My question to the people of the forum is how many people going to South Bend swap meet willing to pay $350.00 for a good full flow block and caps with free delivery to South Bend or along my route I-80???
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How many people would like to have a full flow block for next project??
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So are you talking about a bare Block?
Caps meaning Main Bearing Caps, but no Crank, Cam, Pistons, Heads etc.?
I can see how this or several of them would be much more "handle able" on a long trip than the other options like a Full Block.StudeRich
Second Generation Stude Driver,
Proud '54 Starliner Owner
SDC Member Since 1967
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full flow blocks came around in the late 62 production (around april 62) to the closing of the foundry in 1964. They have the oil filter provision in the right rear of the block thus using a full flow oil filter rather than the filter that was optional before then which was mounted on the oil inlet tube & was a partial flow system.59 Lark wagon, now V-8, H.D. auto!
60 Lark convertible V-8 auto
61 Champ 1/2 ton 4 speed
62 Champ 3/4 ton 5 speed o/drive
62 Champ 3/4 ton auto
62 Daytona convertible V-8 4 speed & 62 Cruiser, auto.
63 G.T. Hawk R-2,4 speed
63 Avanti (2) R-1 auto
64 Zip Van
66 Daytona Sport Sedan(327)V-8 4 speed
66 Cruiser V-8 auto
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Originally posted by StudeRich View PostSo are you talking about a bare Block?
Caps meaning Main Bearing Caps, but no Crank, Cam, Pistons, Heads etc.?
I can see how this or several of them would be much more "handle able" on a long trip than the other options like a Full Block.Candbstudebakers
Castro Valley,
California
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Originally posted by GThawkwind View PostOK I know I'm sound stupid, but O'm still a little naive with stude tech. What do ,ean by full flow block, and how can I tell, are all 289's full flow. I feel dumb but I'm a little confused.
I looks like my friend Warren has pretty much answered your newbie question. Except the part about "289"'s specifically.
Most all Studebaker V8 Blocks are the same, they did not spend Millions tooling up a completely New Engine every time they wanted to change the cid of their Engines like Ford & GM did due to their VOLUME, they could afford it.
Studebaker was able to come out with one of only 3, maybe 4, US OHV V8's in 1951, Cadillac, Oldsmobile, Studebaker and possibly Chrysler, may have had an OHV that early. Any way the design of the 1st. 3 are very similar.
The Original Studebaker V8 block displaced 232 cid from '51 to '54.
Then in 1955 the molds were slightly modified to produce the short stroke Commander 224 and President 259, later in the year the 259 replaced the 224 in the '55 Commander.
In 1956 they replaced the President 259 with a New longer stroke 289 for Presidents & Sky Hawks.
From 1956 to early 1962 these same 2 Engines were used with different Heads, valve covers, minor details, colors etc. and all had the option of a Fram Bi-pass type, partial flow Oil Filter on the top of the Engine.
So during all this time from 1955 to early 1962 those block molds did not significantly ever change, because remember they had changed the Crankshaft to get a 289 which required moving the wrist Pins in the Pistons to get the needed stroke, compression & resultant cid.
In late 1962 and continuing on to the end of 1964 model year production in South Bend and Canada similar Blocks continued to be produced but with the minor change of rerouting the Oil flow from the Oil Pump directly to the Full Flow Filter at the lower, Right, Rear of the block before going to the Main Bearings and all pressure oiled areas.
These Full Flow Blocks also were built as both 259 and 289 cid. for late '62 to 1964 year models.
For 1964 models a minor change was made to add "eye lashes" (groves) cut at the top of the bore for Valve clearance in a portion of the blocks to create the Limited Production Avanti and Jet Thrust 304.5 cid Ultra High Performance R3 & R4 Engines intended to be an option on all models. But the South Bend Plant closure cut that very short.
Sorry, one thing led to another so I could not just say, YES both 259 and 289 were Full Flow in late '62 & on without explaining why, I hope I did not bore you with the details. Consider yourself Stude. Engine educated now Daniel!Last edited by StudeRich; 04-19-2013, 02:29 PM.StudeRich
Second Generation Stude Driver,
Proud '54 Starliner Owner
SDC Member Since 1967
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Originally posted by Mike Van Veghten View PostWill you possibly be up to bringing any to the SoCal, La Palma meet in a coupla months ? Mike
The show is on May 26th-
six weeks and two days from now.
StudeDave '57
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Originally posted by StudeDave57 View PostDon't show up 'in a coupla months' or you will be a few weeks too late!!!
The show is on May 26th-
six weeks and two days from now.
StudeDave '57Gary L.
Wappinger, NY
SDC member since 1968
Studebaker enthusiast much longer
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Originally posted by StudeRich View Post
I looks like my friend Warren has pretty much answered your newbie question. Except the part about "289"'s specifically.
Most all Studebaker V8 Blocks are the same, they did not spend Millions tooling up a completely New Engine every time they wanted to change the cid of their Engines like Ford & GM did due to their VOLUME, they could afford it.
Studebaker was able to come out with one of only 3, maybe 4, US OHV V8's in 1951, Cadillac, Oldsmobile, Studebaker and possibly Chrysler, may have had an OHV that early. Any way the design of the 1st. 3 are very similar.
The Original Studebaker V8 block displaced 232 cid from '51 to '54.
Then in 1955 the molds were slightly modified to produce the short stroke Commander 224 and President 259, later in the year the 259 replaced the 224 in the '55 Commander.
In 1956 they replaced the President 259 with a New longer stroke 289 for Presidents & Sky Hawks.
From 1956 to early 1962 these same 2 Engines were used with different Heads, valve covers, minor details, colors etc. and all had the option of a Fram Bi-pass type, partial flow Oil Filter on the top of the Engine.
So during all this time from 1955 to early 1962 those block molds did not significantly ever change, because remember they had changed the Crankshaft to get a 289 which required moving the wrist Pins in the Pistons to get the needed stroke, compression & resultant cid.
In late 1962 and continuing on to the end of 1964 model year production in South Bend and Canada similar Blocks continued to be produced but with the minor change of rerouting the Oil flow from the Oil Pump directly to the Full Flow Filter at the lower, Right, Rear of the block before going to the Main Bearings and all pressure oiled areas.
These Full Flow Blocks also were built as both 259 and 289 cid. for late '62 to 1964 year models.
For 1964 models a minor change was made to add "eye lashes" (groves) cut at the top of the bore for Valve clearance in a portion of the blocks to create the Limited Production Avanti and Jet Thrust 304.5 cid Ultra High Performance R3 & R4 Engines intended to be an option on all models. But the South Bend Plant closure cut that very short.
Sorry, one thing led to another so I could not just say, YES both 259 and 289 were Full Flow in late '62 & on without explaining why, I hope I did not bore you with the details. Consider yourself Stude. Engine educated now Daniel!
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Definetily did not bore me thanks for breaking it down, one more question, were all 1963/64 blocks full flow then?
FWIW, the '55-62 bypass filter blocks work just fine for stock or performance builds.
jack vinesPackardV8
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