The JET THRUST News
Spring 2004 Issue
#21
The JTN is intended to provide a link among owners
and enthusiasts of the R1, R2, R3 and R4 powered Studebaker Larks and Hawks
built for 1963 and 1964. We seek not only information about surviving cars but
also parts which exist from ”parted” units. Please submit all the data of which
you are aware on any of the nearly 2000 such cars built. Feel free to make
copies of this notice to share with others who may be interested. Your
contributions both financial and material will help to ensure its
survival.
This newsletter is available by subscription
for $5 a year. JTN is published in March and September and the subscription
always applies to the entire year.
If you are the owner of a previously
unreported JT car, the owner of a removed JT engine, the locator of a parted JT
car, or if you can refer the JTN to such an owner, you will be sent a one time,
gratis issue for your effort. Please write, call or email. Please remit to G.J.
(Ron) Ellerbe at the address below.
EDITOR &
ROSTER KEEPER..... G.J. (Ron) Ellerbe, P.O. Box
1783, Simi Valley, CA 93062
Phone: (805)-522-4544 Email: ellerbe@pacbell.net
Paid subscribers: 160
Founding
Editor: Don
Curtis Past Editor: George Krem
Production
Research : George
Krem, Andy Petrass
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JT Production
Lists by Serial Number
These listings tabulate all cars built by
serial and engine number and a few additional details. They are useful for
determining the factory original state of that JT car and/or JT engine origins.
The 1964 list has more information on each car than the 1963 list.
JT Owners
Rosters: A
single package contains the following 3 rosters: 1) owners of 1963 JT
cars, 2) owners of 1964 JT cars, and 3)
owners of engines pulled from JT cars.
JT 1963 Production Listing |
$10 |
JT 1964 Production Listing |
$10 |
JT Owner Rosters |
$10 |
To order any of the above, make checks
payable to the editor and remit to same.
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All address corrections should be sent to the
editor.
************************************************************************************
If you have a JT car to report, please supply
the editor with the year, model, body style, VIN (driver’s door post), body #
(firewall), engine type, engine # (top of block on driver’s side),
transmission, interior and exterior colors. If it’s a ’63, please note if it
has front fender badges and 160mph speedometer. Send a photo. For a loose JT or
JTS engine, send the engine # and any info on the donor car.
A permanent goal of the JTN is the
maintenance of the owner rosters of ‘63 and ‘64 JT cars and loose engines.
These 3 rosters are published on the PC. Reports of JT cars that the JTN
receives go into the rosters. That includes changes of ownership, engine
transplants, survivor discoveries and news of parted and crushed vehicles.
“Loose” means the engine is no longer in its original car. The roster trio is
available as shown on the title page. The JTN keeps a library of photos and
build sheets. Please send JTN your photos and build sheet along with that JT
story. JTN is keeping a detailed ledger of sightings and reports of JT cars
that have not been identified by VIN. With the aid of the readership, we do our
best to track down such sightings and reports. JTN counts on its readers to
report such sightings and to aid in identification. This list has several dozen cars on it. Another part of the JTN
mission is sharing of technical and historical information about Studebaker
high performance from South Bend and Paxton Products during the 1963 and 1964
model years.
Photocopies of back issues
are available. $20 for a set of issues #1 - #20, postpaid. Contact your editor.
Some back issues are hosted on the Web at
www.stude.com/JTN/ These issues have
been edited for the web. The webmaster
is John Poulos.
Email
addresses –
JTN needs to refresh its email address book . If you are an email user, please
drop your editor a note informing JTN of your current email address.
Surviving cars
found since the last issue
Owner |
Car |
Owner |
Car |
Slick9195 eBay ID |
63V19905 R1 GT Hawk |
Kenneth Morris |
63V4078 R1 GT Hawk |
Doug Hughes |
63V13219 R1 GT Hawk |
|
|
Found engines
Owner |
Number |
David Crone |
JTS1483 out of 63V20278 GT
Hawk |
John Poulos |
JTS1512 out of 63V22330 GT
Hawk |
Colin Dye |
JTS1697 out of 63V36939
Regal 2 door |
Colin Dye |
JT1506 out of 63V15610
Wagon |
Cars sold
Owner |
Car |
Last owner |
John Poulos |
63V20647 R2 GT Hawk |
Tom Crosswhite |
Mike Gahlbeck |
63V23433 R1 Custom 2 door |
Les Shepard |
Steve Doerschlag |
63V31818 R2 Daytona
hardtop |
Stewart Mason |
Tony Urick |
63V20440 R1 GT Hawk |
Lloyd Frette |
Mark Aletto |
64V8722 R1 Daytona 4 door |
Tim Klein |
Nick Nichols |
64V1524 R1 GT Hawk |
Lisa Faria |
Retraction – In the last issue, #20, 63V6525 was reported as
being sold by Bill Solomon to John Poulos. The information was erroneous. The
car remains in the possession of Bill and is for sale as advertised in this
issue.
