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5 speed for a GT Hawk

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  • 5 speed for a GT Hawk

    #1 Are there any 5 speed manual transmissions that can be adapted to fit a 1962 GT Hawk. (I currently have a 4 speed)

    #2 If the 5 speed isn't possible, what gear ratio would you recommend changing in the rear end, to get the RPMs down at freeway speed?

    Thanks
    Rod

  • #2
    http://www.studebakerdriversclub.com/tech_5speed.asp

    Comment


    • #3
      There's that one and another article, with pics,at ...
      http://www.studebaker-info.org/rjtec...#Transmissions

      Bob Johnstone
      64 GT Hawk (K7)
      1970 Avanti (R3)

      Comment


      • #4
        Do you have the close or wide ratio 4-speed? That makes a difference if you decide not to swap to a 5-speed. The close ratio is more difficult to launch because of the less steep first gear; I had a '62 Daytona with close ratio and 3.31:1 rear, that is about the absolute lowest numerically you can go on the rear and still have reasonable driveability. With a wide ratio you might be able to pull of a 3.08 if you don't require quick acceleration.

        nate

        --
        55 Commander Starlight
        http://members.cox.net/njnagel
        --
        55 Commander Starlight
        http://members.cox.net/njnagel

        Comment


        • #5
          It would be good to know what your present rear end ratio is and which T10 you have to see what you feel is not acceptable. It would also be good to know WHY you want to lower your freeway RPM.

          My '54 Starliner has a close ratio T10 (2.20 low) and currently a 3.54 rear end. This combo is marginal for a quick launch but OK (for me) on the highway. I've logged 30,000 some miles this way. It's currently down for some 4.27 gears. They won't be much fun on the highway but great for a drag race [].

          My '63 Hawk has a wide ratio 4 speed (2.54 low) and a 3.31 rear end. IMHO, this is the perfect (non OD) combination for a quick launch without slipping the clutch and for highway use.

          All cars are compromises. Changing to a 5 speed will lower your freeway RPM, but you'll never pay back the switch in gas savings or wear and tear on the engine, and the car will be almost as noisy (engine noise is not a big part of the total noise in a GT Hawk at freeway speeds). The switch is a lot of work and a lot of money.

          Here's a web site where you can play around a little with different combinations...

          http://www.1bad69.com/calc.htm


          Dick Steinkamp
          Bellingham, WA

          Comment


          • #6
            Just to add a little to what Dick said. The shifter on a T-5 is in a different location than the T-10. The handle will be further back and centered in the floor. To make this work, you'll need to do some floor work and drive shaft work not to mention the fabrication for the clutch. This is not a bolt-in swap.

            ---------------------------------------------------------------------------------------------------
            Tom - Valrico, FL

            1964 Studebaker Daytona

            Tom - Bradenton, FL

            1964 Studebaker Daytona - 289 4V, 4-Speed (Cost To Date: $2514.10)
            1964 Studebaker Commander - 170 1V, 3-Speed w/OD

            Comment


            • #7
              I currently have driven over 40,000 with my Hawk, automatic with 3:54 rear axle. Maybe a third of that is on the freeway. I can barely hear the engine over the wind and tire noise, I usually run in the fast lane at about 3400 or so rpms. If you want less noise, it could be that a different fan with a fluid clutch would help.

              Tim K.
              '64 R2 GT Hawk
              Tim K.
              \'64 R2 GT Hawk

              Comment


              • #8
                I've done it and it is pretty easy. If you have an early 62 with the Chev bolt pattern bell housing it gets even easier. I used a t5 from a Camaro, a Stude pressure plate and the Camaro clutch plate. Pilot bearing had to be made along with the drive shaft and clutch linkage.

                Comment


                • #9
                  I use a 3.07 in my 64 R1 GT and its swell.

                  Comment


                  • #10
                    Here's a post over on the Racing Studebakers forums - started as a want ad & ended up a tech piece:

                    http://racingstudebakers.com/stl-web...pic.php?t=1002

                    Daddy always said, if yer gonna be dumb, you gotta be tough & I'm one tough sumbitch!
                    -------------------
                    Daddy always said, if yer gonna be dumb, you gotta be tough & I\'m one tough sumbiatch!

                    Comment


                    • #11
                      quote:Originally posted by ivorydan

                      I use a 3.07 in my 64 R1 GT and its swell.
                      A 3.07 is fine for an automatic, but IMHO would not work well with Hawk Man's 4 speed. In '62, 3.31's were standard for both the FOM and the T10. For the T-10, the optional ratio was 3.73. For the FOM, the optional ratio was 3.07.

