okiejoe86

This car is incredible!!! Well done!

I posted these up on the SDC forums, wasn't sure if I posted them here. My good friend Ped Watt from Watt Design Photography shot these pictures of my Studebaker President with a P51 Mustang. Enjoy!! -Joseph Denton

That was enjoyable to read. Sounds like you own a unique awesome collection of cars!

Oh man I love the responses in this post! I was just relaxing and sipping a beer when I made this last week. I do not plan on driving this car that fast ever again. It was just a simple question. I usually listen to the engine to gauge how fast is to fast. I try to keep it safe because this car is an older restoration in original condition. 6 volt system with drum brakes and tires with tubes. I will look and see what gear ratio my car has and let you know. -Joseph

Took my 1940 Studebaker on a 200 mile cruise last weekend. Drove great! Have a tight spot in the steering column that I need to address. I averaged about 50mph the entire way, according to my tail car, I hit 71mph at one point. Felt a few new vibrations in the floor board during that run. How fast is to fast for some of these old antiques? -Joseph

I messed up on the first adjustment. Didn't have a socket that fit on the crank bolt, so I used to ignition button to "bump" the crank over until TDC. Big mistake. Fired it up, car sounded like a diesel. Went back in to re-adjust the valves. Came across a Buick forum and Packard Forum inline 8 engine valve adjustments post, followed what they said.... as follows... STAGE A - NO 1 AND NO 8 PISTONS AT TOP CENTRE, WITH NO 1 PISTON IN FIRING POSITION ( BOTH LIFTERS DOWN)- ADJUST STAGE AROTATE ENGINE 360 DEGREES TO STAGE B, IF YOU OVER ROTATE BRING IT BACK 60 DEGREES THEN RE-ROTATE TO STAGE A. or B. ( TO TAKE UP BACKLASH IN TIMING CHAIN ETC.)STAGE B - NO 1 AND NO 8 PISTONS AT TOP CENTRE , WITH NO 8 PISTON IN FIRING POSITION ( BOTH LIFTERS DOWN) - ADJUST STAGE B.STAGE A - ADJUSTNO 1 - BOTH VALVESNO 2 - EXHAUST VALVENO 3 - INLET VALVENO 4 - INLET VALVENO 5 - EXHAUST VALVENO 6 - EXHAUST VALVENO 7 - INLET VALVESTAGE B - ADJUSTNO 2 - INLET VALVENO 3 - EXHAUST VALVENO 4 - EXHAUST VALVENO 5 - INLET VALVENO 6 - INLET VALVENO 7 - EXHAUST VALVENO 8 - BOTH VALVES Peter Packard on the Packard forums stated this. I grabbed one of my large sockets, 1 7/8", cut it in half, ground down the top of it just so it would fit between the crank and radiator. Manually turned the engine and followed what Peter said. Found a couple valves to be way out of adjustment. Adjusted each valve to .016, took me about an hour and a little back pain. HA! Manually rotated the engine to cyl 1 TDC, adjusted, did a 360 degree rotation on the crank to bring cyl8 to TDC, adjusted. Done. Fired the engine up, adjusted the timing a little and it runs great!!!

Hey Gary! Thank you for the input. Took some time to figure out, but I got it to adjust with the help of the other thread. The singing noise I was referring to was the #1 valve that I misadjusted. It was clattering like a diesel engine.

Thank you for the feedback Gary. I am picking up a spare engine in the next couple of weeks. -Joseph

Does anyone know where I can pickup an engine rebuild kit for a 1941 President inline 8 engine? Thank you, -Joseph Denton

This is an older thread, but does this adjustment work on a 1940 Studebaker inline 8? -Joseph

So I have spent the last few hours adjusting the valves on my Studebaker. Inline 8 flat head. I felt pretty confident that I adjusted them to the spec of .016 cold. After firing it up, the valves are singing a song that I do not like. The mileage on this engine are unknown, 82 years old. What are the odds that my valve springs are worn out? Does anyone have a proper manual for my car or could you supply me with the "proper" way of adjusting these valves? It was challenging to adjust these. Breaking the nut loose, adjusting the bolt while holding the tappet tight, and then holding the tappet and bolt while tightening the lock nut. I would appreciate any advice! -Joseph Denton

Interested! Do you have pictures?

The only casting numbers I can see from the pictures is the firing order. I will have to check the other side when I get off of work. But here are the pictures.. One with the intake and exhaust separated and the other when they are bolted together. These pictures were taken after the first repair, which failed during installation. The intake was also pretty damaged. We were able to add some weld to it. So far it has survived a hammer hitting it....

The exhaust manifold on my 1940 President has lost the bolt holes. They broke off, we attempted to braze weld new ones on but they broke off as well. Does anyone have one or know where I may be able to locate one? I have posted on the Studebaker Drivers Club forums and watched Ebay. Thank you, -Joe

I am a member of the drivers club forum and use it alot. They were the ones who suggested I post over here on the AACA forums. I will check with the ASC members, thank you for the suggestions! -Joe