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1956 Studebaker Golden Hawk Stock Engine Road Test
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- čas přidán 13. 06. 2009
- Take a ride in a 1956 Studebaker Golden Hawk with the Packard Ultramatic transmission.
One of the more outstanding features of this transmission is what might be called a "dual" forward driving range. This permits the driver to select the range most desirable to satisfy individual driving tastes. One range offers the advantages of torque converter drive plus a planetary gear train for rapid acceleration with a smooth "upshift" to direct drive as the car gains momentum. The other range provides the ultimate in smoothness of torque converter drive with less rapid acceleration.
The direct drive clutch is incorporated within the Packard Torque Converter assembly. This clutch, when engaged, provides a direct driving connection between the engine flywheel and the transmission input shaft eliminating slippage at all speeds.
Just to keep the video simple, I refer to the torque converter drive as a shift.
There are probably many different values shown in various publications, but:
According to statistics from American Cars 1946-1975, the top seven in power/weight ratio:
Make Model HP Wt lbs per 1 hp hp per lb Rank
DeSoto Adventurer 320 3870 12.09375000 0.08268730 1
Studebaker Golden Hawk 275 3360 12.21818182 0.08184524 2
Chrysler 300-B (10:1 Compression Ratio)
355 4360 12.28169014 0.08142202 3
Pontiac Strato Streak Powerpack 285 3561 12.49473684 0.08003370 4
Chevrolet Corvette Powerpack 225 2870 12.75555556 0.07839721 5
Chrysler 300-B 340 4360 12.82352941 0.07798165 6
Ford Thunderbird Powerpack 225 3038 13.50222222 0.07406188 7
See the complete chart at: 1956goldenhawk....
They were fast thats for sure. My dad sold Studebakers in 1956 and he brought a Golden Hawk demonstrater home one day. The next day he and I went for a ride and went on this straight stretch of road going into Walla Walla Wn. It was straight stretch of road for several miles and he said lets see what this thing will do. He got it going faster and faster and after a couple minutes the speedometer needle was rocking on the 140 mark and that car just squatted down to the road and sailed right along. I think it would have gone faster but that was fast enough for me. Studebakers were great cars, my parents had a Lark and a 53 spots coupe And I had two 51 Champions.
Not sure which Studebaker it was, I presume the Golden Hawk, was meant to be a competitor to Jaguar and show them up. An "elegant sportscar".
Sad that such an industry has ended ,,, distinctive, beautiful and practical design !!!
Thank's for the memories....😎
Dad loved Studebakers. We had four during my teenage years.
I learned to drive on a 53 Commander V8 stick shift. Never forgot that car. He even let me cool it up. 3" lowering blocks, spun aluminum Bonneville moon hubcaps, glasspac duel exhaust, 3 on the floor and of course the Black DiceI in the windshield.I only had my learners permit at the time, but boy that car was fun.
The last Stude I remember was a 56 Golden Hawk with the Packard V/8 that he bought for 'Mom'.
My brother and I new better though, the grin on his face when he brought it home gave him away.
It was just time for me to be the head of the "crew." Me with my 200ft one wheel burnouts.👍
I still consider to be it the first muscle car, that ride was a HOOT.
Aluminum engine turned dash with Stewart Warner gauges, Golden & Cream two-tone paint, it was one cool ride.
I still have those Dice...wish I had the car to put them in.🥲
The Twin Ultramatic Transmission is a 2 speed automatic. D right range simply engages a lockup torque converter giving the false impression that there's a 3rd gear. The shift quadrant with 3 positions also give a false impression of being a 3 speed automatic when in fact it's a 2 speed automatic transmission like Powerglide and Chrysler's Powerflight transmissions.
About the engine weight...the Studebaker 289 was only about 40 lbs lighter than the Packard 352. And with the supercharger added to the 289, it would have actually weighed more than the Packard 352. So much for the supposed lighter front end weight and supposed better handling of the '57 Golden Hawk compared to the '56 model. Also, the supercharger, being a centrifugal unit, would only start making appreciable boost -and thus only substantially increasing horsepower - once the revs were fairly high. On the other hand, the bigger, unsupercharged Packard V8 would produce substantial horsepower and torque starting at a relatively low engine speed and then pull like a freight train as the revs increased. Both engines may have been rated at the same 275 hp, but the Packard would have been and would have felt much much stronger overall.
3360 lbs. With that engine and the cast iron automatic is very impressive.
@po18guy does that mean you could also bore the 289 .125 and get 320 cubes from it as well?
