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PackardV8

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About PackardV8

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  • My Avanti
    1963 R4370

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  1. You are wise to buy a complete setup. Buying it a piece at a time can take forever and cost 2X-3X as much. The carburetor and intake are R2 specific. Do you still have yours? jack vines
  2. South Bend urban legend has it there were twenty-five R3s built by Paxton and shipped to Production. Paxton was hard at work on building the next twenty-five when Studebaker called it off. Paxton managed to gather up most of the left-over engines and R3 parts and ship them back to CA. They were then sold over the counter. Only slightly OT, but there's some evidence a Seattle guy with Stude connections grabbed a truckload of complete R2 engines at scrap prices and shipped them to Puget Sound. Most were installed in boats, where they died a quick death. The R2s in boats ran strong, but were not durable at long full power full load running, as is common in boats. jack vines
  3. This car and its value left with her husband's passing. Rather than putting you and us on the hook for guessing a value of a car which which none of us have first hand driving evaluations, suggest she have it cleaned, up ask an Avanti expert to write the description, ending with "running when parked six years ago", list it on Bring-a-Trailer or eBay, take whatever the market offers. Sometimes it will go to OZ or Europe for more than it would bring from the CASOs here in the states. jack vines
  4. Another likely possibility, since this engine was rebuilt by Stu-V, is that an original car blew its engine, had it replaced by something else, maybe from Paxton or Stu-V and the reusable parts were swept up into this build by Stu-V. jack vines
  5. There were nine Avanti delivered with R3 engines and there is a list of those. For many years after Studebaker closed, Paxton Products sold R3 engines built from leftover parts. Then Stu-V bought the leftover leftovers from Paxton and sold partial R3s. IIRC, by that time, the R3 heads and connecting rods were NLA, so modified R2 components were substituted. It appears yours is one of those. FWIW, none of the OEM R3s or few of the Paxton R3s were built with roller camshafts. That yours has it is unusual. We have a member of this group who holds the personal opinion that since Paxton was once owned by Studebaker, any engines they built should be considered "original". Since the some of the parts Stu-V used were made by Studebaker and once owned by Paxton, wonder if he's going to include yours in his personal list of "original R3s?" jack vines
  6. Also, one could do as some others have done and build a twin supercharged R4. jack vines
  7. The carburetors are simple. 1964 304" R4 3810S(F), 3811S(R) CARTER AFB CK474 The heads and intake you haven't given us enough information. It's really difficult to do "r2 heads machine to r3 spec." Yes, R3 valves can be installed into R2 heads. No, R2 intake ports are not easily enlarged to match an R4 manifold. Yes, there have been single and dual port "R4" repop manifolds made to mate with standard port heads. Knowing exactly what you have would help those offering advice. jack vines
  8. Agree. It all depends on the tire/wheel combination and the condition of the front suspension. If all is in like-new original condition, they steer easily. After sixty years of wear and someone installing wider wheels and radial tires, it can be a pig to steer. jack vines
  9. PackardV8

    R1 vs R2

    An R2 without a supercharger will be slightly slower than an R1 on a cool day and slightly faster than an R1 on a hot day. jack vines
  10. It is possible to modify the Powershift setup, but it's easier just to get one of the millions of floor shift units from a GM in a U-Pik yard. No mods necessary. jack vines
  11. Yes, changing the torque converter to the proper R-series unit will make a noticeable improvement. When another Avanti owner rode with me, he commented on how much more responsive mine was starting in 1st gear, but he said, "That's just too much hassle to do that back-and-forth manual shifting every time." He put a Chevy in his; problem solved. jack vines
  12. Since the torque converter was changed, we might as well ask if you know for certain your rear gear ratio? Second question; do you start in low gear, manually shift to second? Bottom line, the Studebaker 289" is a small engine in a heavy car. It needs all the help it can get to approximate the performance some take for granted with today's cars. jack vines
  13. I've done it and it's a wonderful improvement and the reduction in engine RPM/noise makes the car much more pleasant for highway driving. There will be a small improvement in MPG. Suggest investigating a GM 200-4R as an alternative. The gear ratios are much better for the Stude V8, the cost of a rebuilt unit is similar and the details of the swap are identical. Having said this, it requires someone who can follow directions and will spend the money to do it correctly. Companies such as BowTieOverdrives have the carburetor linkage, the gauge kit and instructions necessary for a successful swap. Depending upon from whom you buy your transmission, the governor which comes with it may not be correct for your rear gear ratio. GM made dozens of different governors for 4-cyl, 6-cyl and V8s; these control part of the RPM point at which the transmission upshifts. Most auto trans rebuild shops will have a bucket full of governors. Choosing the one you want is not an exact science; more of a try-it-and-see. Fortunately, they're external and easily swapped. Also, the Stude floor shift doesn't mate up well, but the U-Pik yards are full of GM 4-speed auto floor shifters for cheap. jack vines
  14. Jeremy, my memory isn't what it once was either: The first Ford automatic, Ford-O-Matic, introduced in 1951, designed by the Warner Gear Division of Borg Warner. It evolved into Cruise-O-Matic in 1958 and finally the FMX in 1968. While the B-W transmission was also used by AMC, IH, Volvo, Checker and many others, Studebaker was the only company to use the Flight-O-Matic designation. jack vines
  15. When testing the oil pump by motoring it with a long shaft and a drill motor, remember it turns counterclockwise. I was called in to consult on an engine with an oil pressure problem. They were driving the oil pump clockwise. X3 - I've never seen a failed pump. Let us know what you find. jack vines
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