                      You really need the torque amplification and fluid connection (torque converter) to get moving with the gear ratios that Studebaker had in their transmissions with the 3.07's. I don't think a 4 speed with 3.07's would be much fun to get rolling. Evidently Studebaker didn't think so either.


                      Dick Steinkamp
                      Bellingham, WA

                      Comment


                      • #12
                        quote:Originally posted by Dick Steinkamp

                        quote:Originally posted by ivorydan

                        I use a 3.07 in my 64 R1 GT and its swell.
                        A 3.07 is fine for an automatic, but IMHO would not work well with Hawk Man's 4 speed. In '62, 3.31's were standard for both the FOM and the T10. For the T-10, the optional ratio was 3.73. For the FOM, the optional ratio was 3.07.

                        You really need the torque amplification and fluid connection (torque converter) to get moving with the gear ratios that Studebaker had in their transmissions with the 3.07's. I don't think a 4 speed with 3.07's would be much fun to get rolling. Evidently Studebaker didn't think so either.
                        Don't be so sure of that. My Daytona is a factory 4-speed car with a open 3.07 final drive [:0]. And while I won't rule out that the rear end may have been changed, I don't seen any indication that was the case. The Production Order is noncommital in regards to the final drive. It seems to me that there has been a few others that have mentioned having the same set up. Of course, going thru the parts book doesn't show a 64V-J with this set up. So who knows[?]

                        ---------------------------------------------------------------------------------------------------
                        Tom - Valrico, FL

                        1964 Studebaker Daytona

                        Tom - Bradenton, FL

                        1964 Studebaker Daytona - 289 4V, 4-Speed (Cost To Date: $2514.10)
                        1964 Studebaker Commander - 170 1V, 3-Speed w/OD

                        Comment


                        • #13
                          quote:Originally posted by Swifster

                          Don't be so sure of that. My Daytona is a factory 4-speed car with a open 3.07 final drive [:0].
                          Yep...get this...the specification section of the shop manual lists the STANDARD axle for a 4 speed 1964 J8, Y8 or L8 as 3.07 IF it was ordered with a 259. Optional was a 3.73

                          With a 289, standard was a 3.31 with the 4 speed and 3.73 optional.

                          Kind of strange you got a 3.07 standard with the 4 speed 259 but couldn't get it with the 289.

                          If your Daytona is a 259, the prod order is non committal probably because it was the standard axle.

                          2.20 low or 2.54, Tom?

                          Any work to get it rolling from a stop?



                          Dick Steinkamp
                          Bellingham, WA

                          Comment


                          • #14
                            quote:Originally posted by Dick Steinkamp

                            quote:Originally posted by Swifster

                            Don't be so sure of that. My Daytona is a factory 4-speed car with a open 3.07 final drive [:0].
                            Yep...get this...the specification section of the shop manual lists the STANDARD axle for a 4 speed 1964 J8, Y8 or L8 as 3.07 IF it was ordered with a 259. Optional was a 3.73

                            With a 289, standard was a 3.31 with the 4 speed and 3.73 optional.

                            Kind of strange you got a 3.07 standard with the 4 speed 259 but couldn't get it with the 289.

                            If your Daytona is a 259, the prod order is non committal probably because it was the standard axle.

                            2.20 low or 2.54, Tom?

                            Any work to get it rolling from a stop?
                            HA! Engine? Trans? What are those?????

                            I bought the car as a roller. The previous owner had pulled the driveline. It was a 289 2-V engine with a '22' code for the 4-speed on the production order. I'm assuming this was the 2.20 box. As the production order doesn't address the rear end, maybe it was a 3.31. I'll say this; the previous owner was swapping stuff into a '64 Commander with automatic (it was on Ebay last year). My engine was the basis for what was installed in the Commander. Very possible my rear end came out of the Commander (originally a 259 car).



                            ---------------------------------------------------------------------------------------------------
                            Tom - Valrico, FL

                            1964 Studebaker Daytona

                            Tom - Bradenton, FL

                            1964 Studebaker Daytona - 289 4V, 4-Speed (Cost To Date: $2514.10)
                            1964 Studebaker Commander - 170 1V, 3-Speed w/OD

                            Comment


                            • #15
                              No problem whatsoever getting my 4 Spd R1 going with the 3.07.
                              The 3.07 was not original to the car. I needed it to make it like a more modern, lower-rpm highway car.

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