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Thanks to all for replies. As I said she doesn't want to sell right now, but I will remind her in a month of two. I forgot to get the VIN/S/N, I was so excited to just see it after 40 years! As to what it's worth, I haven't found any comparable cars on the 'net, most have been worked on and dealer offers. When the time comes, I'll let her throw a number out and we will go from there I guess. Probably going to be a long winter - - - -

Looks to me that the Granatellis notched out the firewall on the R5 Due Cento Avanti to relocate the battery… I wonder why they didn’t relocate it to the trunk where the weight of the battery would have aided traction?

Just wanting to put it out there that it might be prudent to put some demand on our suppliers. I have recently been on a hunt for replacement cylinders for the rear drum brakes if my 1981 Avanti II. On researching, it appears that 13/16" cylinders to suit are starting to have the dreaded "Discontinued line" and "Low Stock" attached to various suppliers like Jegs, Summit etc. I have ordered Ford Mustang 1968 V8 cyls (13/16" bore) from a mustang specialist here in Australia and will be trying these for fit- they are ostenibly correct, but ya never know. This site has a lot of good info on interchangeability just in case others might want the info.... https://www.dormanproducts.com/p-15271-w37782.aspx?origin=keyword

I'll have to agree with Ed. I think there is a better car under that crud than it appears. A lot of hard to find trim parts are there. Remember... You have to clean the oyster to find the pearl! Best Of Luck, John C.

Do you know the serial number?

It looks like the car is basically all there. You have to decide how much you can do yourself and how much you are willing to spend. Personally, I have about twice invested in my car than I'll ever get back, all the (extensive) labor on my part being free; I don't regret a single penny spent. These cars are an absolute joy to drive and always get great comments. Good luck!

I’ve seen a lot worse…. A thorough cleaning may reveal a jewel in the rough!

Another topic

Thank you for agreeing with mfg’s conclusion!! (I’d still like to hear from Greg Cone on this.. You see regnalbob… Mr.Cone actually OWNS the Due Cento’s R5 engine!!!)

Long story. This car was for sale locally in 1969, after work I was planning on making a deal with the owner. Mentioned it to a good friend when he came to work on 2nd shift, he says, he just bought it! My friend passed in 2020. His wife, same high school class, we had our 60th reunion recently. I asked her what she had done with my friend's cars, he had a collection of Corvettes, a '64 Plymouth Sport Fury, and others, plus the Avanti. Shes says she has sold a lot of the cars. I asked about the Avanti, she still has it! I asked if someday I might see it, she said OK, but its not for sale. So yesterday was the day, I drove the 60 miles to see the car. It was last on the road in '73, and moved to the new location in 2009 where they had built a house and large storage building. I was heartbroken when I finally saw the car, as the photos show. Total neglect. Only good news it is in a dry building, up on blocks. Even if she ever sells it, I imagine the motor would need to be gone through, supercharger rebuilt for bearings and seals, paint, does not have the original wheels, dash pad torn and probably mice, brakes. hog troughs, steering spindles, etc. I was so disappointed - other cars in the building were approaching this condition also. I would appreciate any suggestions on to the value of a car in this condition. I am #1 on the list if she ever decides to sell. R2, automatic trans.

No need to contact Greg Cone. The answer is in the following link. https://aoai.org/forums/topic/4876-dry-r5/

Hi, I would like to own the original radio that came with my car: the Blaupunkt Essen FM/AM. Does anyone has one laying in their garage? I would like to know. Should look like the picture. Thanks, Kodjo

Just returned from the annual Ocean Bay SDC Chapter’s Octoberfest show in Brookline, Mass. Amongst the many nice Avantis shown was the late Dick Vaux’s R4892.. the first production square light Studebaker Avanti, and also the ( then) 1964 New York Auto Show factory display car. This Avanti takes my breath away every time I see it.. it is pristine! An R2 model with Powershift trans, Tinted glass, Power steering, Am-Fm radio and tilt steering column. The exterior is painted Avanti Turquoise, with the solid color ‘64 style turquoise interior in perfect condition…. Has wood grain dash, console & steering wheel. This has to be one of the nicest Studebaker Avantis extant! Several othe nice Studebaker Avantis and Avanti ll’s were on the field. PS….R4892 is now owned by Mr. Patrick Ahern

I was also alerted by the size of that oil pan fitting that it might be installed for more than just a temp sender…. I would think that Greg Cone would have the answer?

