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Posts posted by GeoffC312

  1. So to give a Blake appearance to an earlier car would take cutting of the existing body, the newer SMC pieces, and some fiberglass jig / bonding work? I trust there is a hard steel bumper beneath the SMC cover.

    I found an '84 in a junkyard, good for what I'd like but the seller wants 4500 and states the frame is rusty. I'd need him to come down in price to make that worthwhile because it may require a better frame. There are couple other Avantis scattered around the country, an '80 for less than the '84. And that's what inspired this question.

  2. Hi Ed. I'm well. 1025 is needing some minor engine bay work with the distributor, and then some suspension alignment detailing to be road worthy. My dad and I want to get those done and some test miles back on her. Maybe I'll borrow her from southern Maine and drive her around my home area for a bit? We would love to make that meet in Vermont with her come August. There's more I will amend in my Composite bumpers thread.

  3. I have a question regarding the differences between the early chrome bumper cars and the later blended bumper. What are the physical differences, not only in appearance but to include mounting points or changes made underneath the skin.

    I have a keen attraction to the Mid-Ohio GT car and seek to pay homage to it in a build. I could get one of the (300) 1984 & 1985s, or I could expand my search and give an earlier one composite bumpers.

    I guess that's a related question: Which way is more economical? Picking up a Newman / Altman II and updating its looks, or initially buying a Blake car?

  4. Ed, you seem to be one who stumbles across these screamin' deals. I am looking for a blended bumper Blake car as either:
    1) An inexpensive fixer, exactly like this announcement back in December.
    2) Only a fiberglass shell. I can build one from the ground up.

  5. Yup. In a phone call to my father, Andy G. confirmed a stroke increase from 3 5/8" to 3 3/4" in engine RS1021, and that it was the only stroked R3.

    Standard 289 --> 299 practice was to use 0.060" in overbore.

  6. It was done enough to trailer to the Warwick meet. We tried to drive it afterward to a meet at York beach, Maine, and found the front suspension to be not quite right (possibly a bent kingpin). We'll get back on the car as soon as the snow melts but we have other items on the to-do list. It'd be amazing to drive 1025 to the South Bend meet (in May? Really?) but that's early; it might get trailered.

  7. Excuse me while I pick up my lower jaw from the floor. The Avanti GT is one of only two Avantis that were built to perform in my favorite type of auto racing, carving up road courses.

    Now that I've helped get 63R-1025 back up to operational status, it's my goal to start with a basket-case '84 or '85 (pretty much just an empty shell) and build a street legal homage to the 1985.5 GT, down to the fender flares and multi-link IRS. I hope to see the car at South Bend next year; I'd love to see / photograph it up close and thorough if permitted.

  8. I'm noticing something else on the red car, it's got a protrusion on the lower half of its rear valance. Currently it very much resembles a diffuser; if it were mounted lower and was equipped with strakes I'd say it definitely was a diffuser. I also see the protrusion stops short of the rear track width, as in for pressure alleviation behind the rear wheels.


    I reflect upon the aerodynamics thread, and maintain what I wrote. There are many styling elements learned in recent times which could be amended to cars without them. Bonneville racers would definitely benefit from an air extracting hood design and A-pillar air guides (both cues borrowed from Cobra Daytona Coupe). At that point, what's stopping them? The rule book for their respective classes.

  9. Okay, it's been long enough. False, 1025 has always been an automatic.

    From that article-

    "All told, we spent time behind the wheels of three Avantis while gathering information for this report. Our first car was a production R2 with optional four-speed transmission. Next was a Studebaker Engineering prototype R3 with automatic transmission. The last car, and the one which we put the most mileage on (over 1000 miles) was a late production R2 with automatic."

  10. I have a handful of suggestions

    Spin Tech mufflers:
    Sportsman Street 3000 (loud for the street), 3000XL (less loud), & 3000XLP (quieter than less loud).

    Those listed above are rectangular box shaped. Spin Tech also makes oval and low profile rectangular box mufflers to fit a variety of space requirements.
    http://www.spintechmufflers.com/ (Top left. Mufflers -> Street Mufflers)

    And one from Dynomax
    Dynomax VT
    The VT stands for valve technology. These use a tuned valve to nullify the resonance [drone] in low RPM driving. The valve swings out of the way when you plant the loud pedal.
    http://www.dynomax.com/mufflers/dynomax-vt-mufflers (One comparison video)
    http://www.jegs.com/p/Dynomax/Dynomax-VT-Mufflers/1316158/10002/-1 (One video same as dynomax page, plus three more videos)

    The valve is under a lifetime warranty.

    Dynomax gives a 90 day free trial offer. If you are not completely happy, send them back.