Very nice. Until recently I wasn't even aware these cars ever existed. Another CZcamsr (Jonathan W) picked one up recently and is in the middle of a quick-n-dirty rebuild on the engine, really got me interested in these. I particularly like the non-supercharged ones with the Packard V8.
Johnathan W has recently picked up a second '56 Golden Hawk.
czcams.com/video/MJlCWg59M8E/video.html
A very cool and underrated car. I enjoyed the video. Thanks for posting.
True muscle years ahead of its time and beautiful , great cars
A beautiful vehicle Raymond Loewy designed.Too bad the firm didnt think far enough ahead to develop a real strong sales network, or to build image. Owned a 54 President- I wish I had kept it,Another note- that was a Borg Warner 3 speed automatic- a very well constructed piece of machinery- used in other places, too.I read someone elses story about hitting 140 and still acellerating.I had that experience once with an engine my brother an I had built- who knows how fast it would go? We never knew.I remember the oil filter was the same on mine,too
Thanks, interesting ride, Interestingly, I,had 1956 Ford Fairlane THUNDERIRD engine/ auto 4:DOOR, A LOW miles Florida Car in 1965/66:: had Foodmplans for keeping and restoring.. but got totalled...Anyways, NICE STUDEBAKER ..I am big Studebaker Fan....from WARSAW IN ORIGINALLY,
Studebaker Hawk is the best. Thanks for this clip. Respect
PS ultramatic bands works as follow, two bands engage is reverse, front band released while rear band engaged is first gear, front band engaged and rear band disengaged is second gear, all band disengaged is third or direct drive moreover, plus the torque convertor that engages from 15 to 45 depending on gas pedal position. high gear on the prindel will start on second gear( or getting out of snow or mud) plus the torque. low gear will start on first shift to second and stay there plus torque. D will start on 1 to 2 to 3 plus torque. ultramatic first is short on easy driving, by 7 miles you out of it. pressed the gas to kick down and will hold first to 40 to 45, keep on kick down and will take you to 70 with out torque, shift into drive at full gas with torque two second after. by then you are at 90 and when you look the speed again you are at 100 plus. golden hawk with twin carb you will feel like taking of in a jet. I stand by this 56sghor comments with my cads face up.
Thank you for a long and complete explanation about Ultramatic transmission operation. But I am not so much in agreement with you. When I was young, many years ago, I spent a good part of my time in the Studebaker main importer's workshop in Chile (Küpfer Brothers) . As of 1955 they imported Packard cars in addition to Studebaker, which they imported since the 1930s. My memories of handling Ultramatic, Stodebaker automatic drive (1950 to 1954) and later Flight-O-Matic (Stude 1955 to 1965), do not match with your definition.
By the way, the first car with automatic transmission that I saw, was a Studebaker Commander 1950 sedan with 4 doors, navy blue. My impression was such that I could not sleep that night. Now I know there were Oldsmobile and Cadillac cars with Hydra Matic automatic transmission from 1940-41, but I had never seen one of them.
Nice Studebaker
Love studebakers, but I never understood why they didn't put the 56 Caribbean 374 cubic inche engine with 2 four barrel carbs in the 56 golden hawk. If you are building a factory hot rod give it all you got
@packardnut Thank you for supplying that information on the Twin-Ultramatic.
thanks for the nice ride along and insight on operation. nice set of gauges !
Yes, the gauges, they are all Stewart Warner brand gauges, since Studebaker had the good sense to not waste money on designing "factory" gauges like most cars did, they simply purchased the excellent Stewart Warner instruments and it worked out quite well.
@@dehoedisc7247 Stewart Warner has always been known for top quality gauges. I had installed Stewart Warner oil pressure and manifold vacuum gauges in an AMC Ambassador I owned years ago. Before I sold the car I saved the gauges. They're still stashed in the basement for any future collector car I might acquire.
i had always loved the hawks.. 20 years ahead of its time.. look at a 1975 camaro
A lot of work to make that interior so nice.
One of the first muscle cars. Not given enough credit.
My uncle told me that the Packard Panther V-8 in the '56 Golden Hawk was the 1st & only V-8 engine EVER developed by Packard before the merger w/Studebaker. Is that true???
Yes. Their only modern engine...prior 8 cylinder engines were in-line 8 configuration , with side valves. Obsolete by the 1950's.
Left of d does not shift. It is a torque converter lockup that is often mistaken for a shift. Right of d shifts only once plus a torque converter lockup.
So does that mean it's a 2 speed transmission With lockup converter?
No, the B-W or Studebaker automatics were three speed. The Ultramatic was two speed with a lockup torque converter.
You are correct. However, my comment is about the Studebaker Hawk outfitted with Packard drive components, not BW.
