Touts

I don’t think Gary my ego could handle a X4 Carburettor modifications. I feel the direction I’m pursuing seems to be practical and widely accepted based on feedback provided. Photo: This Carter Updraft BB1 Carburettor is what came with the car. Photo: Maintaining all original parts with the ability to reverse if required is a priority.

My most surprising observation is the vintage car history and pre war activity in this region cannot be ignored or underestimated, it’s amazing. With my FAT-2 Custom Studebaker Roadster now fitted with its original second generation freshly rebuilt FB 1929 Engine It seems to me that There must be a point where practicality comes into play, that is if one is to enjoy the actual motoring. The advancements in Carburettors for development is obvious. It appears that the Studebaker factory Manifolds/ Carburettors supplied early and used locally was widespread and varied. With Preservation always a constant, I am moving forward in this direction. Photo: Factory Manifolds Locally supplied. Updraft Carburetor used. Photo : Downdraft Carburetor modification currently being investigated utilising 2X Barrel Downdraft setup, TBA on final outcome. Photo: Manifolds used off my Studebaker FH Parts car undergoing restoration and modifications.

So I have received a reply from Glenn at Vintage and Classic Reproductions, QLD, Australia. (Attached Below) Their Website is well worth a look. I would like to thank StudePrez and Jon from CarbKing for their time and accurate input. As an amateur I confess the specific difference between the different types used and interchangeably and compatibility requires additional research on my side. I guess my initial knee jerk question is weather U2 - UX2 Carburetor can have relevance to my UU2 dilemma . I’m currently proceeding in a direction that is acceptable to me and we’ll see how it all pans out. COPY REPLY : “HI Frank, We only remake the U2 and UX2 Stromberg carby I did this for my own cars some 35years ago, it was a massive job and will not do any new ones. Yours in Vintage Motoring Glenn and Rosemary Smith” I hope the information provided can help someone. frank

Thanks , I will make contact with them and see if I am able to obtain some information. Ill post anything any updates in due course.

Thanks for your reply reply. I have been following a couple of different options. The current option is similar to the direction you have just described. Of course originality is my main focus. Yesterday I picked up the manifolds that turned out great which will enable me to use a Downdraft X 2 Barrel Carburetor. I have all the original parts stored. If I had the opportunity I would love to be able to have the UU2’s restored to an acceptable condition. I would jump at this option or some reason. The interest in these Carburettors appears to dates back as they were apparently used on high end cars including Buggati and Duesenburg cars . This has led me to to believe that perhaps high end owners may have information. Cheers.

Hi All, Today I followed up from my early attempt to sort out my Carburetor dilemma. Currently I’m working on three seperate options in an attempt to solve my carburettor woes. . The option to have my UU2 and Spare units rebuilt was always my preferred method moving forward. I was told that Both Casings were unsatisfactory. The Carburetor shop is very highly regarded so I didn’t question their decision and asked them to return them. Would anyone have any updated information about this elusive Carburetor?

Thanks for your detailed information. Basically that is the way the coach builder has addressed the situation. As you may recall I had no Channels at all. Although primitive, I don’t perceive any major problems with this system and fits in well with my attempts to maintain originality.

I’m no expert, however the setup your describing appears to be typical for vehicles of that period from my observations. No Channels as was the case with my car, was never the case. The way the situation was handled with my car was that, where the water flowed as you said , an enclosed area was specifically made to the Floorpan to capture any/all water. The water would simply exit out via two drainage holes. The catchment area made “should”fully contain the water which would allow me to keep my eye on it and service the area as it is accessible. I like the idea of keeping the water contained and not swishing around. I guess I could put additional tray of sorts though I think it might be okay. As it is a Roadster I would be hesitant to go cruising in the rain. I’ll post a couple photos of the area in due course if you like. Good luck with it.

Thanks Wayne, the reason I keep posting is, that as I previously mentioned the information that was given throughout this post is quite detailed The people and owners who contributed are very knowledgeable and experienced . As there are so few FA Presidents and the knowledge base is limited. I’m hoping that others may do as I do revisit the thread . Each time I do I learn something new. Cheers. frank

Just a quick update if anyone is interested. Work continues on the 131” Custom Roadster . I’m currently putting it back together after the Engine and Body work. There was some discussion earlier in regards to Exhaust and Intake Manifolds used on the FA / FB & FH models. I was surprised that the original Manifolds on my car were apparently widely used on Export cars. One of my focuses is to get the newly rebuilt Engine running. I’ve been told that using the Manifolds off later model cars would be more efficient. As the modification is “Bolt on Off“ and Reversible I’m heading that way. The Carburetor still are of concern . I’ll be maintaining the original parts. The Manifolds sourced were from my parts car and are currently having restoration and fitment work done on them. There are some wonderful projects out there bringing a lot of joy to many. I am hoping to have some progress photos posted shortly.

