The evidence that the Studebaker V8 (right) was very deeply influenced by the 1949 Cadillac V8 (left) is all-too obvious. So they just picked the Cadillac V8 as the starting point for their new engine, which had benefited from extensive research from GMвЂ™s Kettering Labs. Studebaker wisely avoided such a major detour, as they wouldnвЂ™t have had the engineering budgets to fix it later like Ford and Chrysler. Those that didnвЂ™t, like the Chrysler hemi and the Ford Y block, did so at their peril, and both were soon replaced by engines (Chrysler B/RB Ford FE) that more closely followed the GM approach. Eventually all American V8s came to adopt these key design aspects of the Cadillac and Olds engines some sooner than later. Realistically what happened was that StudebakerвЂ™s engineers saw the light when the 1949 Cadillac and Olds V8s appeared, with their compact wedge-shaped combustion chambers, overhead valves, hydraulic valve lifters, generous valve and port size, compact and lighter blocks thanks to shorter strokes and вЂњslipperвЂќ pistons, and a slew of other advanced engineering elements. вЂњSomewhat reluctantlyвЂќ? So presumably the first preference for an all new V8 engine was another flathead? Reluctant or not, itвЂ™s a good thing they went that route of ohv, otherwise it would have truly been a dismal dead end. In that look we seemed to see what other observers have reported вЂ“ the possibility of higher compression ratios and hence, smaller combustion chambersвЂ¦the threat of small combustion chambers led us, somewhat reluctantly, to overhead valves. That was a somewhat modest goal, to merely equal or better the performance of an aged flathead six engine (the Commander 245.6 CID six) that was a product of 1920s engineering.ДЄnd hereвЂ™s another detail from that report thatвЂ™s a bit surprising: Once we get past the tongue-in-cheek desire to benefit humanity in general, thereвЂ™s some useful information that helps explain the resulting engine, especially the last few words: yet have equal or better performance. Specifically, the aim was to increase sales and profits by replacing a six-cylinder car with an eight that would cost less and yet have equal or better performance. The introduction of this engine was prompted by a desire to benefit humanity in general and Studebaker stockholders in particular. The creation of the Studebaker V8 had a clearly defined brief, which was laid out along with its engineering and design details in an SAE paper by company engineers Gene Hardig, T.A. The Studebaker V8 may have come into the world a bit meekly, but it went out with a bang. WeвЂ™re going to take a more objective look at this engine, including its strengths and weaknesses, its origins, and the various versions built over its fairly short fourteen-year lifespan (1951 вЂ“ 1964), including the last-ditch attempt to inject some life into it. Much of the more recent literature available online about the Studebaker V8 tends to be written by its loyal fans, including this one at Hemmings modestly titled вЂњAmericaвЂ™s Best V8 EngineвЂќ. That served the typically older and conservative Studebaker buyer just fine, but it was a missed opportunity, as other brands took advantage of the rapidly growing interest in performance and its positive image to expand their sales, especially to younger buyers. It certainly gave Studebaker a competitive edge at the time.ДЄlthough it looked fairly modern at the time of its birth, StudebakerвЂ™s conservative engineering resulted in a physically large and heavy engine for its displacement, and one whose performance potential was intrinsically limited. Except for some fairly minor teething issues and a few inherent weak spots, it soon earned a reputation for durability and developed a loyal following among Studebaker fans. In 1951, plucky little Studebaker introduced its new ohv V8 engine, only two years behind the groundbreaking 1949 Cadillac and Oldsmobile V8s, and several years ahead of other competitors.

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