The Passing of Joe Granatelli – Andy and Vince Granatelli’s older brother,
Joe, passed away last Sept 13 in Woodland Hills, CA at the age of 84. Better
known among racing fans as the master mechanic for the Novi and STP Indy gas
turbine cars, Joe was known by Studebaker enthusiasts as the long time
president of Paxton Products and a principal in the Studebaker assault on the
Bonneville record book in the Fall of 1963.
Survivors include wife, Audrey; son, J.R.;
daughter, Andrea; his brothers, and four grandchildren. Your editor fondly
remembers Joe as the most generous and gracious man who took the time to ride
down Lincoln Blvd. with a young Stude nut and his wife in a certain superbly
prepared R3 Daytona. That was a time when Joe was heavily involved in Indy car
building.
George
Krem retires George
has moved from Iowa City, Iowa to Colorado. His new address is 740 Ramshorn
Drive, Estes Park, CO 80517.
John
Poulos and 63V30647 John has acquired this R2 GT Hawk that Tom Crosswhite took to SDC 2003
in Sacramento. John has been doing authenticity improvements to this very
sharp, clean California car and has plans to take it to the SDC International
meet in Charlotte, NC next June.
Bart
Ladd and the San Jose R2 Daytona Nothing has yet come of the notice published at SDC
2003 but Bart straightened JTN out right away about the inquiry in issue #20
for the San Jose ’64 R2 Daytona. Bart bought this car from the 1990 ad. The car
was the Blue hardtop that now belongs to Milt Larsen. The travels of the car,
64V17648, were chronicled in issue #15. Information leading to the fate of all
those California 64 R2 Commanders and Daytonas is very much sought by JTN.
There have been hints here and there but nothing solid.
John
Poulos and JTS 1512 John extracted this R2 engine from a derelict ’63 Avanti. The engine had been converted to an R1
intake setup and all the blower hardware was missing. Above the serial number
stamp, the engine has a very cleanly executed 5 digit number stamp. If anybody
has information on what this extra number means, please contact John or your
editor.
John
Kemper and JTSJ 304 John is running this engine in a very sharp 58 Hawk that has been
modified to look like a 56 Power Hawk. The engine came from a parted Commander
2 door, 64V4473. Painted silver, the car is immaculate and has 3.54 rear end
and 4 speed transmission. This is another great example of the all Stude
custom.
The
Fate of 64V12422 R2 Convertible JTN was contacted by Bob Macleod about a ’64 R2
convertible that was sold new in Kinderhook, NY, near Albany. An acquaintance
of Bob’s, a former employee of Stude dealer Kinderhook Sales, knows the early
history of the car and Bob passed the news along. The car was described as
Bermuda Brown with 4 speed, The car’s first owner was Christian Bauhauf of
Claverack, NY. It was wrecked in 1964-65 and rebuilt. The last owner known
owner was Tim Delavan of Stockport, N.Y
but the car was sold to an estate after Tim. The car was sold at auction after
the estate owner's death about 10 or 12 years ago and may have landed in
Stottsville, N.Y. With the help of George Krem, we now know the car had
Powershift, not 4 speed, and was 64V12422. Bob’s friend and JTN would like to
find the car. The convertible had red vinyl interior, non-package, white top
and no power steering nor TT.
Malcolm Berry’s R2 Wagonaire Malcolm
is the well known owner of a beautiful red ’63 Avanti custom. Malcolm is also
the owner of a custom white R2 ‘63 Wagon that appeared at the Sacramento meet
last summer. The car has a 5 speed transmission behind the R2 and is the cleanest
wagon around. The engine compartment is exceptionally neat and the engine
sports finned valve covers made in Malcolm’s own shop.
