Geoff
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Posts posted by Geoff
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There was one 1983, a prototype for the 20th anniversary that had a manual transmission, but one is seldom enough to count. 1984 had more than one manual, I don't know exactly how many.
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http://nbeaa.org/local_evs/heacock/suspension.htm
C4 Corvette Dana (36 or 44) with what the Corvette guys call the "batwing" fits inside stock Avanti rear track with some shortening of components and a little frame engineering. The C4 line (inc. ZR-1) and the Viper both used the Dana 44. I look at it like, "If it's good enough for them …"
This is the route I prefer, though I wouldn't shorten the Corvette stuff, I'd widen the Avanti's body with some bubbled fender flares (modeled after the Mid-Ohio endurance Avanti, which also used an independent Dana 44). Mid-Ohio car information and pictures here: http://www.aoai.org/forums/index.php?showtopic=917
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How did the Myers dyno the engine, with full exhaust and all engine accessories attached? That would give 357 net horsepower and the equivalent gross rating would be circa 400. Then again, strapped to a chassis dyno that same 357 would be closer to 280.
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http://avantiparts.biz/ Under the "Body" category; they have solid colors for $350 and the tuxedo colors for $450, add $25 shipping for each.
Their product description,
"Complete carpet set for Avanti 1963 to 1985. [This sentence varies]. Please specify color when ordering. Sets are made to order. Please allow 15 days lead time. Sets include door panel inserts."
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Ron, ...Is 63R-1025 presently in running (operating) condition?....Do you plan on taking it to Warwick next year?....Folks would definitely LOVE to see that Avanti!
1025 is not yet in running condition. I am off to Maine starting next Tuesday to vacation at my dad's place; my goal for this trip is to bring the fiberglass back to 100% complete.
Next year's show in Rhode Island is a strong maybe for 1025 to attend, it'll hinge on our progress before then. I plan a return trip to Maine next spring, and a third time a little before the Rhode Island show. Hopefully three times inside 365 days is enough to "finish" the car.
I enclosed finish in quotes because ultimately I would love to get into the engine and have it once again be 8,000 RPM capable. Also, over time it has gone away from its factory turquoise paint / turquoise interior and I'd like to go back to stock appearance. Neither the engine nor the appearance are necessary to take it to the show, but they're on my to-do list.
I noticed 2017's meet is scheduled for a return to South Bend. A lot would have to go very wrong for 1025 to not be finished (no quotations) and to not attend that meet.
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I'm just going to say an arbitrary "false" and see what may come. Maybe Loewy was forward-thinking enough to design the car for 15s from the get-go.
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How many John Cafaros are there? This one worked off and on at Corvette (production and Corvette Racing) from the '80s and into the '00s; same guy?
http://www.corvettemuseum.org/library-archives/hof/cafaro.shtml
http://www.corvetteactioncenter.com/history/john_cafaro.html -
Here's the thread I referenced: http://www.aoai.org/forums/index.php?showtopic=3701
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Branching off what boogieman said about compartmentalization / separation- if you were to cut out the air extractor shape in both the cowl layer and the stock hood layer, then fiberglass up the inner edges and mount the air extractors to the cowl layer, you could create a column though which the under hood air could travel and keep the induction air separate.
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I should also put it out there (for those who weren't in the 1025 discussion) that we're talking about a 289 stroked to 299, so that's 3.75" worth of stroke being wound to 8,000 RPM.
More rev's is all about sinking money into the engine technology … well that and just making sure things are lightweight and balanced. As of 2006:
A NASCAR cup engine had ~3.25" worth of stroke and they were wound out to 10,000 RPM.
F1 engines (2.4L V8, max bore ~3.85", max stroke ~1.56") were wound out to 20,000 RPM. -
Affirmative. Andy Granatelli said he frequently spun RS1021 (engine in 63R1025) to 8,000 RPM.
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Great explanation! I can only bring the Hot Rod article to support what Jack stated,
"Different blower pulley ratios are used on the R3 and it is supposed to deliver 6 pounds boost at 5200 rpm. Now although we've estimated a horsepower figure of 305 for the R3 engine, we've based that guess on 6 pounds boost at 5200 rpm. The pressure build-up is pretty rapid in a centrifugal supercharger at high rpm's and we wouldn't be a bit surprised if an accurate gage would show about 8 pounds at 6000 and maybe even 11 or 12 pounds at 6500 rpm."
So if they were guessing 11 or 12 pounds of boost at 6500 RPM, and Andy used 8000 RPM for his straight-line feats, how much total pressure are we talkin'? No wonder the engine looked like a WWII fighter's cowling (smeared and oozing with oil) after high RPM operation.
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Concerns about water ingestion are valid though the R3 intake does a good job of suppressing those fears. It's not like sticking an R2 housing down there; the R3 housing recesses the filters and uses a rectangular box to deflect many would-be entrants. Setting the housing in such a way that the boxed opening is not pointed straight ahead but angled slightly downward prevents unwanted debris from ever seeing the engine. Being placed fore of the front wheels means even puddles splashed by the tires aren't an issue.
