, or someone stamped a 63/64 engine number on an earlier engine.

Skip Lackie
08-22-2013, 06:25 PM
Duplicate -- deleted.

s2dbkr
08-22-2013, 07:15 PM
The plate is missing from inside the drivers door A pillar. It was last licensed for the road in '79 and has been sitting in a barn for 34 years.
The registration that came with the car has the license plate number on it which is still attached to the car.
I managed to post the links in my first message of the engine showing the oil filter above the motor on the front passenger side indicating a partial flow motor, if I'm correct.
Is the partial flow a good engine, but not as desirable as the full flow ? Is it worth rebuilding and converting over, if possible. What are the chances of supercharging it.
Are there any performance parts for it.

41 Frank
08-22-2013, 07:54 PM
You are correct, it is a partial flow engine. The non full flow is a good engine but not as desirable as a full flow. It cannot be converted to full flow. Your pictures indicate this to be a pre 1960 engine.

BobPalma
08-22-2013, 08:45 PM
What Frank said.

Before you try to start it, be sure to connect the outlet of the fuel line to the carburetor! :woot: BP

StudeRich
08-22-2013, 08:53 PM
PC1043 is a 1956 President 289 built in Canada. Look again at that "J"!

The Car however, was South Bend Built.

It does not appear that this Engine has ever ran in this Car. I say that because the fuel line was transferred from the President with a WCFB Four Barrel Carb. with Fuel Line going to the rear and as Bob noticed the line cannot connect to the right side facing, needle and Seat.

The Intake Manifold, Carburetor Stromberg WW 6-130, Water Manifold and Alternator appear to be from the US '63 Lark.

Of course it will also need a Water Pump, new properly routed and clamped Rad. Hoses, Fan and Power Steering Belts etc, etc.

s2dbkr
08-23-2013, 08:06 AM
When I first read the block #, I read the ' 1 ' as an ' I ' and since there were no I's released in the codes, I assumed it must be a ' J '.
It makes sense now that it's PC1043 and not PCJ043.
So what I have then is a '56 President 289, and the intake has been changed.
Also how did you determine it was from South Bend, from the registration # ?
Thank you all for your help.

StudeRich
08-23-2013, 12:09 PM
/Cut/When So what I have then is a '56 President 289, and the intake has been changed.
Also how did you determine it was from South Bend, from the registration # ?
Thank you all for your help.

Actually more than the Intake has been changed, as I said.

The Car Serial Number Plate would have read: 63V21643 the extra 0 in front was added by the Licensing people on your Title/Registration Card.
It would have been 63VC for Canada Built V8 '63 Studebakers.

s2dbkr
08-23-2013, 12:48 PM
thank you ... good to know

Dick Steinkamp
08-23-2013, 01:42 PM
You are correct, it is a partial flow engine. The non full flow is a good engine but not as desirable as a full flow. It cannot be converted to full flow. Your pictures indicate this to be a pre 1960 engine.

Frank,
IIRC, Malcom Berry and/or Phil Harris had put together a kit to convert a partial flow to full flow. I'm not sure if they are still marketing it. Phil can be reached at...

Fairborn Studebaker
4300 State Route 235
Fairborn, Ohio 45324
PHONE: (937) 878-1576
Fax: (937) 878-8172

E-mail us:
stude6@yahoo.com

s2dbkr
08-23-2013, 02:09 PM
That's interesting Dick , thanks for adding that.

I found the following blurb when googling the difference between partial flow and full flow.
Plus this discussion on the Forum.
http://forum.studebakerdriversclub.com/showthread.php?46568-62-64-Studebaker-V8-full-flow-blocks-versus-51-62-by-pass-filter-blocks-a-discussion

Partial - Full Flow engines
------------

Partial-flow" blocks refer to blocks not having an oil filter
passage. Mid 1962 and all earlier engines.

They either have NO filter, or have an add-on
that filters by tapping into a cylinder head oil passage to filter PART
of the oil flow.

