In 1965, nearing the end of it's long illustrious life, Studebaker found itself without an engine since South Bend had been shut down. They went to GM and made a deal for the Chev 194 but needed a way to mate it to their Borg-Warner three speed. As it happened, Checker Cab was also in the same quandary and had developed an adaptor which Studebaker eventually sourced from them. This allowed Studebaker to end their life using the 194, the 230 and the 283. I am looking at buying a Lark wagon but it needs an engine and with the adaptor, a sbc is virtually a shoe-in. Does anyone have one, have a lead on one or know where one of these adaptors can be had? Any and all suggestions will be appreciated. Really want this wagon. Warren
Suggest you pursue the Studebaker Drivers Club ( SDC).....lots of enthusiasts there and the the club magazine "Turning Wheels" has a good cl***ified section. However, a lot of Studebaker owners have opted to use GM Turbo- Hydramatics in place of the old BW unit ....for which adapters are made. I know that is opposite your intention, but I am suggesting the possibility of using the GM trans with the GM engine you are contemplating.....if you don't readily find the adapter you are seeking. Ray
Wuga, the `65 & `66 Studes that came out of Canada were available with either a 195 six or a 283 v8 Chevrolet. From what I know, there are several unique pieces to this set up, not just the bell housing. You would probably be best off buying a rusty Stude parts car with the McKinnon (chevy) I6 or v8. Check out the swap page studebakerswap.com . There are a couple of Canadians who post parts and cars there.
I parted a 66 lark with the 283 and Flightomatic and it did not have an adapter. I believe the bellhousing was the key. There were also motor mounts which allowed the 283 to mate up to the Lark frame.
Thanks for the comments and lead suggestions. I researched following those and found one. It turns out, it is a bell housing, not an adapter. Warren
In addition to the bell housing, you would need the B-W flexplate. Possibly also the torque converter, since the starter ring gear is mounted to it. The starter is probably unique to it all. Finally you need the throttle/kickdown linkage.
Are you going for period perfect...or..? Make it simple and use a GM transmission. I went the other way. I got adapters to use GM trans. behind Stude engines (2 of'em)..! Mike
A few weeks back on E-Bay, was a Borg Warner 3 speed with a BW R-10 overdrive said to come from a Studebaker Avanti. It had the standard issue GM transmission bolt pattern, not a Studebaker's (?). Is there a difference between the Studebaker models as far as the transmission bolt patterns goes? I was considering that transmission, but the BIN was more than I wanted to pay, and the reserve also would have had to have been more. Did Studebaker's with Chevrolet engines have a transmission with the GM bolt patterns? If so, would that mean the Chevrolet V-8 bell-housing was used? I know virtually nothing about Studebaker's. I am Butch/56sedandelivery.
I am currently looking at a 1962 Lark wagon with a 259 V8 and a standard transmission to use as a push/tow car for our vintage Bantam altered. It doesn't have to be perfect period correct but appear so. The wagon is in excellent shape but not restored. I can live with the drive train setup but want insurance if the engine blows. Since these cars came with Chev 283 in 1965/66, it seemed logical that it would be a lot easier sourcing a sbc then finding another Stude V8 and a lot less expensive. I think the original 259 bell housing pattern and the B/W flange pattern are non GM/Chev, therefore requiring a new bell housing with the Chev bolt pattern but with the B/W flange pattern. The input shaft length may also be different. I have located the required bell housing at a very reasonable price just to hang on the wall right now knowing that in the future an easy upgrade/swap can be effected. Warren
I wanted to suggest to the OP, if you are determined to run a SBC in your Stude, it would probably be easier and more reliable to put a GM Turbo-Hydro behind your Chevy V8. It would only require that you weld a tailshaft crossmember in your lark and a cut down driveshaft. I have to believe that a TH350 or such is a far more reliable transmission than a B-W, especialy considering that the B-W is air cooled and the TH has fluid cooler provisions. Parts would be far easier to procure as well.
I think I may be confused to the OP's intent. I went back and re-read the entire thread. I think he wants to put the SBC in front of his current 3-speed manual trans. From what I know, the late studes that came out of Canada were only available with the B-W Flight-o-Matic. At least, all of the one's I have ever seen had the FoM trans, hence my confusion. I could be wrong though. Everything I wrote above pertains to the FoM install. I also would not worry about the 259 giving up on you any time soon. They are very tough engines.
Bearcat_V8, I believe I made exactly the same erroneous ***umption and advised accordingly. I think the OP, knowing what he had and was wanting, is now in fine shape. But, I do agree with your comments about the Stude V8 being rugged based on previous and current experience with them. Ray
Hell....let me sell you the factory Stude bell housing - 11" flywheel.....and the 5 speed overdrive.....I've run the snot out of mine...
It maybe handy to read this; https://www.hemmings.com/magazine/hcc/2015/03/America-s-Best-V-8-Engine--Studebaker/3747591.html
The Jalopy Journal
