mfg
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Posts posted by mfg
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The 700R4 in the '85 seems to be in excellent condition. The car was parked for years, and has relatively low mileage (around 59K). As to the torque converter...I think I can use the converter that's in the '85 now, but I will have to use the flywheel that came on the 400...which has balance weights welded to it for the external balancing this engine must need. The vibration damper up front appears to be specially balanced also.
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Checked out this NOS pulley today. It is definitely made of cast iron. It has a 4 3/4" outside diameter, STUDEBAKER in 1/4" block lettering around the input shaft hole, (at the front), and what looks to Me like a studebaker part number on the front......1562596. Is this actually a standard R2 Super Lark-Super Hawk supercharger pulley? To Me it still looks smaller in O.D. than a standard single groove R2 pulley...but I'm only guessing about that.
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I agree with Your comments. What really started Me thinking about adding the extra carb was an e-bay auction. Someone had a blue '63 Avanti for sale which had the nicest looking R2, with two four barrels added, that I've ever seen. The seller went all out on the boost splitter piping to the carbs, which was either highly polished aluminum or chrome plated steel...a real nice install that definitely qualified as eye candy!
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Never considered that. But in thinking about it, I would guess that boost would not fall off unless the cylinders were made bigger (increased cubic inches). An air box on an R3 engine, for example, probably has more interior volume to fill than what I'm thinking of doing.. I don't think that the extra 'pre-cylinder' volume of an R3 air box effects boost on those engines. Opinions?
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I have a 400CI Chevrolet V8 that was removed from My 1973 Avanti (RQB1967) and overhauled last year. It's ready to go. I was planning on installing it in My '85 Avanti (RQB4234) as soon as I can get around to it. I think the '85's original 700R4 transmission should be able to handle the extra torque over the 305 engine. Opinions? In the '73, this 400 engine was originally bolted to a strong Turbo 400 transmission.
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I have a 61 Corvette with the original 2 x 4 WCFB carbs. I have driven it for 45 years and over 200,000 miles. As others have indicated, ned to have smaller carbs. These WCFB's are about 350 cfm each. Both have an idle circuit, and the car is quite streetable and gets good mileage.
What size carbs do you have ? If you had 400-500 cfm carbs would work OK. I do not think it would be too difficult to set-up, but I doubt you would notice any significant performance increase.
But, 2 x 4's are a big WOW facto which people enjoy
Joe
A 1961 Corvette with factory dual fours...You own a great car! Question...On You Corvette, is the front carb working at all at idle speed..or is it completely shut down? I'm guessing that Chevrolet used progressive throttle linkage to control these carbs...true? Thanks.
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Thanks men. I'll check this pulley out tomorrow and see what it's made of, and if it has a part number on it.
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Paxtons that were destined for Shelbys were painted white.
Shelby Mustangs? OK thank You. It might be for a Chrysler or for a Ford. To tell You the truth, the few supercharged Mustangs I have seen have had blue painted Paxton superchargers, with special Shelby decals, so I don't know.
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I have to double check the material the above described pulley is made of. It feels heavy, but may actually be made of aluminum.
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Well, that's very interesting about the increased output. I wouldn't have ever guessed that. Thank You for this information.
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I recently purchased a drive pulley for a Paxton SN supercharger. It takes a single wide belt. But unlike the factory R2 Super Hawk and Super Lark single belt pulleys, it is smaller in diameter, and has STUDEBAKER in block letters cast on it (cast iron pulley) Was this pulley made by Paxton for custom Studebaker applications? It's new, and has never been installed on a supercharger.
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What model SN blower is it? That could be a clue.
This is a paxton 'SN-60' supercharger...definitely factory white. It does have a metal warranty tag riveted to the upper curved part of the front housing (Above the paper decal that say's Division Of Studebaker.)
Serial # on housing...S201602107.
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Yes, that makes good sense. Personally, I'd probably bring the engine down to idle speed before engaging the electro-magnetic clutch. I don't think there would be an additional torque issue for the clutch spinning a Paxton supercharger as compared to a double piston, older style, A/C pump....Do You?