In spite of what some may say, a partial flow
filter is much better than none. Chrysler engineers determined that even
a partial flow system filters all the crankcase oil every 6 to 10
minutes.

So if the engine has none, it is still very much worth
installing a partial flow filter.

Just make sure you have the right plumbing because there is a restrictor
orifice that is needed to prevent dumping your oil pressure down the
return line.

If you suddenly get really low oil pressure after
installation, the restrictor is missing.

The older (partial flow) blocks were the
most perfect and the strongest of the castings, tho that usually does
not matter with Studes extra strong engines. Even the "weaker" Stude
blocks are much stronger than the BrandX thinwall softblocks. The extra
weight Stude carries is the actually it's greatest asset.

The partial flow blocks could safely take a
larger bore than the later blocks. But even the later blocks can easily
take .125 safely. I've heard of over .150 being done safely on late full
flow blocks.

-----------
Refit to Full-Flow -the change took place on or about April 17th at engine number S-248301 for 6's
and V-559387 for V8's.

----------------------

The later full-flow blocks were also extremely
tough, but when Stude quickly reworked their sand molds in mid 62 to
include the extra passages, they had a bit of core shift.

That will not affect anything even on high powered
engines EXCEPT when you get to the really too-large overbores.

If you plan to build a 310 or larger like some have, then you want an
early block with thick and even walls instead of the thick on one side
and thin on the other late blocks. That will not matter to most hot
rodders, but if you go extreme, do it with the thicker early blocks.

The later blocks with full flow filters will
take the same heads, bearings, oil pumps, manifolds etc as the others.
You can put all the usual parts, crank, pistons etc on either style of
block as long as you have the same cylinder bore.. 55 on up had the same
bores.

51 to 54 have very small cylinders, very small valves
and extra large valve lifters, so most people avoid them, but those are
the same engines that Ted used to stay the NHRA National champ for
several years and get into HotRod mag a few times, so they CAN be made
to go fast. Another customer of ours set a Bonneville speed record just
a few years ago with a sleeved down 232.


Somewhere in mid 61 or 62 I believe, Stude
changed the pushrod length slightly.

When building an engine, be sure to line up all pushrods together to
make sure you do not have a mixed set.

I will go to PhotoPoint then post some urls to show the difference and
how to tell late rocker arms from early rockers.

I hope this makes putting together
an engine easier...

Now ask me how to make it really fly with some big valve cylinder heads.

( DJLevesque@webtv.net (David Levesque) Sep 2001)
-----------------------------

I believe the Studebaker service engines had a stamped clover leaf vs. a
serial number.
oldcarfart@aol.com sep 2001
----------------

-------------
-BLOCK DATA
---------------

259 Cubic inch engines

3.5625 Bore X 3.25 Stroke (3 9/16 X 3 1/4)
---------------------
Standard and Avanti 289 Cubic inch R1 / R2 engines
289 Cubic inch engine - 3.5625 Bore X 3.625 Stroke (3 9/16 X 3 5/8)

CID = Bore X bore X Stroke X # of cylinders X .7854
-------------------------------------
304.5 cubic inch engines
Avanti R3/R4 engines

289 cubic inch overbored 3/32" (.09375) same stroke

3.5625 + .09375 = 3.65626 ( 3 21/32")

You must be very careful when overboring to this degree. The R3 blocks
were specially selected by the factory to have almost perfectly centered
bores so that the R3 304.5 cid bore would not excessively thin or penetrate
the cylinder wall.

-------------
Ford 312 CID Y-block standard pistons can be fitted to a Stude 289 with a .156 overbore which yields 314.93 Cubic inches.

Ford 6 cylinder pistons can also be used and reversed in the cylinder for better torque ( more info when received)

last Sept 2001
------------
305 Chevy pistons will only work if you bore out a stock 289
by 140 thousandths. I just did it. Scared the hell out of me boring the
block that much but it looks to be OK or so I'm hoping when it all gets
reassembled. The stock Chevy 305 piston is 3.700" and a stock 289 is 3.56 or
thereabouts.