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Everything posted by PackardV8

  1. Congrats on solving two problems in one go. Now, it's time to do the same to the front firewall. It's Swiss-cheese full of holes originally plugged with rubber grommets and bellows. Sixty years later, most of those flimsy barriers are "perished" as you would say. A day spent removing the carpet, re-sealing the firewall and then layering it with Dynamat will make for a great reduction in heat, noise and fumes. jack vines
  2. Do not believe most internet parts searches. The Summit/Jegs/Rock Auto, et al, pay that cheap whore Google to put their listing at the top, regardless of whether they have ever stocked that part. Then, when you click on it, the closest random collection of junk pops up. (Do I feel strongly about this? Yes, as they waste hours of my time when I know exactly what I'm trying to buy, but they hijack my search.} jack vines
  3. That's a new one on me and one I'd never have considered attempting. Close-up photo? jack vines
  4. It's not just appearance. Seat engineering has improved as much as every other area. The OEM seats in my '63 were ahead-of-their-time buckets, but way out of date forty years later. I installed a pair of heated leather six-way-power seats from a Japanese luxury car and they transformed the feel of the car. Through the inner ear, we feel the motion of the car. Changing where the inner ear is positioned within the car changes how we perceive the ride and handling. The OEM buckets are bolt upright and close to the steering wheel. The replacement seats allow moving rearward, reclining s
  5. http://www.studebaker-info.org/R3parts/r3headsa.jpg That hand-stamped number doesn't appear to be a casting number, which by definition is part of the molding process. Only the person who did it can confirm, but since Studebaker never stamped anything "STU-V", insn't it likely as part of their rebuild of the engine, STU-V ground off the OEM casting number, modified the head and stamped their own identifier? jack vines
  6. Agree, buy the best car cosmetically and mechanically you can find. Look for a A II without a sunroof. The aftermarket sunroofs were a disaster; they leaked, delaminated and are expensive plague to get out. The SBC is the least expensive part of a good car. We can build a strong, durable 383" or 400" for cheap. The 4-speed overdrive automatic is a real plus also. jack vines
  7. For me, exterior and interior color is not normally the deciding factor when considering a used car, but some age better than others. Recently I looked at a nice Avanti II in overall excellent condition. However, I just couldn't get past the interior. It was done in a Victorian bordello button-tuft red velour. That color, design and material would just hurt my eyes every time I opened the door. I mentioned to the seller that wouldn't have been my first choice; reminds me of '60s Buicks. The seller smiled and said, "That's the only reason I have the car. My wife loved the interio
  8. Worst case situation, all driveline shops have wedge shims available to set the pinion angle equal to the transmission output shaft angle. jack vines
  9. For true, it's akin to being strafed by a Stuka. I've converted a couple to the big two-speed electric fan from the Dodge Viper. Also did one using the flexible blade stainless steel fan driven full-time without the clutch. jack vines
  10. The chrome on the Daytons on the '63 were rusty. I had them sandblasted and powdercoated gold to match the paint on the car. Since the car was customized by George Barris, King of the Kustomizers, now the gold wheels actually are more period-correct Kalifornia Kustom than the original chrome. jack vines
  11. The interesting thing is both Dayton and Borrani were available as true knock-offs. The original owner added Daytons to my '63 custom and I have a set of five Borrani from an '80. They're both heavier than the hubs of hell. It seems the Borrani had better chrome than the Dayton, but maybe better maintenance and storage as well. jack vines
  12. 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
  13. 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
  14. 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
  15. 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
  16. 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 sinc
  17. Also, one could do as some others have done and build a twin supercharged R4. jack vines
  18. 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
  19. 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
  20. 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
  21. 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
  22. 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
  23. 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
  24. 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 suc
  25. 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
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