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  • #16
    Are there any modern companies that make a dual quand intake for a Stude v8? I had heard that Cadillac intakes might work with the Stude intake pattern.

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    • #17
      Lionel Stone makes a reproduction aluminum R4 dual quad intake manifold for a Stude engine.
      Several vendors will make you a set of adapters to use that you can modify a Mopar 318/340 dual quad intake to achieve this.
      An early 331" Caddy dyal quad intake can be modified to bolt onto a Stude engine, but the port alignment is not very good and port work on both the head and intake will be needed to get the most out of it.
      The Caddy intake will need adapters on the top to run a more modern AFB carb on it.
      So, right now, your choices are (A) Stone Clone R4 intake, (b) adapters and a Mopar intake, (c) a modified Caddy Intake, or (d) Find an original R4 intake $$$)
      Jeff[8D]




      quote:Originally posted by Joeybaloney

      Are there any modern companies that make a dual quand intake for a Stude v8? I had heard that Cadillac intakes might work with the Stude intake pattern.
      HTIH (Hope The Info Helps)

      Jeff


      Get your facts first, and then you can distort them as much as you please. Mark Twain



      Note: SDC# 070190 (and earlier...)

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      • #18
        Looking at the Paxton "white papers" I have, and additional supporting papers...R-1 was in the "neighborhood" of 240 bhp, the R-2 290 bhp, the R-3 335 bhp, and finally the R-4 280 bhp. Realize that Studebaker like the "big three" were very aware of the "prying eyes" of the insurance industry...and under-reported HP claims for abvious reasons....it is well established that for engines to reach the performance level they did HP had to be greater than published...indeed Joe Granatelli stated that R-3 engines put out in excess of 400 bhp[].....this is true....Nelson Bove had his R-3 dynoed...375+ hp ...at the REAR WHEELS!...not at the FLYWHEEL! One can then assume that the 280 bhp that was published for the R-4 is not true.. If any R-4 owners out there would care to subject their cars to modern dy-nos then the question would be settled forever. That would not be too likely...I have only seen one Avanti to have replaced the factory installed block with an R-4 and that was many years ago....maybe Jon Myer knows where that car is today[?]

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        • #19
          Here is a dyno engine program analysis based on R-4 specs. Cam is 288 duration with open race headers and R-4 head cfm flow data.

          RPM HP Torque
          1500 80 281
          2000 119 312
          2500 154 323
          3000 181 317
          3500 223 334
          4000 260 341
          4500 295 344
          5000 319 335
          5500 330 316
          6000 328 287
          6500 312 252
          7000 292 219

          Start and Stage Your Studebakers
          Start and Stage Your Studebakers

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          • #20
            Jeff,

            I think you know this but the Stone manifolds are made from the original tooling. The problem is usually with the quality of the machine work and sometimes the castings. I don't think there are too many R4 manifolds out there, If I recall correctly we only built about 10. These were all modified to fit standard heads.

            David L
            David L

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            • #21
              Thanks for the update.
              I always thought his were just cloned.
              So Stone's are from the original molds and forms?
              I've seen them loose (T-Bolt always has one on his table) and I've seen one on an Avanti (Stone repro). I thought the aftermarket dual quad world of Stude was bigger than 10 units
              Jeff[8D]



              quote:Originally posted by 64Avanti

              Jeff,

              I think you know this but the Stone manifolds are made from the original tooling. The problem is usually with the quality of the machine work and sometimes the castings. I don't think there are too many R4 manifolds out there, If I recall correctly we only built about 10. These were all modified to fit standard heads.

              David L
              HTIH (Hope The Info Helps)

              Jeff


              Get your facts first, and then you can distort them as much as you please. Mark Twain



              Note: SDC# 070190 (and earlier...)

              Comment


              • #22
                Dave Thibeault told me that the aluminum R4 manifold was made from the original tooling. I do not know if that holds true for the single 4bbl manifold or not. Which prompts the question, if you can use the original tooling to produce a viable aluminum manifold, why was the original cast in iron?

                The R4 manifold has some funky looking passages in it; but apparently it works.

                I am guessing that the single 4bbl manifold is cloned, otherwise why would the exhaust crossover not have been included (less material required, less weight, and not a lot of extra work to include it) but I may be mistaken.

                nate

                --
                55 Commander Starlight
                62 Daytona hardtop
                http://home.comcast.net/~njnagel
                --
                55 Commander Starlight
                http://members.cox.net/njnagel

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                • #23
                  quote:Originally posted by 64challenger

                  I've always thought Studebaker was expecting the R4 to be hotter than it turned out to be since no car company tries to go backwards "in series" Ex: GTO Ram Air Ram Air IV etc. it got hotter with each #! So did Stude until the R4 which went backwards. Still a really cool set up though!
                  I recall reading many years ago that the R-4 was introduced as an "engineering short-cut" to address Avanti buyers demands for air-conditioning, which was not available with the R-2 and R-3 packages, (look under the hood of an R-3, WHERE would you find the space?) forcing customers to choose between power and performance, or the comfort of air conditioning. Not an easy sell in hot or humid areas of the country.

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                  • #24
                    Jessie,

                    Back in the day....late 60's and early 70's while I lived in the greater Miami Florida area the local Studebaker dealer (actually service shop)was Trojan Service Center located at 5ll NW. 79th Street and owned by one Richard H. Dahl ...Dick, was one of the greatest wrench spinners I have ever seen....he in fact set up several local Miami Avantis that were R-2s. The owners demanded he do something about putting A/C in...I saw one such car...crude yes...the power steering pump was moved and the compressor was run from the area of the battery on one drive belt...it did work..and the owners were not interested in concours looks...today folks like Peter Sant in Canada have done the same thing...albeit in a custom non crude manner..point is, it was done and...as they say..need is the mother of invention.
                    I alway envied 'Vette owners who had great HP and the comfort of A/C[]

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                    • #25
                      The R3 manifolds that Paxton made, we made and Stone has made are from the original tooling and made from aluminum. This tooling should never have been sold to him but that is a story I won't go into because it is an over 30 year old story.

                      Does someone have a picture of the Stone produced R3 intake without the heat riser cross-over? The tooling had the cross-over so what the heck ...

                      I have one R3 intake in cast iron and I Think Alan may have one. Does anyone else know of any iron R3 manifolds. My drawings call for aluminum.

                      David L
                      David L

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                      • #26
                        Dave, The one I have now is aluminum and it has the exh. crossover. The only iron R3 manifold I had was on a car I sold to a guy in 70 when tricky Dicky called me up.

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