  11. Last hurrah-

    Raymond Loewy had more than just fleeting knowledge of aerodynamic design:
    "Loewy emphasized … accent wedge-shape … pinch waistline, as le Mans-type racing cars … above all, think aerodynamics."
    Also, we may "thank" Egbert for changing the windshield rake; the car was designed to have more slope. Even so, apply some Cobra Daytona Coupe A-pillar air deflectors to prevent the windshield from throwing off a large wake; big problem becomes little problem.
    From http://www.theavanti.net/design.html and http://www.theavanti.net/birth_window.html

    I concede that applying what had been learned aerodynamically to cars was still in its toddler years, though some knowledge had been gained. German aerodynamicist Wunibald Kamm discovered how to reduce automotive drag in the 1930s and due to his research we have the Kammback / Kamm tail / K-tail. So while it's possible Loewy had zip training in aerodynamics, it's likely he was astute, paid attention to the world around him, and learned without being in a classroom.

    Pertaining to the notion of adding aerodynamic enhancements to a car after the fact:

    1969 Dodge Charger R/T vs. 1969 Dodge Charger Daytona. The R/T has a drag coefficient of 0.51*. After body modifications, the Daytona model achieves 0.33* (this allpar.com story lists 0.28). By adding a nose cone, placing air extractors above the wheel wells, and flush mounting the back light, Charger's Cd drops 0.18 points. If not for the addition of its wing the figure would be better. There's also an intermediary Charger to these two, the Charger 500. That car pushed the R/T's grille forward and flush mounted its back light. I don't have an official number here, I guesstimate it to be between 0.47 and 0.43. By manipulating air where we want it to go and (even more important) preventing air from bunching up and swirling, improves cars without these design elements.

    (* numbers pulled from a racing simulator's game disc information, Forza Motorsport 4.)

  12. … When talking to someone that knew a lot more than me about how engines develop power, perhaps Jim Pepper, it was stated that eventually it didn't matter how much pressure was available, other delivery dynamics would limit the useful amount, however; I doubt that those dynamics were known back then.

    I tinkered around in Desktop Dyno software, oh four years ago anyway, trying to emulate an R3 Studebaker engine. What I found was increasing supercharger pressure from 8 PSI to 14 PSI didn't have an appreciable effect on the power numbers. That told me there was already enough boost "knocking on the doors" to be let in. Doors? Valves! Ah, I will check there. When I increased the Studebaker 1.875" intake valve to 2.02" (I figured the 1.625" exhaust valve was fine) WOW! That did it! 8 pounds of boost with larger valves netted better results than 14 pounds of boost with 1.875" valves. We know, as large as the Studebaker block is externally, room internally is at a premium (like the dream of a 4" bore). It's possible the hang-up in valve size was known then but what could they have done?

    It was at the national meet this summer, in our talks with Jim Pepper; he mentioned the valves as a choke point and that jogged my memory.

  13. This might be a question for Mike Baker and crew but I'll throw it here anyhow.

    My heart lies with road racing, and only two Avantis ever fulfilled that category: the Mid-Ohio Avanti GT, and the Dillon built tube frame Avanti GTO made for the 24 hours of Daytona. I like the Avanti GT because it is a production based car and I have it in my plans to build a Blake car paying homage to it.

    How would I go about recreating the flared fenders and fascia / air dam? Or for that matter, how would people who own a 20th anniversary edition recreate their air dam, should their factory one become damaged and no longer usable?

    We need supersize blocks of that dental impression stuff. Just press it up against a shape and that shape lives forever. Then we could slather some PVA in there and use the impression blocks as molds.

  14. In fact, I know that cam has been reground, at least in terms of duration. There is plenty of valve overlap present on that car, that I haven't heard about in other factory cars. There's enough overlap that it hurts its fuel economy. 1025 is in "afterburner" mode all the time, as the valve overlap dumps raw fuel out the back end. The Paxton crew didn't care, gasoline was like a dime a gallon, just dump that sh*t, blow it on through with the blower pressure. RS1021 is more suited as a race engine than as a daily driver. What's a typical R3's MPG? I bet they're still better than 1025.

    So with this information, let's add it back to the conversation about the valve springs. They were run hard and they were asked to do work beyond what other Studebaker R3 valve springs did. Yeah, I think by the 1990s their metal would be a tad softer than in their youth, blasting through the half-mile with Andy, beating on Hemis, churning out 8,000 RPM.

  15. The car was run hard in its early days. That engine frequently saw bursts to 7k (Hot Rod Magazine), 8k (Andy Granatelli), and wherever the "Th" of "Thousand RPM" falls on the tachometer face (Ron and Doug Crall). 1- They're springs from the 1960s. 2- They're worn from being over-worked. 3- The cam in RS1021 may very well have been reground for more lift and/or duration.

    Andy had triple springs in that thing to make sure the valves operated as he needed them to, and they did. When I was daily driving the car from 1995 - 1997, that's when I'd experience valve float on those same, original, Paxton & Studebaker installed valve springs.

    Like I said, if RS1021 were to see those engine speeds again, it would need a good refreshing.

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