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PackardV8

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About PackardV8

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  • My Avanti
    1963 R4370

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  1. It will be the casting number above the two center exhaust ports. Verify both heads. jack vines
  2. While the slave cylinder has the sole advantage of being externally replaceable, it's not the best for feel and actuation. The hydraulic throwout bearing does require pulling the tranny if it ever needs replacing, but GM warrantied them for 50,000 miles. How many years will it take us to drive an Avanti that many? I like the ease of installation, the feel of the direct engagement so much that I now use the hydraulic throwout bearing on all my manual transmission conversions. I even have one behind the Packard V8 in my E12 pickup. jack vines
  3. All, '62-64 full-flow blocks are the same, even those built as 259"s. However, don't buy a 259" as your core; 289" crankshafts are getting expensive, so buy a complete core. When you get to that point, there are options. The R1 10.25 compression is too high for today's pump gas. The good news is semi-dished pistons are available to lower the compression for the same price as the original flat top pistons. If one has never rebuilt a Studebaker V8, there are many small but critically important steps which are different than a small block Chevy. Do you drive your Avanti in the winter? If not, save yourself the cost of the core and add to the value of the car by rebuilding the original engine. (If you're thinking of DIY, plan to lose at least one summer season of driving, because home rebuilds never proceed as smoothly or as rapidly as one would wish.) jack vines
  4. The Ashtabula plant was built by Rockwell International in 1959. . . . made unsaturated polyester resins used in car parts, boats, shower stalls and sink tops. Ashland Chemical Inc., bought it from Rockwell in 1979 and operated it until 2000 when production ceased. jack vines
  5. Even though the Studebaker V8 is a small block internally, externally it's a big block , this means any US OHV8 engine would fit in the Avanti engine compartment and most have been transplanted in at one time or another. I've seen Cadillac, big block and hemi Mopar, Oldsmobile and big block Chevy. As mentioned, most Ford oil pans are front sump, but there are various truck pans which would have made the swap possible. As to the slant sick Mopar, we'll have to agree to disagree. Its reputation for longevity is because it doesn't make enough horsepower to stress even four main bearings. jack vines
  6. FWIW, the engine number indicates in what body the block was originally installed and with what parts it was originally built. Problem is, Stude V8s are now 60-70 years old and have been through many reincarnations. One local Avanti owner bought a long-distance R2. When it arrived, there was a stock 259" under the supercharger. Another time, I bought a P-code 289" and even verified there were dished pistons inside. Problem was, an unscrupulous SDC member had installed a 259" crankshaft. Bottom line - the only way to know what he has is to disassemble and check. jack vines
  7. X3 on going electronic. Carburetors and distributors are crude mechanisms which don't have the ability to manage a supercharged engine to maximum output. Take an R2 or R3 and run it flat out up a long mountain pass. Guaranteed a terminal meltdown several minutes into the run. Today, there are 2-liter turbo engines making 335 horsepower with a warranty. With a computer to control ignition and injection, adding an intercooler, a good R3 might make 500 horsepower and live. jack vines
  8. Since I've never had one of the original Winfield cams on a Cam Doctor to verify the specs I can't speak from that. However, I'll ask the guy who raced them if he has more specificity. IIRC his comments correctly, the 276-degree advertised timing was similar on both the Winfield and the production R3 cam. The reason Studebaker Engineering changed the lobe profile for the production engines was the Winfield was more intense, producing too much lifter click and probably shorter cam lobe life. The racer does remember none of the race cars were as fast with the production cams. This article will also mention how some of the A and B engines were modified and/or swapped into more than one car owned/driven by a Granatelli or sold to friends and employees. Sometimes, the production engines were pulled out and sold separately when another was installed and then that engine was swapped when the car was sold. What is "original" depends on what point in time is being referenced. The #5 Hawk was built as an R1, raced as an R3 and an R4 and then sold with an R1 reinstalled. As far as "an engine which was set up and verified by the Granatellis", each A-series was slightly different as they learned what the Studebaker V8 required to be fast. The article I mentioned will detail how Paxton borrowed ideas from the few Stude racers out there. Then, after the shut-down at South Bend as the leftover R3 engines and parts began to run out, they/Paxton would still sell an "R3". I know of one member who in the late 1960s purchased an R3 long block directly from them and when it arrived, it had ported stock heads, stock rods; basically a stock long block with R3 pistons and cam in it. His complaints were ignored. jack vines
  9. Ed, there's a forthcoming Turning Wheels article about the #5 '64 Hawk raced at Bonneville and R3 history in general. In that will be details as to how the A-series were built with Winfield cams. After Bonneville, the plan was to run them at the NHRA Nationals. By this time Studebaker had released specs for the production R3 engines and so to be legal for NHRA, the race cars had to take out the Winfield cams and swap them for the production Studebaker cams. This account is from the guy who was there as it happened. jack vines
  10. For true, Brad; a more current best science cam, such as your 279-degree Comp Cams is very different in most respects than the 1950s Studebaker cam grinds. FWIW, the original A-series prototype engines were built with Winfield cams. Studebaker Engineering decided they were too intense and too noisy for the production B-series engines. The 276-degree cam chosen for the production engines has much milder ramps and produced less power. Also, the Comp Cams getting .579" lift in 279 degrees indicates a much more intense rate of lift than the OEM .406" lift in 276 degrees. Intake and exhaust manifolds influence how a given cam feels and behaves. The OEM Studebaker iron dual plane intake and exhausts help to tame cam duration. The same cam run with a single plane intake and custom four tube exhaust headers feels and sounds quite different. Congrats on that 405hp in a package which will fit under an Avanti hood and look mostly original. Those two are not easy, as many have discovered. jack vines
  11. And only the engine number. All the '62-'64 Studebaker V8 blocks are functionally identical. A truck or a Lark will have the same block. As to the value, yes, on a 100-point restoration, having the correct "number-matching" block would add some value at resale. For the average Avanti, it makes no difference. jack vines
  12. The production R3 cam is 276 degrees duration. To make best use of it in a modified stock head requires a custom intake manifold, R3 airbox, professional porting, larger intake valves and the R3 exhaust system. Even with that, the increased power will be mostly above 4,000 RPM. If one is going to use the OEM iron intake manifold, the 260 degree R2 cam or the 266 degree R2+ cam is usually a better choice. jack vines
  13. No, Ed, they weren't overlooked; those were prototype California hot rods; no two were alike and have little resemblance to production R3 engines. The "World's Fastest Production Car" fable will be with us forever. Those who were there in the day know and have reported there was nothing "production" about those cars. They were hand-built race cars. How did the United States Auto Club certify the Avanti R-3 as completely stock? The engine hadn't yet gone into production, but since Studebaker, STP and Paxton were paying USAC to be there, "stock" was whatever Andy said it was. Just one of several examples; when the R3 actually went into production, Studebaker Engineering refused to use the Winfield camshaft design from the race engines. They determined it would be too noisy and too short-lived for a production car. FWIW, several of the modifications used in those "A" engines were submitted to the Pure Stock Muscle Car Drag Race Tech Committee for their approval to use in PSMCDR competition. They were unanimous, "Factory race team prototypes are not stock cars. If it didn't come down the production line available for general sales, don't bring it to race." jack vines
  14. Ed, we're going to have to agree to disagree on this one. If it doesn't have the larger valves and intake ports, it's not an R3. jack vines
  15. I've never noticed single plane intakes being worse in colder climates. Are we confusing blocking off the exhaust crossover heat in the intake? In any case, the R2 intake gaskets already restrict the exhaust crossover passage. Studebaker Engineering thought the tradeoff necessary. jack vines
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