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That's interesting that the R1 engine was prone to pinging since that Avanti didn't come with a "use premium fuel" label on the gas cap.

Non-expert here, but, yes. If we assume that Studebaker chose the compression ratios correctly for the R1 & R2 engines, then adding a supercharger would increase the "effective" compression ratio by 1.25 points ( R1 has 10.25:1, R2 has 9:1). So, adding a blower to an R1 would increase its effective C.R. from 10.25:1 to 11.5:1. An 11.5 C.R. is pretty high, I assume too high for 93 octane fuel, unless one drove the car very easy. (I realize that my reasoning isn't exactly correct, but isn't too far off.)

Thanks! Somehow over the past 63 years my wave washers disappeared. I had no idea they were supposed to be there. I have ordered some and crossing my fingers they will do the trick. I appreciate the tip!

So, I take from the above insightful replies that, for an R1 converted to R2 specs… without a cylinder head change… Improved (forged) pistons, and aviation type gasoline are the safe play! (If engine is to be run hard)

had the one for my 79 rebuilt by them when they were in Lynnwood WA a couple years ago, 30 minutes from me. They turned it in 3 days with me dropping it off and picking up. Looks like they just moved 60 miles south.

A stock R1 engine is prone to detonation (pinging). I'm no expert, but I assume that the first thing detonation damages is the rings; it breaks them. Adding the boost of a blower would increase the fuel octane required to prevent detonation. Of course, the timing is different on an R2 than an R1. I assume that, if one were to add a blower to an R1, then the R2 timing should be used (both initial & distributor). I have also thought of adding a Paxton to my R1 engine. No more than I would drive the car the extra cost of racing gas might be worth it. If I were caught somewhere without availability of racing gas I would drive it easy home & refill with racing gas before driving the car hard.

I turbo charged my first engine in 1978, a Datsun 620 pickup with a 2 Liter 4-cylinder engine. It was all a custom/experimental job with 2 stages of water injection, and ignition retard through the use of a pressure switch and second set of magnetic pick-up coils in the distributor. Back then, it was easy to get 98 octane gas, which I ran. Right out of the gate, the ring lands collapsed on the pistons at about 8 PSI of boost. So, I went with forged pistons, lowered the compression ratio from 10 to 8 PSI and O-ringed the block. Once the engine was broken in, I continued to increase the boost by raising the turbo blow off valve pressure until the limit was hit, 28 PSI. The engine, which by now had been rebuilt a couple of times, continued to run without further problems. For the next year or so, the only reoccurring problem was the nut on the transmission output shaft behind 5th gear would eventually get loose due to the power and I'd loose 5th gear. (The turbo was a Nissan race car turbo of the day) The 2 Liter Datsun engine had a 5 main bearing crank which was basically a Z Car crank cut down for a 4 cylinder. As an educated auto tech at the Datsun dealer for about 12 years, we never really had many problems with the engines lower end, unless the owner let the vehicle run out of oil. But the pistons, that was a different story. Over the next decade, I continued to work in conjunction with a couple of other specialty shops developing sellable turbo kits for several models of Datsun cars. The one thing that we always insisted on, was lowering the compression. Not for the lower end, but for the pistons.

While I’m no expert at it…it’s more than just the additional compression ratio…the compression actually increases exponentially…maybe logarithmically…not sure the correct term…engine rpm’s increase multiplied by the pulley ratio. Modern engines with blowers and turbos have waste gates to keep the engines from blowing up…I don’t believe the Stude engine has any. The potential of detonation is very real. While I might be very wrong on the engineering of it…too much compression is very hard on the engine. I’ve heard of R1 engines having a blower installed but I would imagine they’re not driven very hard. Studebaker engines…while very strong…have to be warranted and having engines blowing up due to overstressing would be very expensive for Studebaker plus the bad publicity. As it was…Studebaker sold the R3 engines without a warranty.

I’ve mentioned this before, but am still wondering about the necessity of changing cylinder heads when converting an R1 Avanti engine to Avanti R2 specs. Is 10 or 10.25 to 1 compression ratio really too high when the added boost of a Paxton supercharger is put into the mix? I realize Studebaker decided a compression reduction to 9 to 1 was, for warranty issues, a prudent move. However, in my eyes the bottom end of a Studebaker V8 is so robust that 10 to 1 plus a Paxton seems like child’s play! Continuing thoughts on this subject are welcome!! 🙂

Cool! Thanks for sharing.

Yes, but one had better replace them before that!

Thank you for posting that info. 🙂

You are exactly correct!!🤗

GOOD BITE!!….The McCullochs had a rather elaborate die cast badge or “medallion” covering the solenoid hole. The Paxton rework was reduced to a foil decal…..which looks good, however, was definitely a cost reduction!

I thought I read somewhere that Gene Hardig was told to keep costs as low as possible, and was responsible for the idea of re-jigging the earlier hubcaps...?

I'll bite- The elimination of a large metal badge?

I'll start by making the comment that although Nate Altman truly wanted to save the Avanti from oblivion, surely he would have had the common sense to apply this admonition... Just my humble opinion, mind.... I'll go with Nate Altman.

Reg... Thanks for posting that I've been in the Design and Architecture business now for 48 years with a degree minor in art. Before that I was designing cars and Houses at age 12. As soon as I could hold a crayon and a pencil I was at it. I also at age 12 spent time in the Ford World Headquarters in Dearborn Mi. in their Design Labs around clay models and drafting tables.. (before computers) I even had a few design ideas incorporated by Ford. Does that give me some clout as a design expert? You decide! Interesting that the original Avanti designers were thinking on those terms. The bottom line is the changes are a matter of opinion and of so little consequence that it hardly matters. I prefer the flares and love to see them on Porsches and other fine cars. It's a way to extend fenders to accommodate wider rubber and rims (and to me) for a tasteful appearance. One might say the hood scoop is cutting into the smoothness of the body lines,, and what is with those square headlights? Then the Gov't mandated picnic table bumpers, but Avanti was tasteful in how they handled that (I'm sure they would have preferred not to do that.). So whether Your preference or not, I'm going that direction. Also I'll be adding a GTO Judge type tail fin with the downturned ends. Front Airdam.I'm undecided as of yet. My reason for the flares is basic. I want to drop the suspension ~3" and in doing so, things need widened out...especially with very wide rims and rubber. Yes I could tub the car, but that goes against handling excellence where a wider platform is better for grip in curves. My '63' R2 will remain untouched out of respect for it's originality,.... but the '73' is a total project and all bets are off. So... to each their own. For reference again, the pix I supplied earlier.. Looks better than the sketch and clay model shown

It was when I asked the question. Thanks for the update.

It's no longer the supercharged category. Maybe the EX models as well.

During the lifespan of Avanti automobile production, which corporate owner made the statement….”We want to make enough money to eat more than beans and weenies”? 1) Nate Altman….2) Steven Blake….3) Michael Kelly….or…..4) J.J. Cafaro

Seven is correct!

Sorry no…. Both units had an internal oil reservoir.

Internal oil reservoir.

Seven