mfg

As an aside…. Asking prices for used Paxton/McCulloch superchargers on eBay (for example) are going through the roof! I wonder how many perspective buyers realize the ‘can of worms’ they may be purchasing? Buyer beware when considering acquiring one of these 60+ year old used units!

Your JC Whitney reference made me laugh… but you’re exactly correct that items like these could be found in that great old catalog! I was hoping there still might be a source somewhere… or even a used set…they really can’t go bad !

Your Avanti has what GM Called “Computer Command Control System” That check engine light is part of that (emissions) system. It should go off a few seconds after you start the engine…..If it stays on, it does not mean there is an engine problem… The light staying on indicates a problem in your Avantis emission system… which could be a multitude of items. There’s a plug under your dashboard that a code reading device can be plugged into which may zero in on the issue.

Years ago I purchased a pair of ‘helper’ coil springs that fit around and fastened to the front shock absorbers, and inside the main coil spring. I’ve recently installed new HD front coil springs and gas shocks on my ‘56 Golden Hawk, but that heavy Packard engine still tends to pull the nose down. Does anyone on this forum know of a source for the type of helper springs I’ve described? … I haven’t been able to find these locally anymore… or on the internet…,. Thanks folks!

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)

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!! 🙂

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!

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.

No problem in reversing the tie rod… will not affect front end alignment….Avanti Motors did that on their Studebaker framed 80’s Avantis.

Just my opinion, ….I think the final design looks better without the fender flares.