How do you change the fuel pump?
Hey…I owned one of them. The engine (at least in mine) was the Ford 302. It’s a mechanical fuel pump located in the drivers side lower part of the engine block. It’s fairly easy to replace. Just disconnect the fuel lines and then unbolt it (just two bolts if I remember correctly). Should take nore them an hour…depending on how rusted the bolts are.
I don’t remember Studebaker using a Ford engine in its cars. Could your Studebaker have had an engine transplant?
The 1962 Studebaker Lark either used the Studebaker 6 cylinder engine which had a 169 cubic inch displacement and had been changed to an overhead valve configuration the year before, or used a 259 cubic inch V-8 engine also made by Studebaker. After Studebaker moved its operations to Canada in 1964, Studebaker used Chevrolet engines. However, your procedure for changing the fuel pump is correct.
My dad owns 2 62 Larks. They are both 302 4 speed cars with traction lock. As to it being a Ford 302 I am not sure but it does use a Ford starter. Neither one of his have had an engine swap.
Triedag’s information is correct, and so I would love to know how two different members of this board have Studebakers with Ford 302 engines that they apparently believe to be original. Allow me to quote from Studebaker Cars by James H. Maloney regarding the '62 Lark:
“…could be ordered with either the 112 HP six or the 259 cubic inch V-8 of either 180 or 195 horsepower. Later in the year, the 289.2 cubic inch V-8 became available for both the Daytonas and the Lark Cruisers. This engine could be ordered either as 210 or 225 horsepower vehicles.”
The above information is confirmed by The Studebaker Century, by Hall and Langworth, who added that the extremely rare, 1962 Avanti R-3 racing engine displaced 299 cubic inches. In '63, Studebaker had an experimental R-5 racing engine that displaced 304.5 cubic inches (with dual direct-drive Paxton superchargers, this engine drove an Avanti to a record speed of 196.62 mph at Bonneville!)
One of the nice things about Studebaker was that they would make a car with virtually anything that was available in their parts bin if the customer specially requested it. (Example–the man who wanted the 1960 upholstery pattern in his '61 Stude. Since they still had the material in stock, he got what he wanted.) Larks could be equipped with any engine that Studebaker made, and hence there were a few “Q-ships” that surprised a lot of unsuspecting drivers who dared to race them. Hence, there is a bit of variety in engines that potentially could be found under the hood of a Lark.
However, since Studebaker never manufactured a 302 cubic inch engine, and since Studebaker never utilized Ford engines, it is not possible that a Studebaker left the factory with a 302 c.i. engine of any make. It is true that the last, Canadian manufactured models utilized Chevy 283 V-8s, but that is a horse of a different color.
If someone has a Stude with a Ford 302 engine, it was cobbled together at a later date, rather than having been made by the factory. In fact, if I am not mistaken, the 302 Ford engine did not even come around until the late '60s or the early '70s, thus making it totally impossible for that engine to have been in a '62 Stude when it left the factory.
Gentlemen, if you both say that you have Studebaker Larks equipped with Ford 302 V-8 engines, I will believe you. However, you also have to believe that these were not made that way when they left the factory.
We had one of those for a commuter car. Not sure what year but somewhere around there. It was a 6 cyl. Came home running terrible one night and I discovered it was a vacume line that came loose. Fixed it and Dad was amazed.
Whereever the fuel pump is right or left, just make sure you mount the arm of the pump up over the cam in the engine. There will be a little spring loading so might take a little to hold the thing in place while getting the bolts started. Sure beats pulling the gas tank though.
I stand corrected. I read your post so I called my dad. Sure enough you were spot on. Both of his Larks are in fact 289 C.I. He also directed me to a site where I could read more about the Stude engines and it matched what you said. Thank you for the correction and here is the additional info I was able to obtain.
A Brief Discussion of Studebaker Postwar Engines
By Bill Jackameit
Studebaker used a number of different engines in the cars and trucks it manufactured. Most were manufactured by Studebaker, but some were built built other companies.
Six Cylinder Engines
Champion Six. A flathead design originally displacing 170 cubic inches, it was increased to 185 cubic inches in 1955, only to be downsized again to 170 cubic inches when the Lark was introduced in 1959. Horsepower ranges from 80 to 101. Used in both cars and trucks, it was built in large numbers and parts are readily available. I personally like this engine, and have owned two Larks and a Silver Hawk (185 version) which were powered by it. Most desirable with stick and overdrive. Not a particularly good choice for heavier cars such as convertibles and station wagons, but satisfactory in trucks since in that application the gearing is usually of the stump pulling variety. In the early 50’s, a variety of speed equipment was available for this engine including dual carb setups and split exhaust manifolds. These items are not easy to find today. One advantage over Studebaker V-8 powered cars is that the Champion engined cars do not feel noticibly front end heavy.
