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Automatic transmission question

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  • Transmission / Overdrive: Automatic transmission question

    Hello fellow Stude fanatics, it is possible that someone did explain the DG250(M) transmission in general. If so please send me a link to the right topic. I've been trying to find correct information about these transmissions in general. I'm a Belgian Stude fanatic and 'm trying to figure out if the Stude transmissions differ from the ones used on Jaguars or other European cars. If I can find one in the States shipping and import costs/taxes are more expensive than the content. There's maybe someone here that figured out my quest. Can I purchase a DG250M from a Jaguar locally, put it on the Stude V8 bell housing with the correct converter and use all the other Stude bits to install it on my 63 Lark 6 to V8 conversion? Are there internal or external differences? Do they use other gears, pumps, friction plates, bands, different internals due to the increase of torque/hp? I built an R-2 clone engine and my Lark was a 6 cilinder automatic but one would think this original 6 cilinder transmission would not be able to deal with the increase of power. Are there differences between the DG250 used on the 259/289 Hawks/Larks and the ones used on the R series Avanti's? All information is appreciated!

  • #2
    I cannot address your question about the difference between the DG250Ms used on Studebakers and Jaguars, however, I can tell you that Studebaker quit using that transmission in 1955. Starting in 1956 they switched to the Flight-o-matic transmission. Jaguar did continue to use the DG transmission for several years after that but I cannot recall for how long.
    I know there are several DG experts on this Forum who will, hopefully, address the rest of your inquiry. Good luck.
    Ed Sallia
    Dundee, OR

    Sol Lucet Omnibus


    • #3
      Additionally, the Avanti used a water cooled BW known as PowerShift. It was floor shifted and had the current PRNDL shift pattern instead of the PNDLR that was used on Flightomatics (and the DGs).
      78 Avanti RQB 2792
      64 Avanti R1 R5408
      63 Avanti R1 R4551
      63 Avanti R1 R2281
      62 GT Hawk V15949
      56 GH 6032504
      56 GH 6032588
      55 Speedster 7160047
      55 Speedster 7165279


      • #4
        As Ed in Post #2 told you the use of Detroit Gear DG Type 3 band Transmissions stopped on Cars in '55 and in '56 on Trucks, on 224 & 259 V8's so no 289's had them. They ARE quite strong, so some have used them on 289's and would work fine.

        It would take a Transmission Shop that has had BOTH apart to know the Changes, but the Main case may be a concern as well as many attachments on both that would differ. For instance Studebaker had several attachments for the Anti-Creep System that held the Brakes automatically until pressing the Gas Pedal after a Stop.

        There are Trans. Shops over here and Jag Specialists that may have none that, they buy Studebaker Internal Parts from many of us often.

        Do XKE in-line Sixes have More than 185 H.P. ?
        Second Generation Stude Driver,
        Proud '54 Starliner Owner


        • #5
          I believe the Borg Warner DG200 and 250 were developed by B-W for exclusive use in the Studebakers for a specified time, after which Jaguar was also authorised. But, FWIW, by 1963 the Studebakers were using the improved Flight-O-Matic transmission.
          "All attempts to 'rise above the issue' are simply an excuse to avoid it profitably." --Dick Gregory

          Brad Johnson, SDC since 1975, ASC since 1990
          Pine Grove Mills, Pa.
          '33 Rockne 10,
          '51 Commander Starlight,
          '53 Commander Starlight "Désirée",
          '56 Sky Hawk


          • #6
            I have used Studebaker internal parts to repair Jaguar transmissions. The transmissions are not entirely the same, just most of the internal workings.
            As others have said, no 1963 Studebakers used DG250M, or that type of transmission.
            I do not remember if a six cylinder automatic transmission bolts up to a V8. I have never tried that. Others here probably know. If it does, I would stay with the transmission that you have until/if it fails.
            Gary L.
            Wappinger, NY

            SDC member since 1968
            Studebaker enthusiast much longer


            • #7
              I believe some XKE 4.2 Sixes had as much as 265 h.p. in street form , Ed


              • #8
                I recommend you find a later FlightOMatic and torque converter from a 1961 or newer V8 car for several reasons. One from a 6 cylinder will fit and work, but V8 transmissions may have wider bands and more clutches. FlightOMatic is basically the same as FordOMatic, with plenty of parts availability.
                The DG 250 is sort of obsolete with a limited parts supply and not many repair people around to rebuild or maintain them. Besides that, they all have short tailshafts made for cars with two-piece driveshafts which would require some fabrication to use in a Lark.
                You probably want to use the DG250 because one is available to you, but looking further down the road I believe the FlightOMatic is a better way to go.
                So.....if I'm 'pre-approved' why do you want me to fill out an application?


                • #9
                  I have installed a Jaguar DG250MJ to my 1955 President.
                  It works, but you have to modify the Jaguar transmission with parts of a Studebaker Transmission.
                  I'm not 100% sure at the moment which parts you have to modify, but I will have a look to the 2 transmission on weekend and take some pictures.

                  For transport a transmission from the USA to Europe the best and cheapest way is to ship it in a container.
                  You can contact Oliver Marquardt ( He is absolutely reliable .



                  • #10
                    I have taken some pictures of the main differences between the DG250M and the DG250MJ (Jaguar)

                    Rear part of the transmission:

                    Click image for larger version  Name:	IMG_20210314_105825.jpg Views:	0 Size:	81.4 KB ID:	1885114Click image for larger version  Name:	IMG_20210314_105852.jpg Views:	0 Size:	97.5 KB ID:	1885115

                    Attachment for the propeller shaft:

                    Click image for larger version  Name:	IMG_20210314_105938.jpg Views:	0 Size:	57.5 KB ID:	1885116Click image for larger version  Name:	IMG_20210314_105944.jpg Views:	0 Size:	63.1 KB ID:	1885118

                    Torque Converter:

                    Click image for larger version  Name:	IMG_20210314_110058.jpg Views:	0 Size:	76.2 KB ID:	1885119Click image for larger version  Name:	IMG_20210314_110134.jpg Views:	0 Size:	50.2 KB ID:	1885120
                    Attached Files