mfg

In a Studebaker Avanti, wiring for the overhead interior switches is run down the right side windshield post....True?

Of the three transmission options Studebaker offered for their Avanti, the four speed trans utilized the longest driveshaft.....True?

Not 'silent sam'...however, you're very close!

Sorry no, Foyt wasn't involved.

What famous Indy race car used a Dunlop disc brake installation very similar to the factory '63 Studebaker Avanti disc brake system?

Very, very nice!!!

There was another Stude Avanti/Pontiac swap done as a shop project at a trade school here in Mass around 1970.... A really nice install of a 389 Pontiac GTO engine into a '63 Studebaker Avanti...The Pontiac was equipped with the popular three two barrel carbs...I only saw that Avanti once, and really liked it!

Some taller folks have found the Studebaker Avanti driver's seat adjustment range a bit limited, and have cured this by extending the ends of the seat tracks to get the seat to go further back.

I've always run a 160 in my R2 without any problems.

Agreed!

That's too bad....Very typical of how many Studebaker owners treated their front suspension parts back in the day when these cars were in regular service....A few shots of grease for the front suspension parts, on a regular basis, would have made the Stude/Avanti front end suspension almost bullet proof.

Relocating battery to trunk gets all that 3EE weight off the front end fiberglass...Conversion is quite easy, and the obsolete 3EE can be gutted and left in stock location for appearance sake.

ANSWER.....False!!..... (Been there...Done that!)

No......it's just an open 1" hole.

Nope, it's at bottom center of bellhousing, around 6 inches to rear of oil pan drain plug.

A bit unusual... Your upper & lower control arm bushings are all in good shape..could there have been earlier accident damage on this Avanti?... Bent suspension part?

Sounds like it may be the 1" opening (hole) at bottom center of the torque converter housing provided to access the torque converter drain plug.

As most know, the two Avanti upper control arm's inner shaft holes are factory drilled off center...The shaft can be flipped over to gain (or lose) about one degree of camber....Probably worth a try before you start slotting the frame holes.

Once you remove the inner steel sleeves from the bushings, they should 'pop' right in with a bit of silicone.

Yes..saw it...I also enjoyed it!

It's possible the above mentioned parts could be taken from a Stude SEDAN with manual steering back to the 1953 models...as long as donor car had a Ross steering box. .

If you want to temove the p/s system, a manual steering pitman arm and drag link can replace the p/s pitman arm and control valve.. ...Certain manual steering Stude Lark parts will bolt right on. But I'm not sure which years....Disconnect the slave cylinder at same time. Only issue would be the 16-1 ratio steering box compared to the 22-1 factory Avanti manual steering box. (although the 16-1 box was offered by Stude as a 'fast ratio' manual steering option in Avantis.... also, the 'donor' Lark would need to be equipped with a Ross steering box) .)

Thanks much Gary!

Unfortunately, when replacing a damaged Stude Avanti frame with a good used 6cyl Lark Convertible frame, the holes for the V8 front engine mount brackets need to all be re-drilled.....True?

Looks good!.. Have you a part number for that Griffin radiator?