We’re talking with the Owner Scott Cawley. Scott a Fan of the Studebaker and decided to create this custom as his daily driver. The car has the 1950 look, with a updated suspension so it rides and drives like a new car, and engine is a new motor to add extra horse power to increase the fun factor.
Among the unsung, least glamorous jobs in a car’s restoration is cleaning the body and other reusable metal parts, such as suspension pieces. But what is the best way to clean? Dipping can cause issues later on. Liquid chemicals can dam up inside a panel and run out later to ruin paint.
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This is a special "one year only design" car.. and it is even more special cause it is a Special Edition of the one year only design.. They made only 100 of these.. Cool Enough?
Initially introduced as the Dodge Red Ram Hemi, this Hemi was a six-cylinder in 1953, but a Hemi V8, based on the 1951 Chrysler Hemi, followed in short order, but it had a smaller displacement for the lighter weight Dodge family. None of the major components were interchangeable with any other Chryco subsidiary product. This early version had a bore center of 4.1875 inches (106.4mm), which was the smallest Hemi made.
The Dodge division offered a lower powered, less technical polyspheric (poly) head designed from ’55 to ’58, which used a single rocker shaft configuration in the heads. This design also appeared in the DeSoto and the top-line Plymouth models for the ’55 and ’56 model years.
© Shootalot | Dreamstime.com Dodge Royal Lancer
Also marketed by Dodge in ’53 was a lower compression (ratio=7.1:1), 24-cubic-inch Hemi with a bore of 3.4375 inches and a stroke 3.25 inches long, which produced 140 bhp (104 k/w). This wasn’t the same engine as the Plymouth 241, which used the hybrid poly head design.
Marketed as the Dodge 270 for the ’55 and ’56 model years, the 268-cubic-inch (4.4L) inline engine was available on the high-end models, including the Dodge Meadowbrook and with its 7.5:1 compression ratio developed 150 bhp (112 kw). This power plant is different from the Plymouth and the Dodge Coronet 270, which had a lower compression (7.1:1) poly head engine producing 140 bhp (104 kw).
In 1956, Dodge offered a larger 315-cubic-inch (5.2L) power plant that had a longer 3.80-inch ( 96.5mm) stroke and used a raised deck block with the polyspherical heads. There was an optional D-500 version of this engine with a four-barrel carburetor and larger valves; this unit was a Hemispherical design. The Dash 1 or D-500-1 had an aluminum intake manifold with a pair of Carter WCFB carburetors mounted on top and was available as a “racing only” package although this head was identical in size and shape to the base 500-1 models. The carburetor was the same as the one used for the base Chrysler 300B and the DeSoto Adventurer.
For the 1957 model year, Dodge developed a 325-cubic-inch engine, and the base offering was a poly head called the KDS, which had a 3.6875-inch (93.7mm) bore with a 3.80-inch (96.5mm) stroke. The higher performance 325, the KD-500, was a Hemi design. There was also a rare extra high-performance KD-500-1 version, which sported two four-barrel carburetors. These engines all have mechanical valves, but the Hemi version had the dimples in the valve covers to accommodate the clearances for the adjusters on the mechanical valves.
The Mercury line-up only uses a 410 (6.7 L) FE engine from 1966 through ’67. The 410 combines the 4.05 inch bore of the 390 with the 3.98 inch (101.09 mm) stroke and a 10.5:1 compression ratio of the 428 which comes into production for 1966 as well.
The 427 cu in (7.0 L) FE engine was a top pick from its introduction in 1963 at race tracks and enthusiasts followed by a host of performance enhancing equipment to help make them quicker. The 390 and the 427 have the same 3.78 inch (96.01 mm) stroke and the 427 bore size is 4.23 inches (107.442 mm). After you do the math this 427's firing chamber is actually rounded up from 425 cubes for whatever reason. All of the 427 engines have a crankshaft balanced internally and solid lifters are used for every year other than 1968 when hydraulic lifters are installed at the factory. The iron castings for the 427 engine block are thicker down the walls of each cylinder and on the deck to take the pressure plus the heat created in the firing chamber. The first 427 engines in ’63 are all top oiler to send cooling lubrication to the top end first, A side oiler system is available in 1965 which puts oil to the crankshaft first, much like the older “Y” block. These engines can be bolted to low, medium and high riser (heads) intake, but the cast iron manifold can also be upgraded to an aluminum one that could be mounted with a single four barrel carburetor or two four barrel units for a quicker ride. Ford never actually published specs on these engines, but this FE 427 will develop 400 hp (298.28 kW) or more with ease. Tunnel-port heads with matching intake ports were produced by Ford and these units do not cram the intake port between a pair of sleeved push rods that partly block the passage. The FE 427 engine had been designed with racing in mind and there was lots of other factory produced high performance equipment and a large quantity of aftermarket speed parts are still widely available.
The valvetrain 427 side oiler Single Overhead Cam (SOHC) or the Cammer is Fords answer to the 426 Chrysler Hemi “elephant”. This engine is meant to assert Ford as the dominant player in NASCAR events from the start in the ’64 race season. The block is smaller and lighter than the earlier 427 with dimensions closer to the 392 FE. The deck height of this FE427 block is 10.17 inches (258.3 mm) more than a half inch less than the Chrysler 392 and the 4.63 inch (117.6 mm) bore spacing is less than the 426 Hemi’s 4.8 inch (121.9 mm). The Cammer has a lot going for it and durability of this side oiler FE427 block is proven time and again at NASCAR events. This engine uses an idler shaft to replace the camshaft and the camshaft bearing holes were plugged to complete the modification. This idler shaft is used to drive the distributer and the oil pump in the traditional manner, but the shaft also drive a six foot (1.8 Meter) long timing chain which powers the SOHC in each of the heads. The timing chain can be an issue to set properly-particularly when the engine is run in its highest range. The two single overhead camshafts are relocated above each of the heads to trigger the roller rocker arms mounted on a shaft or valvetrain. The cast iron heads have hemispherical combustion chambers-or Hemi-but this word is patented by Chrysler. The valvetrain has larger valves than on the Ford wedge heads engines and the exhaust valves are made of hollow stainless steel filled with sodium to prevent the valves from burning. The valves have dual springs and the SOHC system is highly rated for volumetric efficiency in the top rpm range. The high output ignition coil passes current to a dual-point distributor with an ignition amplifier that is transistorized to guarantee complete combustion. The 427 Cammer is a hand built engine, but Ford strongly recommends blueprinting them if it is to be used on the race track. The FE 427 Cammer with a four barrel carburetor (4V) will generate 616 hp (459 kW) @ 7000 rpm and a torque peak of 515 lb-ft. (698 Nm) @ 3800 rpm, but with two 4V carburetors the rating is upped to 657 hp (490 kW) @ 7500 rpm with torque peaking @ 575 lb-ft. (780 kW). The engine weights 680 lbs (308 kg) with the duel carbs and would have retailed for $2350.00 as a crate engine in 1968.