Jump to content

VtMike

AOAI Forum Members
  • Content Count

    48
  • Joined

  • Last visited

Community Reputation

0 Neutral

About VtMike

  • Rank
    AOAI Forum Member

Recent Profile Visitors

The recent visitors block is disabled and is not being shown to other users.

  1. VtMike

    Avanti R5465!

    Just looked on Bob's Resource site, and it says R5465 was a stock R2 in 2011, and there was a picture of a stock-looking R2 engine. Has the engine been changed since 2011? Or am I missing something again? If the engine was changed, my wild guess, based on bass-ackwards reverse psychology, is )4 Chrysler 383.
  2. VtMike

    R1 Powered!

    I put the question marks there because I couldn't understand the question. But I now realize that the reason I couldn't understand the question is because I wasn't reading it closely enough. My bad.
  3. VtMike

    Avanti Change!

    Well, it seems obvious that # 3 would have been a very early change, but I sense that answer is too obvious . . . so will take a really wild guess and say #1.
  4. VtMike

    R 4501

    Based on Facebook exchanges, it looks like R 4501 is the same Avanti that Owen Delve's uncle once owned. I guess it is possible it was totaled and then rebuilt, but there is nothing confirming that so far . . .
  5. VtMike

    R 4501

    It appears there are two conflicting claims about Avanti R 4501. On Bob Johnstone's Avanti page, Owen Delve of Goderich, Ontario, claims R 4501 was owned by his Uncle John, that the Hamilton, Ontario Stude operation (plant?) did a factory authorized engine swap to replace the original R2 with an R3, and that R 4501 was later totaled. Here is the link: https://studebaker-info.org/AVDB1/R4000/63R4501/r4501x12082016.txt On the other hand, just yesterday, Tony Moro posted pictures on the Avanti Facebook of a beautiful gray Avanti that he says is R 4501, very much alive and well, and sporting an engine with an R3 air box. It is interesting that both claims say R 4501 was gray and the engine may be an R3. Anyway, this is the first time I have heard that there may have been one or more engine swaps from R2 to R3 done at the Hamilton, Ontario plant. Can anyone confirm that and shed any further light on it? Also, can anyone resolve the conflicting claims on R 4501? Thanks, Mike
  6. VtMike

    R1 vs R2

    I have run across some claims (not related to Studebaker engines) that you can increase the compression by replacing the head gaskets with super thin ones. I was wondering if you could raise the compression by doing that on an R2 without the supercharger to give it a little more go? If not, what about having a machine shop take a little off the heads to do the same? Would either make enough of a performance difference to make this a practical idea?
  7. VtMike

    Avanti Gauge!

    of the supercharger?
  8. Factory Air and Supercharged??? Say it isn't so . . .
  9. VtMike

    R3 Item!

    I think I read somewhere that one of the Bonneville Studes tried a ratio of 2.9ish but settled on 3.00.
  10. Yesterday I read a really good article on Bob Johnstone's site on R3 Avantis. Here is the link: http://www.studebaker-info.org/MAA/SIA1286/sia1286p30.html The article said that R3 Avantis had only mechanical advance for timing. Is that correct? Since I know nothing about this subject, I googled it and read that having mechanical advance only is OK for racing when acceleration from a standstill isn't that important, but that having vacuum advance along with mechanical would help from a standstill? In another article (Road & Track?), I remember that the magazine guys did pretty extensive testing on an R3 Avanti - on both 1/2 & 1/4 mile tracks. While they were impressed with the overall performance, they couldn't get the Avanti to launch strong. I realize that one reason an R3 wouldn't launch like a Hemi is it's smaller cubes and the fact that the supercharger didn't really kick in until about 3000 rpm, but I am wondering if the mechanical advance only may also have contributed to that problem? My other question is: Let's say I was building a Stude engine hoping for R3 power, and I wanted to modernize the timing, what would be the best way to go?
  11. VtMike

    Modified Avanti!

    I have read that Andy claimed he needed to shift at 8000 rpm to beat Hemis in a 1/2 mile race, so # 2 is my guess. Would be very interested to hear more about the modifications that gave 1025 that kind of go-power.
  12. Sagandaga - I saw your PM yesterday but can't find it now. Don't know how to do a PM response. Anyway, I appreciate the info that you shared and will get back to you if and when my plan starts to come together. Mike
  13. VtMike

    R3 Item!

    My bet is that the A series didn't have the milder 276 cam. They have been described as hand built racing engines, and their job was to produce a lot of power and promote the performance image at Bonneville and in early magazine road tests. So there likely would have been much less concern over whether they had street manners that non-racers would expect. Second, I think Jack Vines wrote recently that the Stude factory refused to use one of the cams in the factory R3s . . . maybe because it was too wild? So that may have been related to the intro of the milder 276 cam? Anyway, that's my wild guess.
  14. I believe I recall that the 288 (?) cam R3 was described by Bez as "wild." But I thought the milder R3 cam (266?) option had, in your words, at least somewhat respectable street manners. I think I recall the R3 road test back in the day indicating that the R3 was a comfortable car for normal driving. But my memory is suspect and the road test guys may not have been too picky about driving comfort, so I would like to hear more on the issue of how uncomfortable an R2 would be to drive with bigger valves and the other mods I was thinking about. By the way, I came across a very interesting commentary in another forum by someone going by "Dare-to-be-different," who said he had years of Stude drag racing experience, and, among other things, said that the R 1 & 2 cams performed better in the Stude engines because they were a much better match than the R3 cams. He described increasing valve size as the biggest bang for the buck in terms of performance options. I don't know who he is, but he had a lot of interesting things to say about what did and didn't work for him in Stude engines.
×
×
  • Create New...