mfg

This 2006 Avanti shows me well thought out, VERY well done IMPROVEMENTS !

I purchased a gold ‘S’ repo hood emblem years ago that also faded from sunlight…. I was lucky to find a nice used original emblem at South Bend meet with gold ‘S’ that seems to be retaining its vibrant gold color.

Do you have a voltmeter?… That would identify how much current and where it is going… or not going…. Even a basic 12V test lamp will allow you to ‘see’ the electricity.

In addition… no extra holes to drill!..… The factory screw which retains console side upholstery can be utilized to support toggle switch by crafting simple ‘L’ shaped bracket.

That’s it… I have an ‘off-on’ toggle mounted on driver’s side console within easy reach. The lockup disconnect at rear of stop light switch is still functioning. My normal driving routine is to not lock the converter unless I’m on the highway, or higher speed secondary road. As I remember, the problem I found with the factory computer controlled converter lockup was that it locked to early… at too low an engine RPM causing what I can best describe as ‘lugging’. I heard many years ago that not allowing the converter to lock up automatically would damage the converter by overheating it…. In 15 years of manually controlled lockup, overheating has never happened… ALSO…. I believe the simplest way to accomplish this, if your Avanti has CCC, is to install toggle into the converter lockup switch wiring (at rear portion of stoplight switch)….located at brake pedal.

Guslinger made some good points… Also, those hydraulic switches commonly fail… When in doubt… change it out!!! Or convert to a mechanical brake light switch.

Just beware of red, orange, or turquoise ‘salt’ !

OK… This changes the ‘picture’…… Eliminating computer controlled converter lockup on Avantis factory equipped with CCC is quite easy by removing the tan lockup control wire from the onboard computer and then completing the circuit by grounding that wire via a manual switch. (as I did on my ‘83) Your ‘A’ series Avanti never had a computer… so basically the internal lockup solenoid needs to be fed 12volts… and it’s negative (ground) wire (to frame) can be controlled with a switch. A wiring diagram pertaining to your transmission conversion would be helpful. Or, you can leave your Avanti, and your wallet, at a transmission shop… as others have suggested!

Let’s just say… More ‘natural’ than a 426 Chrysler Hemi !!!!!

I’m ask the administrator about this BTW …AG-R3.., your profile indicates you own an early ‘A’ series Avanti ll. That wouldn’t have a lockup converter… Or has it been retrofitted with a later ‘Turbo’ transmission?

That’s strange!…. I never requested to not receive messages

Yes … black ‘box’ marked 2

Yes, those kits can be pricey, not to mention the labor costs of a qualified transmission technician to install it. A manual switch is a practical, common sense way to handle this converter lockup issue… I’ve been using one for about 15 years in my ‘everyday driver’ ‘83 Avanti. However, what you describe is a bit over complicated I think… I can describe to you a much simpler way to handle this… If your interested, PM me on this forum.

Well, can you think of any engine that would be easier to install into an Avanti ll chassis than a Studebaker V8? ( With the hypothetical assumption that an owner wanted to part company with the factory installed Chevrolet engine)

Nope… not me…. I just wondered if any Avanti owner had ever attempted it…. after all, it would be somewhat a ‘natural’!

I think the soft came issue was rectified in 1988 (when GM reworked the small block Chevys… also improving the rear seal and one piece oil pan gasket… My 305 engine was purchased around 1994… but sat under a workbench for years after being pulled out of the street rod.

I’ve heard Avanti Motors, during that period, converted some of their ‘electric fan’ cars back to a standard Chevy 5 blade clutch fan & shroud… due to insufficient cooling with the factory electric fans. My ‘85 Avanti has the electric fans… and frankly I’m not a ‘FAN’ !!!!

I got a good deal on the 305… When brand new it was installed in a street rod… but yanked out with about 1600 miles on it because (like you mentioned) the rod owner went with a 350 for better performance.

OK… in about two hours

There is also a Toyota alternator that wires up the same as original… and mounts up to engine bracket the same as original… I have one in my parts stash as a spare… I will post part number if anyone is interested… Cost me about $35 at Auto Zone.. but that was 7 or 8 years ago.

When the original Chevy 305 died in my ‘83 Avanti ‘everyday driver’ in 2010, (at 300,000 miles) I had a nice running Stude 289 and Powershift trans at my disposal. I gave somewhat serious consideration to swapping in the Stude V8, as I had the correct engine frame brackets and other necessary items, however, I ultimately purchased a Chevy 305 ‘Goodwrench’ engine and installed that…. which is still running well at approximately 550,000 miles.

It appears Avanti Motors utilized the TH350 and TH400 “as available”.

Of all post Studebaker Avantis, I’ve always thought the first ‘A’ series Avanti ll’s to be the most interesting…. And, one in nice condition to also be the most valuable.

Avanti Motors coupled the Chevy engine to the Borg Warner automatic trans via a bellhousing sourced from Checker (cab) Motors… That same bell was also used in the ‘65 & ‘66 Canadian Studebakers with the Chevy engines.