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Does anyone know if there's a common source for the inner wheel bearing spacers used to adapt Camaro front disc brake rotors to the Studebaker spindle (as Avanti used on their '84-'85 models?) These round spacer place the inner wheel bearing 1/4" 'out', (towards the rear face of the rotor), than it's normal seated position. without it, the rotor will rub on the Studebaker (Avanti) spindle.
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I recently purchased a Paxton SN supercharger in good operating condition. This particular Paxton was painted white. (by the factory) A friend told Me that Paxton SN's leaving the factory painted white were intended for Chrysler products, like the supercharged 340 Dodge Darts put together at Grand Spaulding Dodge years ago. Does anyone know if this story is accurate? Thanks!
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The twin Carter AFB's on this setup both have working automatic chokes with hot air delivered to both choke housings from a 'Y' connection at the manifold. Using progressive throttle linkage, would it be better to disable the choke in the front carb (leave wide open), and just rely on the choke in the rear carb for warmup....or leave it the way it is? Opinions?
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Both My 1985 and my 1983 Avantis have lockup torque converters. And I noticed that these converters tend to lock up too soon, causing the engine to labor until speed is increased. I installed a toggle switch beside the console in the '83, this allows complete control over when the converter locks up. Simply cut the wire going into the dual function stop light switch, lengthen one side to run up to the toggle and then back to the other side of the cut wire. I've put thousands of miles on the '83 with this change, and really enjoy the difference. I hardly ever let the converter lock up until I get out on the highway.
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I've been thinking about trying to adapt a dual groove clutch assembly from a '70's style Chrysler air conditioning compressor to a spare Paxton Supercharger I have. The idea would be to have the option of shutting down the supercharger 'over the road' (say, driving to a distant auto show) The base of the electric clutch assembly woud have to bolt up to the front of the supercharger, and the shaft size would need to be the same. I looked at one of these twin cylinder a/c compressors recently, and it appeared that the clutch just may fit a Paxton Supercharger. Has anybody tried this? The savings in Supercharger wear and tear, and the reduced drag on the engine would be benificial I think. And the supercharger could be engaged via a toggle switch 'on demand'. Does this idea have any merit?
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I have a pair of NOS threaded bushing type upper control arm inner shafts. (complete assemblies) I think they fit '51-'52 Studebakers, and Studebakers with R3 equipment. Has anybody tried modifying '53-up rubber bushing type upper control arms to accept these threaded bushing type inner shafts? Certainly welding would be required, Would the effort involved be worth it for a street/show car?
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Thanks for the replies. The carbs I intended to use are twin R2 sealed type, which probably have at least 625 cfm capacity each.
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Does anyone know why Stude used a 'double saddle' clamp at the L&R head pipe to front exhaust pipe connection on Avantis? Was there a problem sealing those pipes? And is it definitely necessary to use those unique clamps there, or will a quality single clamp do the job just as well?
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That's what Im expecting, but at least with a Stude there's no coolant flow through the manifold so as You know intake swaps are not a big deal save for a new set of gaskets. The hood may clear with stock front engine mounts, but definitely will clear with those short R3 types, which I bought last year. Thanks.
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I have a dual four barrel carb setup that I'm thinking of installing on My '63 R2 Avanti. It has two rebuilt sealed carbs and a custom 'Y' splitter for ducting pressurized air from the Paxton supercharger. I'll be using progressive linkage with this setup. Wondering if anyone has tried a setup like this on their stock R2 avanti....and if so, how did it work out? More trouble than its worth?
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I'm a fairly tall person and found I needed more legroom in My '63 Avanti, so years ago I moved the driver's seat back about 2" by cutting and welding in metal just after the bend at the front, and then re-drilling the rear holes in the floor (moving them back) and reinforcing that area. This made the car much more comfortable to drive.
Cadillac Powered '64 Avanti
in 1963-64 Avanti
Posted
I was wondering if the 1964 Avanti that Joe Granatelli installed a Cadillac engine into still exists? I have no idea what this car's serial number was. From the old photos, almost every accessory under the hood was chrome plated, and the wiring harness was completely concealed. I think that the concealment of underhood wiring was a trademark Granatelli move on the many engine conversions they undertook. Last I heard, the car may have been sold to someone from Texas.