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About MarcD

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  • My Avanti
    1966 RQA-0090

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  1. HI Jeff I'm in the same boat (to be more precise, an early '66 Avanti II). A previous owner replaced the original trunk release cable assembly with a generic throttle cable...did some fiberglass work around the attaching point below the left armrest with well nuts. Didn't work well, and although I've sprung for the correct cable and handle, I've got no idea what the escutcheon and nut even look like, let alone where to buy them. Have you had any luck with this? Sure would be nice to find a few pics of an original fitting, but no one seems to highlight that part of the car, Marc in SF
  2. I have a question about the clutch linkage on a manual transmission-equipped Avanti; I'm posting in the 63-64 forum because I think the vast majority of stick-shift Avanti's are Studebakers; not a lot of Avanti II's out there, and even fewer m/t cars. I'm converting my '66 Avanti II from automatic to a T-5 manual transmission, and plan to use the Chevy T5 hydraulic slave cylinder and throwout assembly. I've acquired all the NOS Studebaker parts needed for the clutch actuation from the clutch pedal (including the shaft/manual brake pedal, various rods/clips/boots/shims/seals) to the chassis-mounted bell crank/pivot arm. On the stock Avanti system, a rod connects from the bell-crank/pivot arm to the throwout arm to actuate the throwout bearing. What I need to know is what is the total length of travel of that connecting rod needed for full clutch operation. This would probably entail having a manual-transmission car up on a lift with one person depressing the clutch while another person measures the distance the rod travels from engaged to disengaged. I would then use that measurement to select a master cylinder with matching stroke length/diameter to move the Chevy slave cylinder the correct travel. I'd really appreciate any info provided! Thanks, Marc
  3. Hi Bob Thanks for the quick reply and words of advice! Your beautiful work was part of my inspiration to pursue the conversion, and I also reviewed the Spring/summer ‘09 article. My ‘66 (80k miles)actually has the original, somewhat tired 327, which I plan to retire to a display stand and replace with an ‘89 Camaro 305/World Class T5 driveline currently residing in a friend’s garage. I know the 305 gets no respect with the hot rodders, but my dad had an ‘89 Firebird with same driveline, and it had enough suds for me! The big question is will the shifter align well with the console opening? The Camaro WC T5 is the “furthest back” shifter ‘box (compared with the S-10 and Ford T5), but I do believe the Camaro used the canted bell housing, with the shifter assembly aligned straight up. May I ask what your concerns were about that setup? I believe the critical dimension will be the distance from the bell housing end to the centerline of the shifter itself. The Avanti magazine article is a T-56 behind a Stude engine with an adapter plate; that may not be the same set of dimensions as an SBC Avanti II, like ours. Do you happen to know what that bellhousing-to-shifter CL length is on your T-56 setup? That would be REALLY good to know! My car currently has the Stude tapered axle open diff rear end with 3.76 (I think, been a while since I looked) gears. Your advice about a posi, along with the notorious tapered axles on an old car has me considering other options. I await input, comments and laughter as appropriate! Thanks, Marc
  4. My ‘66 Avanti (327/Powershift automatic) is pleasant to drive, but I know it’d be a blast with a manual trans, preferably a five-speed. I’ve seen articles on converting Studebaker Avanti’s using t-56’s and six -speeds, but i prefer the lighter and more compact World Class T5. I’ve converted early Mustangs and a Datsun V8 240Z using T5’s; with a moderate power engine (and a 68 year old driver) they’re plenty stout. I’m thinking a bellhousing/trans from a late ‘80’s Camaro/Firebird would be a good bolt on to the existing Chevy engine, but not sure about shifter location or rear trans mount. I’ve accumulated all the manual shift pedals and clutch linkage parts needed, but would really appreciate hearing from someone who’s done this installation. Past experience tells me there’s lots of details involved and parts choices to make. Thanks! Marc
  5. Greetings from California. I live in the City and County of San Francisco, which requires front plates at the request of traffic camera contractors, who need the front plate image to extract the Court fines and fees. My ‘66 Avanti II has the front plate attached to the passenger side bumper “end iron”, and while I wish it wasn’t necessary, it sits back of the bumper and is pretty unobtrusive.
  6. MarcD

    Avanti Serial!

    What’s an “a11” number?
  7. MarcD

    Avanti Serial!

    Thanks. pb. Maybe Studebaker (Or the Feds!) knew the tubular rear crossmember would rust out! I’ll check my 1966 Avanti II (RQ-A0090) and see if the number’s there. md
  8. MarcD

    Avanti Serial!

    Hoping this thread isn’t too old to ask, but has there ever been a final, definitive answer to the question of the Avanti rear frame crossmember stamped with a hidden serial number, like the Lark and others? How about The Avanti II? They had no frame serial number plate on the right frame rail like the ‘63/‘64 cars; just the serial number plate riveted on the drivers side hinge post. Thanks, Marc
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