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To A0136…. Thanks much for posting the pics…. You have certainly made clearer what I was trying to get across! Best of luck with your ‘59!…Ed

Nice!

I run the McCulloch setup on my ‘55 President Speedster without the kickdown connected…. I down shift to second overdrive when I need more ZIP!!!

Would disagree here with “ false”…. The two units directly interchange… the installation of a kickdown switch for the Lark is a good, but not mandatory, idea!

Although it appears that way, the supercharger pullies on both the ‘VS’ and the ‘SN’ units both run in the same plane.

You’ve ‘hit’ the eight key pieces, but need to leave out the ball driver, scroll, and impeller.

Paul you are correct with EIGHT… however, you need to include the output shaft as a definitive part of the assembly, whereas the ball driver is not.

Good going Leo!… that makes perfect sense!

It’s always amazed me how Studebaker parts are so adaptable to different situations… if one only takes the time to look!….Especially since the last Stude parts department closed some fifty odd years ago!!!

Me too….. however on the Jeep I mentioned I ended up pulling the engine… at least Studes use a bushing, while some vehicles use a sealed ball bearing pilot that sometimes goes south!

On a ‘63 Avanti powered Lark R2, a McCulloch VS supercharger taken from a ‘58 Packard Hawk would be a simple ‘bolt on’ replacement for a damaged Paxton SN supercharger (after clocking scroll housing)……True?

The most common failure in a Paxton ‘SN’ supercharger is a failed planetary drive… This can involve as many as …..?….. parts. 1) two…..2) five…..3) seven…. or…..4) eight

ANSWER!….. The ‘61-‘62 Stude V8 four speed clutch housing was originally created by modifying the ‘58-‘64 Ford pattern Stude V8 clutch housing…… Although the holes to mount up the ‘63-‘64 Ford pattern four speed trans would need to be drilled and tapped to accommodate the later transmission, the ‘61-‘62 clutch housing has the same bosses and machined surface as the later ‘63-‘64 housing. A bit extreme?… of course… However, IN A PINCH IT WOULD INDEED WORK!!!! .

Sorry, the answer to this puzzler is TRUE!

Good thought…. and sometimes dried up or gummy old grease at pilot bearing can cause an annoying drag on input even with pedal at full travel.

Someone converting a Studebaker Avanti from automatic to manual transmission could utilize a ‘61 Stude V8 four speed clutch housing and a ‘64 Stude four speed T-10 transmission…..True?

Could possibly be a tight pilot bearing causing input shaft to drag…. I owned an ‘89 Jeep Wrangler that had that problem…with same symptoms.

Sorry Geoff… Stacey is indeed correct at approx 20 lbs!

I, for one, agree with you… the earlier clutch linkage setup is all but unbreakable, while the later ‘modern’ setup simply did not age very well.

The ‘suspended pedal’ clutch linkage, introduced by Studebaker on the ‘61 Larks and later on the Avantis, was a big improvement over the old pre-61 Stude passenger car clutch linkage……True?

A Paxton SN-60 supercharger weighs approx ——?—— lbs. 1) 15…...2) 20……3) 25…..or…..4) 30

DG 250M transmission & converter desirable for any ‘51-‘55 Stude V8, first gear start… operating when removed. $200

Well said!!!!!

Color choice is a matter of taste… but I love the ‘Avanti Turquoise’ on 63R1187!

Great location! The tilt nose on your Avanti is really something!!