This is from the SDC Forum on 1-2010. Richard Bennett posted this as part of a reply about the R5. The R5 engine on the Due Cento was a basic R3 engine with a Bendix Fuel Injection unit that sprayed the fuel into/through the dual superchargers and then into a custom built sheet metal intake manifold which fed into the intake ports of the heads. It ran a Gilmore pulley and belt system to eliminate belt slippage, a special grind camshaft (several different grinders made camshafts for it but nobody remembers which one was used), and a Shiefer magneto ignition. It did not run a dry sump system. The blowers ran the blower fluid through a reserviour and cooler in order to cool the fluid which was needed as they were producing about 20 lbs. of boost.

Thanks for the information! I just ordered it!

FYI - Amazon still has the Code Reader available $35. Innova 3123 GM. Easier than the paperclip method.

Remember, I did say I wouldn’t bet my life on it. However, what do you think a dry sump would look like on the R5. It would need a sump of some sort to accumulate oil that leaks past clearances in moving parts? I imagine that bung in the pan is for oil temperature sensor but could be a pan drain, it does look pretty big? Usually a dry sump is used where hood or ground clearance is a problem and the pan is flat or nearly flat with the pan rails. Also oil in the pan can can eat HP and can produce foam just by whipping through the oil. A dry sump on the R5 would make sense for eating HP but not for too deep a pan causing drag. I’m glad I didn’t commit 100% to that answer. Still not 100% standard oiling system but definitely leaning in that direction.

This is from an article by Richard Bennett. Bill Dredge was present at the Granatelli shop when the testing was done on the dyno and said that the engine, in his words, produced a whopping 638 HP. Quite an accomplishment for 1963! Driven by Joe and Andy Granatelli, the Due Cento reached speeds well over 200 mph according to the tach, but was not getting traction due to the wet salt and the best official run was 196.58 mph.

I remember reading the same thing just don’t remember where. Maybe Andy’s book?

