1956 Studebaker

Coupe

Chevy 350

T350

8852785

Clear

Gasoline

Body and Chassis: 1956 Studebaker Power Hawk, purchased as a shell from the firewall back. The 1953 front clip - fenders, hood, grill and related sheet metal - make this car appear to be a '53 coupe. The outward differences are the tail lights, rear bumper and the two-tone paint trim around the rear window, all from the '56 Power Hawk. The '56 has a stronger frame and larger brakes than does a '53.  All the glass is good. Engine: 1971 Chevrolet Monte Carlo 350 cu. in., built in Long Beach, CA, completely stock. A cross flow radiator two electric fans and auxiliary radiator/heater coil keep it reasonably cool. Transmission: GM T350. Rear Axle: Dana 44 Twin Traction, 3.56 ratio which was the Dana version of GM's “Positraction” limited slip rear axle. Interior: 1998 Pontiac Grand Prix. The seats fit almost as if they were stock, and they have electric position and lumbar controls.  The door panels and rear side panels required serious “surgery”, and came out looking good. Electric window controllers came from an older Jeep CJ4. The tubes in the stock radio light up, but it does not work.  A newer CD, AM, FM was installed in the console. The electro-mechanical clock took some cleaning and lubricating, and it works great.  The Sun tach matches the stock gauges in the turned metal dash.  Wheels: 2007 Mustang.  The oval Ford emblem was removed, and the Studebaker S was glued on. Paint: 2005 Lexus RX350 color called Bamboo Pearl, base and clear coat. Exhaust: Flowmaster mufflers with all new exhaust pipes.  The left header is from a truck right side so that it now tilts to the front to clear the steering gear box. Electrical System: Completely new harness, fuse panel and relays from EZ wiring.  12V with 100 amp one-wire alternator. Background: My first car was a 1953 Studebaker hardtop coupe, similar to this one, except without a “B” pillar. I had not worked on old cars for almost 40 years, when my son invited me to a cruise night where I saw another coupe. That got me started on this project. I bought the chassis and body shell on eBay, along with many of the parts you see. The 56 frame is stronger than the 53, and it has better brakes. My budget was extremely tight, so I scrounged and acquired parts from wherever I could, including a great junk yard in Byers, CO. I did all the work except for cutting the drive shaft (Englewood Drive shaft), welding up the exhaust system (House of Mufflers) and final paint on top of my body work (Daniel Gonzales). I have often said that working on these old hot rods is a matter of process rather than product. They are never really complete, and there is always something that needs fixing or improving. Since I have reacquired this hobby, I plan to keep puttering around on old cars until I can't. Highs and lows:  The car is a very good driver, and I have driven it about 5,000 miles since I put it together 6 years ago.  Engine, transmission and rear work perfectly.  There is no rust on the body and only surface rust on the chassis.  Brakes, lines, wheel cylinders and master cylinder were replaced about 5,000 miles ago.   The advantages of having a 56 frame under what appears to be a 53 is a stronger frame, front cross member and larger brakes.  The steering is not power, so steering in tight quarters is a chore with the small Pontiac wheel.  The 17 inch Ford rims cause the front wheels to barely rub the fender, but only when at the limits of the steering.  The bushings in front are about ready to be replaced.   The engine leaks oil from the rear main seal – not bad but annoying.  The speedometer gear is not calibrated to the rear end, so I put paper numbers on it.  The speedometer infrequently makes a squealing sound that goes away quickly.  The car has its normal share of rattles.  The chrome is reasonable but not show quality by any means.  The right grill bar has a crack in it, and all the chrome has minor pitting.  If you can come to see the car, I am sure it could be driven anywhere.  The 3.56 rear end ratio results in fairly high RPMs at highway speeds, about 3500 at 70 MPH.