Hi Wayne, thanks for the information. With all the effort and cost to get the roadster to this stage, I doubt that it will be driven regularly in the rain. I do intend to drive it though. I can see that the new Rain Channels would eventually guide water into the trunk area. What is good is that the drainage dump area has been isolated and can be easily controlled and maintained if required. I have slowly been fitting the “Bling” which makes a tremendous difference with each part fitted. For me it’s all about minimalism having only the basic standard correct parts on the car. The car’s lines will be the the focus. I agree that I am somewhat fortunate that I have some flexibility by having an “Era Custom Australian T2 President Roadster with the soul of a State Tourer.” If the purist/tire kickers would allow the original orphan car to be adopted that is. frank

Thanks Fox H, During discussions I did receive some comments re the original light blue paintwork and decided to “tone it down”. I have been fortunate that I have some local knowledgeable Studebaker collectors that have allowed me to inspect their cars. Overall the main areas of concern was specifically the workmanship quality around the Top deck area rear of the Doors and including the lack of Rain Channels. All areas were covered including the complete fitting of New Rain Channels and area strengthening . From what I could ascertain there was some jiggling required by Joe to allow the Rumble Seat Door/Rain Channels to work . This may have contributed to the original lack of Rain Channels decisions. Cheers , Frank

Copy Studeprez : (I believe a measurement comparison with a Roadster and a Tourer will show he has Touring Doors. If Frank can locate Peter Limon from Australia and his 1928 President Tourer (Model FA-T1) he would be able to make this comparison. Peter Limon and a Museum in the Netherlands have the only known examples of a "FA-T1" that I ever known of.) UPDATE: Finally, I had the opportunity to personally take a look at one of the three known 131”Wb 1928 FA Studebaker Tourers mentioned. The (Peter Limon) Australian delivered car is now under new ownership and is being well preserved by the current owner. I enjoyed spending unrestricted free time going over the rare remaining original Australian delivered Tourer, taking photos and taking measurements for my personal restoration project and comparison purposes. As correctly mentioned by Studeprez the Tourer/Roadster Door comparison is the same size as my 131” Wb Custom Roadster @790ml . It is believed the custom rear section was originally sourced from a Studebaker Coupe model from the same period. Currently the RHD 1928 Custom Australian Studebaker T2 Roadster Body and FB Engine have now been preserved and refurbished with special attention given to correcting past body and workmanship issues. Key mission is in retaining the authenticity. The Custom specialist Bodywork repairs were meticulously carried out personally by the owner Joe, at “Rocha”, Sydney Australia. Joe took great pride in the project and has a broad knowledge base relating to this era of cars. The car is currently in the reassembly phase. I’m hoping to post additional photos in due course. The Roadster with its new “toned down” tri-colour scheme. The journey back home, Joe clearly proud of his work.

Hi David, good to hear I’m not alone. I’ve learned that restoring a vintage car of this era is not for the faint hearted. I’ve been fortunate to have found some passionate enthusiasts who have assisted me on my journey. I too was very concerned during rebuilding of my engine for justifiable reasons. I had my Shock Absorbers rebuilt in the USA and am very happy with the work . They need your Shocks as they restore them on an exchange basis. Currently I am awaiting the return of my car from the Custom Body Shop. I’m expecting delivery this Monday so I’m very excited. The rebuilt FB Engine is in the car albeit in its basic form. The body has been painstakingly restored, correcting past noted workmanship issues whilst maintaining its history. I’m told I still have plenty to do however now being at the reconstruction threshold is really exciting for me. The journey has been challenging at times to say the least. I’ve spent a lot of time and resources sourcing the correct parts . Keeping the car “True” is my first priority. I’ve arranged to see a 1928 Studebaker President Tourer, one of only three known examples I believe so that will be great. I wish you all the best for your Studebaker restoration . I believe that there are currently a few guys working on early Studebaker cars in Australia. Would love for them to post some information here about their journey in an attempt to perhaps pass on their local experiences . Very interesting that you have the same manifolds, would love to see some photos. All the best, frank

Hi Scott, Do you still have any reproduced Dawson Plugs a available. I’m after 2 pairs . Regards, Frank