Get more Tips, Specs and Technical Data!

Did you know... this Forum is a service of the Studebaker Drivers Club? For more technical tips, specifications, history and tech data, visit the Tech Tips page at the SDC Homepage:
See more
See less


  • Filter
  • Time
  • Show
Clear All
new posts

  • Engine: Longevity

    How long can a hopped up Studebaker V8 live at over 7000rpm?
    Often in error, never in doubt

    ____1966 Avanti II RQA 0088_______________1963 Avanti R2 63R3152____________

  • #2
    Depends on whether it has a dry sump system on it or not. <G> Good luck today!
    Frank van Doorn
    Omaha, Ne.
    1962 GT Hawk 289 4 speed
    1941 Champion streetrod, R-2 Powered, GM 200-4R trans.
    1952 V-8 232 Commander State "Starliner" hardtop OD


    • #3
      I don't think you'll get a Studebaker V8 to rev to 7000 rpm. The connecting rods and the breathing won't allow it unless major modifications are made to the engine. Bud


      • #4
        With high quality -

        Rods, pistons, wrist pins, rings, valves, valve springs, rocker arms, an intake system (carb., intake manifold, heads AND cam) that will support 7000rpm, some carefull crank work and an oil system rework, (and maybe a coupla four bolt main caps)......a hour or two...maybe.

        Hope you have a lot of money...!

        At's a take it apart and refresh everything after Speedweek. At the Lakes, it should last a season before a stripdown and check and replace as required.
        On a mile and a half NASCAR I said, should last long enough for a race....IF...everything's done correctly.

        Contrary to popular belief, it's just an engine...much like most other early American engines..! As has been really doesn't even know its own name. with any other engine, proper preperation is key.



        • #5
          As the old racers say, "Speed costs money. How fast do you want to go?"

          The Studebaker V8 block and crank will last forever at 7,000 RPMs. As Mike said, replace everything else with high dollar speed parts and you're good to go. The connecting rods are $1000-$2000, custom pistons and rings are $1000. Custom roller cam and kit $2,000-$2,500. Dry sump oiling system $1,500-$2,500. If supercharging/turbocharging is planned, then 4-bolt mains and studs, $1,000. Then professional machining and assembly, $1,000. That's a minimum of $10,000 in round numbers for a race 7,000 RPM short block.

          As has often been said, for a Studebaker V8 to make any real horsepower above 5,000 RPMs requires a professional head and intake porting job, with custom valves and springs. Figure $2500-3,000 to start on the heads.

          jack vines


          • #6
            I believe that Ted has proven that all you need is 5700 RPM to get the most out of a Supercharged R3, so why wind it any more?
            Second Generation Stude Driver,
            Proud '54 Starliner Owner


            • #7
              Rich -

              Where does the initial post say anything about a supercharger ?

              And, with what cam, intake and heads did Ted do this with ? With more cam, better heads and intake manifold....can come more rpm. Normally with rpm, comes more horse power...! That's just the way an internal combustion engine works.

              All due respect to Ted and his neverending endevours, there are other ways to go fast than that of just one guy, no matter how good he is..



              • #8
                I believe that Ted has proven that all you need is 5700 RPM to get the most out of a Supercharged R3, so why wind it any more? I believe that Ted has proven that all you need is 5700 RPM to get the most out of a Supercharged R3, so why wind it any more?
                Ted races in Pure Stock. That 5,700 RPMs is where a factory R3 is most efficient; it runs somewhere around 12.8 @ 112 MPH. Spend the bucks on professional head porting, swap that tiny old Paxton for a Procharger with 25# of boost, put some real drag slicks on it, shift at 7,500 RPMs and he would run 10.5 @ 130 MPH. (Ted stays on the conservative side, because of the class he races in and not wanting to regularly be blowing up irreplaceable R3 parts, but that's another story.)

                jack vines
                Last edited by PackardV8; 08-15-2011, 05:00 PM.