Commander Six. A larger displacement flathead engine which was, like the Champion Six, a prewar design. The original displacement was 226 cubic inches which was increased to 245 cubic inches in 1948. Horsepower ranges from 94 to 102, so torque is its major advantage over the Champion engine. It was replaced by the new Studebaker V-8 for automobile use in 1951, but continued to be available in light trucks through 1960. Strong and durable, parts are generally harder to come by than for the Champion Six. A good engine in both car and truck applications. Also desirable with stick and overdrive.
Skybolt Six. An overhead valve adaptation of the 170 Champion six produced from 1961 to 1964. Rated at 112 horsepower, it was used in both cars and light trucks. It has noticeably more pep than the engine it replaced, but it is prone to cracked heads and is not particularly smooth running. Adequate for car and light truck use with either stick or automatic transmission. As with the flathead version, it is typically geared to pull stumps in truck use. I should know, since I owned a 62 Champ pickup with this engine. Parts are available but, due to its relatively short production run, not as easy to find as for the flathead, at least insofar as parts unique to the overhead valve design are concerned.
General Motors (Chevrolet) Six. An overhead valve design used in Canadian produced Studebakers in 1965 and 1966. Available in 194 (both years) and 230 cubic inch (1966 only) versions rated at 120 and 140 horsepower, respectively. This is a solid engine with easy parts availability. Works well with automatic or stick, and overdrive was available.
Eight Cylinder Engines
Studebaker V-Eight. An overhead valve engine introduced in 1951 replacing the Commander Six in automotive use. Originally displacing 232 cubic inches, it was progressively enlarged to 259 and then to 289 cubic inches. Early 1955 Commanders used a reduced displacement 224 cubic inch version which was also available in trucks in 1955-56. Dual exhausts and both two and four barrel carburetors were available depending upon the year and model of vehicle. For 1957 and 1958, Golden Hawks used the 289 version with a supercharger installed. 1957 Packard Clippers also used the supercharged 289. Horsepower ranges from 120 for the early version to 275 for the supercharged Hawks. Relatively heavy for its displacement, it is a strong and reasonably powerful engine with good parts availability. It was built in large numbers and used extensively in both cars and trucks. While it does well with an automatic transmission, it is great fun with stick and overdrive. I like this engine, having owned a Lark with a 259 and stick with overdrive, a Silver Hawk with a 289 and straight stick, and a GT Hawk with a 289 and four-speed stick. My experience is that most any Studebaker equipped with this engine is going to feel front end heavy.
Avanti V-Eight. Avanti engines were developments of the basic Studebaker V-8 engine. The R1 was a 289 cubic inch carbureted version with a 4 barrel and R2 was a 289 cubic inch version equipped with a supercharger. Most Avantis were equipped with these two engines, although only the R1 could be had with air condtioning. The R3 was a special performance supercharged variation displacing 304 cubic inches of which very few were built. There were also R4 and R5 performance variatrions, but none of these were sold to the public. In 1963 and 1964, Larks and Hawks could be ordered with Avanti engines, and a relatively small number were so equipped. Avanti engines are powerful and reasonably durable, although the supercharger (as with the 1957 and 1958 Golden Hawks) can be a troublesome. As would be expected, parts for R Series engines are harder to find and more expensive than for standard Studebaker V-8’s.
Packard V-Eight. Used only one year in the 1956 Golden Hawk. This large 352 cubic inch overhead valve engine produced 275 horsepower and was available with either the Packard Ultramatic automatic or stick with overdrive. Even heavier than the Studebaker V-8, so the front end heavy feeling is even more pronounced. Parts availability and cost are as for postwar Packards, which means generally harder to find and more expensive.
General Motors (Chevrolet) V-Eight. Basically the standard 283 cubic inch Chevrolet engine used in Canadian produced Studebakers in 1965 and 1966. It is lighter than the Studebaker V-8 so cars equipped with this engine do not feel front heavy. Only available from the factory with a 2 barrel carburetor and single exhaust rated at 195 horsepower. A solid engine that works well with automatic, straight stick, or stick with overdrive. As with the Chevy six, parts for the V-8 are readily available, as is a broad range of performance equipment.
Studebaker also produced a limited number of vehicles with engines purchased from other companies. These include diesel Lark taxis and medium and heavy duty diesel trucks. Also, the Avanti II used various Chevrolet V-8’s dispacing 327, 350, 400, and 305 cubic inches. Parts are readily available for the all of the Chevy V-8’s.
Having owned one of the 63 models as my first car, I was impressed with the performance. Of course I put it in the ditch one night (avoiding a dog…ha ha ha) (statue of limitations have passed) and wrecked the front suspension. Even so, I sold it to a guy for the same amount I paid for it.
When changing the fuel pump, place a gob of grease on the fuel pump push rod and shove it into the block firmly against the cam. The grease should hold the rod in place while you install the fuel pump. Use a line wrench (1/2 ") to loosen/tighten the fuel lines to prevent twisting the fittings. Wonder how I know?