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6hk71400
10-15-2015, 02:41 PM
I just sorta fell into a 60 lark while helping with a clean up. It has the flathead six but the head is off and don't know how long it has been that way. I also was given a 53 champion complete engine that is turns freely.

Should I just free up the 60 and place the head from the 53 on it? Or should I change the clutch, bell housing from the 53 to the 60 and stab the engine in the lark? I also have a 58 3 speed and overdrive where the 60 is a straight 3 speed.

Quick but maybe not so easy way to have a running around town Studebaker.

Bob Miles
Tucson AZ

StudeRich
10-15-2015, 03:20 PM
There were issues with swapping early 170 Sixes and late ones. Something about the Oil Pans, Oil pumps, Engine Mounts, Clutch Housings etc., etc.
(Studebaker) SASCO had mod kits to be able to use up all those '59-'60 Lark Six Engines they had in early pre-'55 or earlier cars, I seem to remember it was mostly the '47-'50 Models with the Plannar Transverse Leaf Suspension though. I wish I could remember all the details. :(

I just never was into Sixes enough to care.

studegary
10-15-2015, 03:46 PM
If you can easily get the original engine in the 1960 to turn over, I would put the 1953 head on it and get it running. If it takes more than that, I would put a V8 in the car (assuming the rest of the car warrants that).

rockinhawk
10-15-2015, 03:55 PM
There is probably a reason why the head is off. I would install the "good" engine if you know it runs well. you should have all the parts and pieces on hand if the car is complete other than the head. Go through the 60 engine while you have it out so you can swap in a rebuilt engine if the 53 doesn't prove out.

52-fan
10-15-2015, 05:29 PM
I don't know about the 53 models, but I tried to put a service kit engine in a 47 Studebaker pickup and the engine plates were different. If I remember right, the back of the block changed when the 185 came out. Someone will surely know the details.

garyash
10-15-2015, 08:44 PM
The 1959-60 heads were 8:1 compression, higher than the earlier 6.5:1 ratio. There were lots of leftover 1960 heads so it shouldn't be too hard to find one. These should deliver 5-10 more hp. The NOS head I found did need to be milled about 0.010" to make it flat, but maybe I got another 0.3-0.5 compression ratio from that.

jclary
10-15-2015, 09:09 PM
If possible, I'd keep each engine's bellhousing with it's mated block. Otherwise, you'll need to go though the "dial-in" process. Some are thinking about the difference in oil pans on late 1940 engines that had the oil sump in front, rather than the rear. I have a 48 coupe with a 53 engine. The '48 oil pan bolted right on, along with the '48 manifold, carburetor, and distributor. Probably wouldn't have worked if the engine had been a 185, but the replacement '53 engine worked just fine.

I dialed in the '48 bellhousing, but if you are able to keep mated dialed in bellhousing to block combination, you are ahead of the game.

DieselJim
10-15-2015, 09:35 PM
SI in South Bend has a ton of nos heads. Both champion and the 245.

6hk71400
10-16-2015, 12:33 PM
Thanks for the advice. Probably should look into cleaning up the 60, get it free then get a head for it. Most people when they figure there is a problem with any car the first thing they do is take the head off and leave it. I have a 61 lark wagon in my back yard that the head was taken off in 1972 and that is how it is now. Of course, the 1961 probably did have a head problem!

Bob Miles
Tucson AZ

gordr
10-17-2015, 12:07 PM
When Studebaker stroked the 170 to 185 for the '55 model year, they raised the deck height of the block, and also made the main bearing journals much larger. I think the crankshaft flange remained the same, not certain. The 170 for the Larks continued with the taller deck block of the 185, and the large journals, but they destroked the crank.

jclary
10-17-2015, 12:28 PM
When Studebaker stroked the 170 to 185 for the '55 model year, they raised the deck height of the block, and also made the main bearing journals much larger. I think the crankshaft flange remained the same, not certain. The 170 for the Larks continued with the taller deck block of the 185, and the large journals, but they destroked the crank.

Thanks for that tid-bit of technical info, gordr. I knew about the deck height change for the 185, but not the part regarding the crank. I suppose, in the same way the V8 retained it's outside dimensions through the changes, mechanical surgery on the "innards" made the most sense.