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VtMike

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  1. 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.
  2. 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?
  3. 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.
  4. 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
  5. 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.
  6. 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.
  7. Jack - thanks very much for the response. If such things were done right, what would the ball park be for the HP?
  8. For some time, I have been dreaming about getting an Avanti and upgrading its engine to an R3 clone. Not to build a race car . . . just looking for something that would knock my socks off once in awhile, but still be OK for normal driving. But the lack of available R3 heads and/or expense of building such an engine may be an unrealistic pipe dream. So I am wondering how far I could get by upgrading an R2 without totally breaking the bank? Bore to 299 or 304 cu in? Port and polish the heads? Increase intake valve size as much as those heads allow? Heavy duty valve springs? Rebuilding supercharger to R3 boost level? I understand from other threads that the intake manifold may be the choke point that would limit the effectiveness of other upgrades. What is the best solution to that problem? Also, aside from looking cool as hell, does the R3 air box do anything for performance? Really appreciate any thoughts. Mike
  9. VtMike

    Shifty Avanti!

    Wild guess . . . some kind of insulation to reduce the heat transfer to the upper part of the shifter.
  10. I thought I remembered a tu-tone Avanti on youtube. Here it is. No idea if it came from the factory this way, but it is black except for the orange roof and the raised part of the hood. The video also claims it is an R3, but who knows about that? Anyway, here is the link:
  11. VtMike

    Avanti Trannys!

    I thought the stick shift option ended in the mid 70s? But I don't think you would have asked this question if that was right. So I will say True.
  12. VtMike

    R3 Gears!

    If that is all it is, I would buy the Lark and transplant the R3 into an Avanti. Then I would have my Avanti R3 clone I've been dreaming of . . .
  13. VtMike

    R3 Gears!

    Found something in an old Hot Rod Magazine road test that I found interesting . . . it makes me think the R3s came from the factory with a milder and more streetable setup and the rough running may have been caused by owners tweaking their small engines to squeeze a little more out of them. The last test car we used was the new R2 and we made no attempt to try it at the drags. We just drove it and enjoyed it. A few short bursts through the gears in remote locations proved that it had adequate power, as Studebaker claims. Even with the blower, the engine is very smooth, quiet and docile as a limousine in heavy traffic. Amazingly enough, we used the R3 version in our travels to and from the office and except for the objectionable gear ratio we had fitted for the drags, it too was a very smooth car for daily duties.
  14. VtMike

    R3 Gears!

    I love the idea of having the performance of an R3, but don't see how anyone would be comfortable with driving one on the street that runs (or doesn't run) like that Lark. I can't believe that Studebaker allowed the R3s to leave the factory unless they were at least half-way comfortable for street driving. In the Youtube videos of running R3 Avantis I have been able to fine, they will idling but faster than would be normal. Is that because they won't keep running at a lower idling RPM or run so rough that it must be avoided? Sad to say, but, if the tradeoff for the performance is that an R3 inevitably acts like that Lark, I may have to stop dreaming about having an R3 clone one day. I would love to hear from someone who has ridden in an R3 Stude of some kind, and could tell me what it is really like.
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