The Wagonaire was
not originally an R-2. Phil Harris and Malcolm bought it together to NHRA Drag
Race. The R-2 pieces came from 1964 Daytona Hardtop 64V3725 that once belonged
to Luke Barnes. The car was raced for
a couple of years before Malcolm bought out Phil's part. Starting about 1980
the car was driven to car shows and cruises. In 1989, several major changes to
the car were made including new rear quarter panels, a Ford five-speed
transmission, paint and a set of stainless steel tubing headers. Through the
years, the car has been to many cruises, mixed car shows, and Studebaker
events. We even drove it on the Car Craft Magazine sponsored Ameri-Cruise. In
the fall of 2002, the car was prepped for several long trips. It got air
conditioning and a modern radio with a CD player. The car did not come with a
radio from the factory.
Malcolm writes:
From Ohio, we drove out I-80 to Sacramento.
After the meet was over, we started towards home down I-99 to Bakersfield--then
across Route 40 and Route 66 visiting various tourist attractions along the
way. We had a great trip. The only trouble we had was a stone thrown from a passing
semi that broke the windshield. Last winter, I added air conditioning and a
modern radio with a CD player to make it more comfortable traveling this
summer. Since our trip to California, I've also driven the Wagonaire to Wink's
Drive In--Barberton, Ohio. In September, we drove the Wagonaire to Asheville,
North Carolina, to the Tri State/SE Zone Meet. So far this summer, we've driven
over 8,500 miles. We met lots of people interested in knowing about the
Wagonaire, where we were headed, how old it was, the sliding roof, and the
normal Studebaker questions.
Build Sheet The attached
reproduction build sheet is for a ’64 R1 Wagon that belonged to Allan Songer as
recently as 1997. This is a non-package car that is otherwise extremely well
equipped.
Harold R. Johnson, Jr. of Studebaker Development
Engineering
Johnson made a presentation on the R2 engine at a Southern California section
meeting of the SAE. The event took place on Feb. 11, 1963. Thanks to Nelson
Bove and Mr. Johnson, JTN has a copy of oral part of the presentation. A
synopsis of the presentation is found below.
Contemporary
400 C.I.D. performance goal, increased compression ratios, enlarged induction
passages, modification of valve lift, valve timing and duration, friction
reduction and supercharging.
Limited
power improvement from compression ratio, settled on 9 to 1 ratio for use with
premium fuel and supercharging, opted not to enlarge induction passages due to
torque losses at low speed and partial throttle, opted not to increase valve
lift for the same reasons, new piston design reduced friction losses, oiling
improvements planned for 1959 Golden Hawk but not executed were resurrected.
Top
end power increase was achieved for both R1 and R2 (data showed 302 bhp at 5200
rpm) engines but gave rise to new problems.
Opted
to keep the Paxton SN-60 self contained oiling system. Five pounds of boost at
5000 rpm was achieved with a pulley ratio of 1.35:1.
Block,
crank, etc.
100s
of hours of dyno time showed the block, bearing caps and crankshaft to be
adequately rigid. Tri-metal aluminum type main and rod bearings were used.
Torsional studies at high engine speeds and cylinder pressures showed the need
for a better vibration dampener. The standard Lark dampener was inadequate. The
new dampener proved to provide ample control.
Combustion
chamber
Since
piston changes were required for other reasons, the compression ratio was done
via piston design rather than a head combustion head redesign.
The
new piston chosen was a controlled expansion, closed skirt, slipper type.
High
engine speeds showed problems with oil return to the crankcase and crankcase
ventilation. Upper valve train area and the valve lifter valley caused
restricted oil flow back. Pushrod holes unintentionally served as flow back
paths, causing side effects in the camshaft. Oil tended to whip into a froth,
causing starvation of oil to the bearings and pistons.
A
35% increase in drain passage size along with rocker arm oil metering was the
fix.
Reduction
of the rocker shaft oil inlet hole from 5/16” to 3/32” was the metering
approach.
Oil
return was improved by elongation of the drain hole and moving it forward of
the gear. The path of air flow
ventilation was reversed so as to assist oil drainage.
The
crankcase did not require a modulating valve. When the crankcase is in vacuum,
a fixed volume is drawn into the inlet. A check valve prevents back flow under
boost. Supplemental ventilation is provided by the connection to the air
cleaner. Aeration of the oil and suction of oil mist by the PCV remained
problems caused by crankshaft windage.