I also found this............................. Assembly Line Diagnostic Link (ALDL)location: Click this bar to view the full image. 1981 Model Procedure: If you have the distinct honor of having one of the first Computer Command Control (CCC) systems put into an El Camino, use this method. I think it was first introduced in California in 80 and the rest of the U.S. got it in 81. The 80/81 CCC system is different from all other 5th Generation El Camino CCC systems. This is the 1981 Assembly Line Diagnostic Link (ALDL) In order to pull the stored codes do this: 1. With the ignition off, jumper the two far right terminals as shown in the picture. "D" is the diagnostic terminal and "E" is ground. 2. Turn on the ignition but do not start the engine. 3. The SES light will begin to flash a Trouble code 12. One flash, a short pause, and two flashes. There will be a longer pause and the Code 12 will repeat two more times. 4. The stored Trouble Codes will now flash. Each Code will be repeated three times. Write them down. 5. When Code 12 flashes again that indicates that there are no more stored Trouble Codes. Diagnostic trouble codes may be cleared by disconnecting the battery, or removing the ECM fuse for at least 20 seconds. Reconnect and recheck codes to confirm the repair. Ernie G. 87ElCamino 1982 And Later Model Procedure: Turn ignition switch to OFF position Locate Data Link Connector (ALDL). Jumper the A&B terminals using a paper clip or a jumper wire. Turn Ignition switch to ON position. Count the flashes on the "CHECK ENGINE" or "SERVICE ENGINE" light. FLASH, pause, FLASH, FLASH = code 12 Diagnostic trouble codes may be cleared by disconnecting the battery, or removing the ECM fuse for at least 20 seconds. Reconnect and recheck codes to confirm the repair. Code Circuit Possible Causes/Solutions 12 Diagnostics Entered Normal code with ignition on and engine off. Indicates no distributor reference pulse to ECM. Not stored in memory. 13 Oxygen sensor circuit Check for a sticking or maladjusted throttle position sensor. Check the wiring and connectors from the oxygen sensor. Replace the oxygen sensor. 14 Coolant sensor/high temp If the engine is experiencing overheating problems the problem must be rectified before continuing. Check all wiring and connectors associated with the coolant temperature sensor. Replace the coolant temperature sensor. 15 Coolant sensor/low temp See above, then check the wiring connections at the ECM. 21 Throttle position sensor/high Check for a sticking or maladjusted TPS plunger. Check all wiring and connections between the TPS and the ECM. Adjust or replace the TPS. 22 Throttle position sensor/low Check the TPS adjustment. Check the ECM connector. Replace the TPS. 23 Mixture control solenoid The mixture control solenoid is open or grounded. 24 Mixture control solenoid A fault in this circuit should be indicated only when the vehicle is in motion. Disregard Code 24 if it is set when the drive wheels are not turning. Check the connections at the ECM. Check the TPS setting. 32 BARO circuit low Barometric pressure sensor circuit is low. 33 MAP sensor Check the vacuum hoses from the MAP sensor. Check the electrical connections at the ECM. Replace MAP sensor. 34 Vacuum sensor or MAP sensor Code 34 will set when the signal voltage from the MAP sensor is too low. Instead the ECM will substitute a fixed MAP value and use the TPS to control fuel delivery. Replace the MAP Sensor. 35 ISC valve Idle Speed Control error. Replace the ISC. 41 EST circuit No distributor reference pulses to the ECM at specified engine vacuum. 42 Electronic Spark Timing Electronic Spark Timing bypass circuit or EST circuit is grounded or open. A bad HEI module can cause this code. 43 Electronic spark control unit The ESC retard signal has been on for too long or the system has failed a functional check. 44 Lean exhaust Check the ECM wiring connections. Check for vacuum leakage at the carburetor base gasket, vacuum hoses or the intake manifold gasket. Replace the oxygen sensor. 45 Rich exhaust Check the evaporative charcoal canister and its components for the presence of fuel. Replace the oxygen sensor. 51 PROM or MEM-CAL Make sure that the PROM and/or MEM-CAL is properly installed in the ECM. Replace the PROM and/or MEM-CAL. 52 CALPAK Check the CALPAK to insure proper installation. Replace the CALPAK. 53 EGR valve Exhaust Gas Recirculation valve vacuum sensor has received improper EGR vacuum. 54 M/C solenoid The mixture control solenoid voltage is high at the ECM because of a shorted M/C solenoid circuit and/or faulty ECM. 55 ECM Be sure that the ECM ground connections are tight. If they are, replace the ECM.

Due Cento [DC] would've eclipsed 200 with its existing setup. DC only needed to make a return when the salt was not wet. As it was, DC was doing a rolling burnout of 190-or-so MPH. I've read in an article the tachometer registered DC was well over 200 MPH (peak speed); she just couldn't maintain traction for the required two-way average.

Thank you for the replies. I was looking for a normal OBD1 connector, but perhaps these were pre-OBD1. Normally, if you ground one of the wires, the light would flash the code. Anyone else have more to offer? I appreciate the help!

You did an excellent job of face lifting the dash. Looks new again.

After putting the first coat of paint on my ‘56 Golden, and while sitting watching paint dry, I pondered what those dual overhead cam cylinder heads which were used on the Studebaker Indy V8 would have, if installed on the Due Cento, put that Avanti up over 200 MPH?? Just dreaming here!!