The 53 Studes( cars and trucks) are the best looking vehicles of the era in my opinion. I remember something about one running in the Mexican road race. I think it was Ak Miller that put it in his T roadster race car and ran the race. Seems at the time OHV engines over 260 ci were not allowed, to keep it a flathead class, but they forgot about the 256 ford and the stude engines. I thing I read this in a Hot Rod mag back in the late fifties, so if anyone has those old mags, maybe they can check my memory.

Glen Henderson



Freedom is not Free

Letohatchee, AL

Studebaker's first OHV V-8 came out in the 1951 Commander model. Their low price field model was the Champion. The engine was 232 cu. inches. Next it was upped to 259 (in 1953?) and lastly to 289 cu.inches. I don't have any experience with those engines, but have been told they were solid designs. In the NASCAR chronicle a 51 coupe is pictured twice, driven by Frank Mundy. He took 4 poles & won three races..

Paul

Studebaker did make a 259ci V8, not sure if it was out in '53 though, that would put you right in class. I have another friend that thought of this when he heard what Charlie was doing. 

   God Bless.   Tim                           http://yblockguy.com/

350ci Y-Block FED "Elwood", 301ci Y-Block Unibody LSR "Jake", 312ci Y-Block '58 F-100, 338ci Y-Block powered Model A Tudor

tim@yblockguy.com  Visalia, California    Just west of the Sequoias

Charlie, Thanks for the kind words. I'm going to look at those engines tomorrow with the intention of putting one into my 53. Because I have other vehicles, I can afford to ease my way into building this one. From what I read about how you approached racing, you chose a class partially based on what was affordable; a small cubic inch class in the pickup truck category. You read the rule book and then made your plans. Pretty smart way to go.



I wish I could use a y-block in the Studebaker, but I don't want to get into a class that's too competitive. But with what I've learned about y-blocks, I think I can do a decent job with the Studebaker.



The seller is only asking $400 for two engines; one that's running but has low oil pressure, and another that's parts. And two 3sp/OD transmissions. And some other 12volt conversion parts. Seems like a reasonable deal.

Best regards,



Paul Menten

Meridian, Idaho

Paul,

You are on the right track (but you have to run a Y-Block in it).  Norris Anderson (#898) goes just under 200mph with his AA/MP.  It is over 500 cu. in., and he currently holds the record at Bonneville.

You hit the nail on the head.  It is fun just to see what is possible.  Remember, "first you say it, then you do it" (I think that expression started about dung ).  Also, the saying is true if you think about me, "Heck, if he can do it, anybody can do it".

Charlie Burns Laton, Ca (South of Fresno)



BurnsRacing981@gmail.com

The talk about aerodynamics of trucks got me to thinking about my 53 Studebaker. It has a somewhat more aerodynamic shape than the 54 Ford that I have. I think there was an OHV V8 of about 244 ci for the 53 Studebaker. It looks like the 54 Studebaker is even better as a potential race truck.



I'll have to download the rules to see what the possibilities are. I already have too many projects, but it's fun to think about what could be done. Someone local is trying to sell his 55 'Baker truck 289 engine and 3sp/OD together with a 56 parts engine and transmission.

Best regards,



Paul Menten

Meridian, Idaho

Got a great private message from Charlie M.  He was thoughtfully (without being public on the forum) trying to ask a question about my possibly bending the rules on the race truck.  He noticed that I molded in the gas filler neck hole on the side of the cab.  Thanks Charlie, I never even thought of it.

But not to worry, the rules (there are so many) state that you must remove the gas tank from inside the pickup cab.  So, when you remove the tank, you also remove the filler neck and the hole that is left open now must be closed.

I did have a problem once when I was trying to increase the pressure behind the rear window.  I ran the exhaust up into the bed just behind the cab in an attempt to shoot big holes in the low pressure area (interesting idea huh?).  When the tech inspectors saw it, their eyes got real big .  However after a huddled conference, they said that it was a grey area due to the exhaust rules (another long story) and that they wouldn't stop me from running.  They also said that if another entry (that means you Roy) protested, they wouldn't guarantee I would have much of a leg to stand on (protests do happen, but I have never seen one).  Long story short, I removed it.

Please feel free to ask questions or recommend your ideas.  You know how it is, when you are so close, it is easy to overlook something.  Besides, 2008 was our first full year of racing and we are still learning every day.

Charlie Burns Laton, Ca (South of Fresno)



BurnsRacing981@gmail.com

Seppo,

Good question about aerodynamics.  Pickups are handcuffed as to body changes.  There are only two categories, production and modified.  Modified basically means an engine swap to something that was not available during the production year for your vehicle.

The rules specifically state that you cannot use belly pans, change the location of the radiator, no air ducts, no vents, no vortex generators, no spoilers, and no changes in body panels (cannot even cut a hole in the bed).  Only in "modified" can you use a front bumper air dam.  The only hole allowed in the body is to add a hood scoop.

Changing any of these rules will put you with the faster (much more aerodynamic) coupe and sedan altered classes.  This is one of the reason the records are so much lower in the pickup categories.

Good eye on the movement of the truck at speed.  Most cars move sideways quite a bit during the highspeed portion of the run especially later in the event when ruts from high hp vehicles make the track surface a little uneven.  If you are fortunate to be among the first to race on a new surface, it most likely will run straight and true.  Other reasons for the movement are soft spots, car aerodynamics, and the rearend trying to drive around the front end. 

When viewing cars from the side, they look like they are running straight, but if you saw an aerial view, you would be surprised at the movement (fish tailing and drifting).  I asked lots of questions about handling and the old timers warned me not to correct much during a run.  They said if it wants to drift, let it drift, and it will eventually come back.  Sounds good, but the pucker factor gets a little high the closer you get to the cones.  You probably hear quite a bit about spins.  The two main reasons are over correcting and the rear trying do drive around the frontend (and who wants to lift on the throttle?). 

Charlie Burns Laton, Ca (South of Fresno)



BurnsRacing981@gmail.com

57FordPu, thanks about that info about classes. So, you won't be seeing us racing at Bonneville .

About aerodynamics. How about flat aluminum sheet under the car with Formula One style ground effects and diffusors to direct air and to generate suction to keep the car steady at high speeds. And installing radiator horizontally to the bed with fans sucking air from under the car to create more downforce.

I might be wrong, but for me it seems that your car "travelled" quite a bit at speeds on that video clip. Is it about the tyres or the grip or the tracks on the salt?

 Seppo from Järvenpää, Finland
www.hollowheads.net (just click the hole in the head to proceed)

Aussiebill,

Thanks for the comments and heads up on the magazine.  Actually the March issue of GoodGuys Magazine has more pictures.  Classic Trucks had a nice picture and caption in their March issue and the editor told me that there would be more as they picked us for an award at the Texas Loan Star Nationals car show in October of 2008.  I'm told there is still other magazines that will run pictures and information soon.

Please note that there would be no success without the help of engine builder Tim McMaster.  Not only does he design and build the power for this thing, he also calls quite often and makes sure I am on the ball with finishing touches.

Thanks again...................

Charlie Burns Laton, Ca (South of Fresno)



BurnsRacing981@gmail.com