mfg

No thoughts/ideas here?

“Continuation car” ….. never heard that term… but I like it!

I can think of 3 more items that would qualify as spacers/shims…… Any more thoughts here? HINT…. These would also be common to an R1 or R2 equipped Stude Avanti!

In, for example, a Studebaker Avanti Powershift automatic transmission, what does the term ‘dry’ transmission fluid mean? (Looking for the ‘layman’s’ meaning here!)

Concerning the word ‘replica’, when the ‘65(?)- ‘85 Avantis were being produced in South Bend, it always put a frown on my face when I overheard an ‘uninformed’ person referring to them as ‘replicas’….. and I recall hearing that a lot….Just didn’t seem right to me!!

Such a view!!!!

Yes, an R3 equipped Stude Avanti could have a spacer under the left, or perhaps both, front coil springs!

Hmmm! The definitions of those two words kind of overlap… I’ll go with either/or!

Where are spacers used in a factory Studebaker Avanti R3? (Not body related!)

WOW! What a view… May I ask Bob is this your personal collection, or are these beauties for sale?

Odd that an Avanti R1 fuel pump wasn’t part of the R4 engine package, as opposed to a plugged R2-R3 type ‘supercharger’ pump.

It’s been said that in ‘64, R3 engined Studebaker’s, equipped with the T-10 transmission, had close ratio gearing as standard equipment….However, the close ratio transmission gears were optional on other Studes equipped with the four speed box.

No, apparently the Studebaker ‘61-‘62 T-10 (with the GM bolt pattern) was ‘all Corvette’…. Including the close ratio gearing… excepting for the Studebaker only input shaft.

There’s a company which builds replica Shelby Cobras located just a few miles from where I live, called ‘Factory Five’…. They have been in business since the mid nineties, and a few years ago the local Studebaker Club Chapter was invited to tour their facilities.

Dunlop disc brakes?

So perhaps the Stude 259.2 ???

I think Studebaker, if they had remained in South Bend building cars, should have waited until the 340 CI engine was ready before they used the R4 moniker….. The 305 inch R4 that we know seems to me to be a ‘ragged edge’ engine… over carbureted… with an astronomical 12.5-1 compression ratio…. Not exactly ‘user friendly’ !!!

That’s easy…. The 289 engine!!!!!!!!!!

I think that the later ones were.. Why I don’t know…. Perhaps availability issues with the 427?

Yes true!… not sure about every Granatelli R4, however the one on display at the SNM is definitely equipped with one.

You got it Dwight!… The lowly drain plug!!

Fitting a smaller battery inside a gutted 3EE?…. My guess is there would not be enough room…. but the idea does sound interesting!

‘Gutting’ the 3EE is easy enough but messy, and you should have a disposal plan in place for the lead battery plates and, of course, the battery acid…. With a sharp razor knife I cut through the battery case about 1” down from the top (on my Eastern battery there was a line on the case I followed… Then I lifted the top off and slid out the plates and acid (wear gloves and safety glasses!)… I also kept the battery posts in place as part of the top…… Messy, but I feel well worth the effort….When I show my Avanti the engine compartment looks quite ‘correct’… including the 3EE battery with its dummy cables, which now only ways perhaps a pound or two!!!

Nothing yet? HINT…. Do all the oil changes you want, but you’re R4 or Skybolt Sox won’t get very far without this part!!!

I have a 1957 HRM with an article about enlarging the Packard V8…. Starting with a ‘56 Golden Hawk equipped with the Packard 352, a California mechanic bored & stroked it to 414 CI… Took it to Bonneville and ran 141 MPH with a “ malfunctioning distributor” !!