@packardnut When I had my transmission rebuilt in the mid 1980s, the rebuilder commented on the direct lockup feature. He was pretty amazed.
This was used in the 61 Ford large car more commonly known as the borg Warner cast iron Cruze o magic
if you try to pass a car at 50 the torque convertor will release and having the transmission shift into first gear as you said. will take the engine into red line immediately. second gear(in or out kick down) could take you to 70 not nearing the red line, and then third or direct drive plus torque right after that will a small drop on rpm, will take you to 110
I owned a 57 stick v8 silver hawk. Bought it in 67 fo $200 , was in good all original. It had a fantastic torque an ripped out the real shocks constantly. I gave it wway when i bought a new 67 Mustang. Except for the poor shocks, it was bullet proof. I did not have any front end problems.
really liked it thaks.
As far as I know, the Packard V-8 used in 1955 and 1956 is the only V-8 used by Packard in a production car.
Sadly, you are correct. The 352 and 374 were the only Packard V8's and available for only those two model years.
My Mothers car, would do 0 to 60 mph in six seconds! Had a 352 Packard engine ! , with 300 HP !
Thanks
Plus the aerodynamics...Carrera Panamerica. Win always
Actually the first GTO was not built a full decade after the 56 hawk. The first GTO was built in 1964 so that would be 8 years after the hawk. A full decade is 10 years.
1964 was the first year of the GTO, not 1966.
It was the '64 Pontiac GTO that started the horsepower war, not the '66!.⁹
At first glace that white car sitting on the side of the road at 5:31 looked like a cop car. Good thing it wasn't!
👍
The comments below are very informative. However I am still a little confused about the transmission By both video and the comments. It sounds like the simple way to describe it is that it is a 3 speed automatic transmission with a lockup converter.
Is that correct?
7x77: It's a 2 speed Automatic Transmission. D right range you feel the lockup torque converter engaging giving the false impression of a 3 speed Automatic Transmission. D left quadrant you feel just one shift and no torque converter engaging lockup. The 3 quadrants give the false impression of being a 3 speed Automatic when it's just a 2 speed Automatic.
Correct. Many other comments here are wrong.
@@emjayay who is correct? The comment above me or my original comment , is it a 3-speed with lockup or is it a 2-speed like the person above me is stating
power glide in a one band transmission.
It seemed like a 3 speed auto... that started off and stayed in 2nd in left D... '3rd gear' was the converter lockup happening...
I heard the automatic transmission were too week for that engine
packard engine too heavy, studebaker289 plus supercharger McCollough later Paxton way better. 140 mph
Packard V8 was no heavier than a supercharged Studebaker 289. Studebaker V8 was durable, but very heavy for its size.
Both should go 140...
Always wondered which was faster the 350packard v289sc. Had a 55 259speedster engine in 51 CVT.stick shift w od.
Ultramatic was weak on the Packard strreaght 8 dad had a51 .
See the story about engine weights at: 1956goldenhawk.com/56ghperformance.pdf
why is it you car"experts" seem to overlook the first real "muscle " the 1962 Plymouth/dodge "B" body cars equipped with the 413 engines ,these car effectively ended the rein of the pontiac/ford /chevy shit boxes ,they never did catch back up to the Mopars to this day .
Jane Book interestingly these cars did get good mileage
this car was a 1956 i do think that was before 1962
Only 2 people had a 413 Dodge... 100,000/year had GTOs...
In 1956 Studebaker produced twelve Golden Hawks powered by the Packard Jet Streak engine at its production facility in Los Angeles for the Los Angeles car show. The Jet Streak was a 374 cubic inch engine and it was standard with dual quad carbs. My 56 Golden is a numbers matching car equipped with the 374 cubic inch engine and has dual quads. The power output was too great for the Packard automatic, so it is equipped with a Packard three speed/over drive standard transmission. This was far ahead of the 62 Plymouth/dodge "B" body cars.
didnt the Beach Boys say something like,"That 413 really diggin in"?
About the engine weight...the Studebaker 289 was only about 40 lbs lighter than the Packard 352. And with the supercharger added to the 289, it would have actually weighed more than the Packard 352. So much for the supposed lighter front end weight and supposed better handling of the '57 Golden Hawk compared to the '56 model. Also, the supercharger, being a centrifugal unit, would only start making appreciable boost -and thus only substantially increasing horsepower - once the revs were fairly high. On the other hand, the bigger, unsupercharged Packard V8 would produce substantial horsepower and torque starting at a relatively low engine speed and then pull like a freight train as the revs increased. Both engines may have been rated at the same 275 hp, but the Packard would have been and would have felt much much stronger overall.