A
baffling system of plastic windows in the oil pan was developed. The
traditional excellent blowby control of the Studebaker V-8 was not exhibited by
this R2. Improvements were sought.
The
chosen ring set solved the problem. The top compression ring is a chrome plated
bevel-taper type with a ground lip for tight gap width control. Doubly ground
sides assures flatness and surface finish.
The second compression ring is a non-chrome plated version of the top
ring with anti-scuff coating. The oil ring is a three piece item with chromed
rails for superior oil control and has an interlocking feature on the ends of
the expander-spacer segment.
The
supercharged engine used a stainless steel intake manifold gasket with a small
hole in the left side. This approach limited amount of riser exhaust gas
A
dual point distributor was chosen for both R1 and R2, each with its own advance
curve. Two weeks of spark plug temperature tests were followed by tests at the
proving ground and laboratory.
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Lionel Stone, Paxton
supercharger cores, 4476 Matilija Ave., Sherman Oaks, CA 91423 call
818-990-8916
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Lanny McNabb, R2 engine for
a ’63 T cab project, 423-886-5500 home 423-308-5819 cell, has 4.27 TT rear end
to trade, TN
Ken
Voigt ’64 R1 package GT Hawk, 4 speed, A/C 64V6523. $7500 605-724-2527, SD
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Dave
Dow R1 Marshal 4 speed 64V7450, built for State of Maine, $12500 obo, restored
6 years ago, 802-436-2041, much documentation VT
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Bill
Solomon R2 GT Hawk 63V6525 original supercharged R2 engine, power steering,
disk brakes, TT, 4 speed/Hurst. Correct conversion from Flightomatic. Car has
disassembled interior, chrome and glass in preparation for body work and paint,
$12500, located in Joplin, MO, 417-624-6946 kas@sofnet.com
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Tom Kazale, Jr. 1963 GT Hawk 63V31403 R2 full
package option 46a, 4 speed, ermine white (now black) with black interior. 99%
rust free and complete. One of rostered 19 (10 4 speed) survivors among 44
built (17 4 speeds. Needs tlc. Looking to trade for R2 lark or best offer.
630-235-7788 IL
www.studebakervendors.com is
the place where customers and vendors meet. Forget the phone, the mail and
SASE. All the major vendors are listed on Studebaker Vendors. Just point, click
and view. Most vendors have Email, and many have on-line shopping carts.
Studebaker Vendors, your one-stop shopping mall.
Each
person listed below is a parts and/or service supplier and a reader or
contributor to JTN:
John
Poulos – Historic Automotive advertises interior kits in Turning Wheels. |
Don
Simmons – Silvertone Exhaust manufactures stainless exhaust systems in
Ingersoll, Ontario, Canada. |
Ted
Harbit – Ted provides engine performance parts and services from his
Summitville, IN shop. |
Jon
Myer – Myer’s Studebaker Parts
advertises parts and repair in Turning Wheels. |
Chuck
Collins – Chuck of Phoenix, AZ advertises engine paint and other supplies. He
took over the late Charles Schnetlage’s business. |
John
Metzker – John is the automatic transmission advisor in Turning Wheels
Co-Operator column. |
Stephan
Williams – Steve has a parts operation in Napa, CA. |
Bob
Peterson – Bob has a parts operation in Castro Valley, CA.
candbstudebaker@aol.com |
Lionel
Stone – Lionel regularly advertises performance parts in Turning Wheels. |
Bob
Belling – Bob advertises restoration services in Turning Wheels. |
John
Dwyer – Dwyer Enterprises advertises in Turning Wheels. |
Bob
Kabchef – Bob operates a parts business in Visalia |
Malcolm
Stinson – Malcolm operates Southwest Studebaker in Show Low, AZ |
Jason
Thomas - Jason operates Orange County
Studebaker in Anaheim, CA |
Gene
Rinck – Gene operates a parts business in Millstadt, IL |
Freddy
Freeman – Freddy operates Freeman’s Auto Repair in Jackson, MS |
Editor’s. Note: Photo and
word ads are free as long as the subject is Jet Thrust related. Contact the
editor. The ad deadline for JTN #22 is September 1, 2004. Car for sale ads must
include VIN. Engine for sale ads must include serial number.
Build sheet for R1 wagon
Survivor Table for ’63 R1
Custom 2 door