??? Because all I've ever seen is flathead stuff. The reason I ask is because I have a '61 Lark that I wanted a different intake for then I was going to make headers for it.
I doubt Studebaker ever did, and by '61 I don't think you had nearly the aftermarket options for oddballs that you had before say 1955 or so. If you can make a header for it, I don't know why you couldn't just make an intake too -
And depending on your use of the car, consult with Rich Fox about making a fuel injection set-up for it.
I have one of those engines sitting in my yard. Sometimes I think about puting it in my Bonneville car to see what would happen. there are lots of killer 3 liter engines out there that it would run against. So it would lose but it would be cool.
No, Studebaker didn't, they were having enough troubles dealing with the OHV 6's head cracking, and there never was enough demand to interest the aftermarket. Got to remember that in the '60s one could buy a good running V-8 Studebaker for almost nothing, .... $50-100 and you could drive it away, many were just given away. I bought several running Studes back then that I paid less than $100 for. Hardly a vehicle (at that time) to be spending very much on hop up parts. That said I still own a '62 Lark 6 2 door sedan that I've held onto for years (several other Studes too) If you can find one, **** Datson used to publish a "Studebaker 6 Performance Publication" (mine is on the desk in front of me as I type this) with loads (about 60 pages) of information on 'the care and feeding', and hopping up of the Studebaker 6, including the OHV models. Really a must have for any Stude 6 owners, has a lot of interchange and other Studebaker related information. **** Datson is still around, (now heavily into turbo/supercharging) Google and get in touch with him as he may still have these Stude 6 booklets available.
You can find dual carb aluminum intakes and lightweight aluminum flywheels for the flathead 170's and 185's. I had a few of them. Even though the OHV had more horses on paper, it was not a good revver like the early (pre-1955) flathead 170's. The early 169's were pretty good revving and responsive engines that were fun to work with. When Stude stretched the early 169 c.i. flathead to 185 c.i.d., they changed several things internally. When they changed the displacement back again and called it a 170, they did not completely change things back again (Long story I won't explain here) to what it used to be. The engine lost much of it's love for free-revving like the early ones used to have. You will have a bit more torque, but the responsiveness is not as much fun as it was earlier. Most people are used to the later ones (mid 50's and later) anyway, so they won't notice the difference.... I used to enjoy playing with the early ones.... angle-milling, shaving, porting, trimmed flywheels, HEI ignitions, split tubing exhausts.... It is always fun to take a car that is supposed to be unable to get out of it's own way, and make it a go faster and able to bark the tires when you shift to p*** someone. Well, as long as you weren't carrying much weight.... If you want to do something with the OHV, you may have to make your own tube manifolds. I haven't heard of much for them. You CAN use any of the aluminum flywheels (or steel if you like heavy) made for the V8 as long as you use the correct bellhousing such as a pickup housing, or the TAXI bellhousing plate and a V8 car bellhousing.
Wow, well thanks for all the info, I guess my best bet would to be either put a V8 in it or just stick with the stock 6.
Yes, somebody made a dual carb intake for the 61-64 OHV 6's. I've personally seen one, owned by my cousin in South Bend. I don't know who made it, but its cast aluminum. And no, its not the one for the flathead. It's the only factory-made one for a OHV 6 I've ever seen. I used to have a 62 lark daytona, with the OHV 6. Had lots of problems with the head and swapped it out a few times. Eventually got tired of it and sold the car. The Stude v8 is a decent engine, and the flathead six is too. The OHV 6 was pushed into production before it was debugged and Stude went out of business before they corrected the issue of it cracking heads and burning valves. They will crack between valve seats or between the vale seat and spark plug hole... They also will burn valves in a heartbeat. In November 62, Studebaker sent out a 'service letter' to it's dealers acknowledging that the OHV 6's had a tendency to burn valves. Other then suggesting use of 'heavy-duty' valves and running a greater valve lash, no real fix was ever suggested. I run v8's or flathead sixes in my studes.
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