I drove 1025 through high school. I specifically remember 12/12/95 the entire bay area had a huge storm system come through with high winds and flooding. I drove to school that day, got there and heard the vice-principal on a megaphone saying school was cancelled, turned around and drove home. The driving was through torrential rain and standing water on the freeway (behind other cars' rooster tails, et al) with no problems … well hydroplaning was a problem, and I danced with the rear end across an intersection because the wet crosswalk paint started it, but I had no engine issues.
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I was going to catch flak for the response I had in mind: "Snip the "II" off a Mustang II badge and paste it on the car."
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My dad called for my birthday yesterday and we got to talking about cars. He told me some previously undisclosed things about his correspondences with Andy Granatelli; things which correlate with Jack's information about R3 being a 0.060" overbore R2 … and mfg will like this bit, my dad mentioned Andy said, "If we called it an R3, it was an R3." Which makes sense because Paxton's handiwork of an R2 was what constituted an R3.
Due to homologation rules, the factory R3 cars (those with 304 cubes) weren't legally allowed to set records, Studebaker hadn't produced enough 304 cu. in. road cars to homologate R3 engines. The nine official ones weren't enough and Studebaker didn't do the trick Dodge made famous later where Dodge paraded the same handful of cars through the barn. So the early R3 prototypes were R2 engines pushed to the absolute walls of the rules, complete with 0.060" in overbore, because "sixty over" pistons were a legitimate Studebaker part and were therefore homologated for competition.
That covers most early R3s with the stock Studebaker 3 5/8" stroke, but what about the oddity in RS1021? The one Andy said, "That was the one we stroked." It was brought to Bonneville but it wasn't raced; it wasn't allowed to set Bonneville times because the 3 3/4" stroke wasn't homologated. The Granatellis didn't care about that one, it wasn't a car built for USAC records and was one of the magazine test cars. Meanwhile, other sanctioning bodies (ex: NHRA and SCTA) didn't care how an engine made its cubes, just that said cubes were properly aligned with one of their classes. The SCTA had a class expire with 299 cubic inches, so RS1021 kept the stock 289 bore and used 1/8" more in stroke. This gave the car a bit more low and mid-range oomph. It had better low RPM characteristics than the "sixty over" cars and yet was still asked to spin to 8k RPM. Andy said he needed all 8k to outrun the Hemi powered Mopars.
My dad does wish he had asked Andy for something hand-written with his signature on it. A paper covered with Andy's recollections of those early R3 prototypes would give better closure than me (him / us) talking to people or posting.
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As a humorous "side bar" the original Avanti and said Datsun are linked with 510 in another way:
"The completed body weighs 510 pounds" -http://theavanti.net/fiberglass.htm (in case of link failure: Main site --> header of Technical --> left link of Fiberglass body) -
I can only wish I lived in the thread (of string theory) in which Studebaker made it to the oil crisis of late '73, early '74 and had the "banksters" pull funding at that time.
Can you imagine, Studebaker would've had 10 more years
… to develop their 3 7/8" bore (342) and 4" bore (364) engines.
… to further develop the Champ, Lark (Challenger), Hawk, and Avanti lines.
… to be partnered with Paxton. Joe and Andy would've returned Due Cento to Bonneville when the salt dried, pushing their previously traction limited 196 MPH average over 200 MPH.
The factory or a privateer team could have campaigned (a) Challenger Daytona(s) in SCCA Trans-Am; Studebaker had a dual quad 304 in R4.
A 364 with R5 treatment would've made some heads spin in drag racing and at Bonneville.
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False. From 1965-1991 about 3/4 as many Avantis were made as Studebaker produced in eighteen months.
3485 1965-1991 to 4643 Studebaker.
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False. Model year 1983 was the first post-Studebaker production year Avanti reached or eclipsed 200 cars, and it did so with a great number, 289. Of those, I really dig the 25th anniversary models.
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Hint: It's in the Avanti Chat forum under 63-64, on a big ol' piece of pink paper
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It's either 4444L or 882-96422L
Some members were recently talking about paint in this thread http://www.aoai.org/forums/index.php?showtopic=3948where two relevant links popped-up.
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Oh, how about the electronics shield? Covering the coil, et al.
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I would hazard two guesses. My first guess is valve covers; my second guess is breather caps.
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There's this sketch from '61: http://www.carstyling.ru/resources/classic/1962_Studebaker_Avanti_Loewy_Sketch_02.jpg
And a mockup: http://www.thoroughbred-cars.com/cars/USA/Studebaker/images/avantps2.jpg
And then there was another sketch I'm thinking of; it was a closeup of an oval, with two circles contained inside the oval. And now that I think about it, that would have looked a lot like a '62 Lark's setup. If you can envision these headlight bezels plastered on the front of Avanti, you'd have an approximation.
http://4.bp.blogspot.com/_TsdjySqKQlI/S74VHTVqcZI/AAAAAAAADNI/e9n8-2lntNo/s1600/1962+Studebaker+Lark+Coupe.+-+1.jpg
'64 Avanti FOR SALE
in 1963-64 Avanti
Posted
Totally not ready for this, and I'd rather an '85, but that's nearly exactly the condition in which I want to start. To me at least, it's certainly a D.I.Y. project.