If a guy were to take a 4 barrel 289 stocker and port the heads with new valves and seats, springs. add a r-2 cam or something close with hei dist. dual exahust. what kind of a driveable package would this make in front of a flight-omatic. How would it be on power and mpg's. Done a lot of performance builds on engines just not on a 289 studebaker. This is going to be a whole new road for me. Looking for a nice running mild performance streetable motor.
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The R2 is by definition supercharged, so it would actually be an R1-minus. If one kept the 8.5 compression with thin head gaskets, the R1/R2 cam will slightly decrease low speed torque and fuel economy. The Studebaker V8 needs at least 9.5 compression to produce 230-235 horsepower. The 10.25 compression R1 was rated at 240 hp. As everyone knows, that's way too high for today's gas.
If one really knows how to port heads and invested in a Chevy valve conversion, then the horsepower would be more like 250-265. Bored to 299", maybe 275hp.
jack vinesLast edited by PackardV8; 06-21-2012, 08:55 AM.PackardV8 -
On my project, I used the shallow dish pistons and thin head gaskets. It is bored .040. I also have the R2+ cam from Phil Harris. It has the Edelbrock 500 cfm carb. 2inch dual exhaust with flowmaster mufflers. Trans is regular flightomatic and 3.07 gears. It gets decent milage. 15 maybe. It's a bit of a pooch off the line, but it comes to life quickly and pulls real hard to 5000rpm. It would be better yet with ported heads and a steeper gear ratio for sure, but over all I am very happy with the results.1962 Champ
51 Commander 4 doorComment
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Kurt I'am thinking somewhat along the lines of what you have. Had hoped for a little better than 15 mpg but oh well. I didnt want to raise the compression to much because if I can get a deal on a use supercharger I would like to get that and put it on. Trans will be rebuilt so thought maybe go a frist gear start conversion. That or I have a rebuilt 700r4 I could put in it. Jack I'am by no means a pro head porter but have done some chev and small block fords. Did a set of 302 fords for a guy went with chev valves and a good pocket port. Thats all that was done to the car and he picked up about 3-4 theths in the 1/4. Following year he sold the heads to his buddy and put on a set of alum. dart winsors and the car slowed down but the guy would'nt sell him back the heads.Last edited by swvalcon; 06-21-2012, 10:25 AM.Comment
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A carefull "pocket" port AND a proprer three angle valve grind will help the Stude heads also.
Pay carefull attention to the port shape...and spend some time "straightening" the port walls...both the flow direction and making the walls a true rectangle. Use the steel shim gasket as a port size guide.
You can raise the roof a little....make the seperator or common wall thinner...but don't lower the floor, dont widen the pushrod side wall.
As for the milage...power AND gas milage don't normally go together..!
MikeComment
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True, Mike, on an antique engine with a carburetor and distributor. We've gotten used to modern engines with EFI, computer crank-triggered ignition, variable cam timing, cylinder deactivation and all the other bells and whistles. They make mondo horsepower and high MPG.As for the milage...power AND gas milage don't normally go together..!
The reality is most Studes don't get driven enough miles for the fuel economy to be the deal breaker. Build the antique you want to drive and don't calculate the MPG.
jack vinesPackardV8Comment
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