mfg

Good question … I believe the knock sensor ‘alerts’ the onboard computer to retard the engine timing somewhat… Without a computer’s ‘help’, I don’t see how it could really work. (other than the light alerting you to take your foot off the gas a bit !)

Great info!

I think it all depends on how you drive your Avanti…. If you feel your car has adequate performance now, I would leave it ‘as is’!

I agree with psdenno… and shaft seal not very hard to change once pump is off.

The difference in wheelbase lengths on the Lark is negligible (1/2”)… A driveshaft from any shorter wheelbase Lark with auto trans will work…(109–109 1/2” wheelbase) You will find a driveshaft from a Lark ‘6’ is smaller in diameter and ‘thinner’ walled, but it too will work in a pinch!

The only metal I’m aware of in those doors are the window regulators!!

The results of a hard side hit directly into a 1985 (and earlier) Avanti’s driver’s or passenger’s door would not be pretty!

No door side crash beams in Avanti doors that I’m aware of… at least thru 1985.

I haven’t… but my guess is there would probably be a hood clearance issue.

Chevy rebuilt starters are plentiful and relatively inexpensive… Changing it will probably solve your problem… All terminals nice & clean!

This is a fun question! I don’t know if this could be considered idiotic, but years ago I went to look at a ‘64 Avanti that was for sale locally… The car needed work, however I had definitely seen worse… What I found strange was the entire disc brake system & the 11” rear drums had been replaced with a complete V8 Hawk/Lark drum brake system… I drove the car (the original Avanti brake booster was still in place) Funny thing is, that Avanti stopped BEAUTIFULLY, with very light pedal pressure!!

Not sure of the year of your beautiful Avanti… but pre ‘89 models have an emergency release in the fiberglass apron behind and over the right front tire… Latch can be released with long screwdriver.

Thank you… Good info!

Extremely interesting!

Wow!…. And you didn’t ‘drop the hammer’?

Can’t really think of any other source for that item but him.

Also, another good idea if you live in a warmer climate, is to plug off the radiator’s internal transmission cooler, and install a quality remote transmission cooler in front of (or below if possible) the radiator. Your transmission, and your engine, will thank you!!

Just letting folks know there’s a second very simple option!

No need to open the trans to keep the lockup functioning…. A simple on/off toggle switch will do the job… Did this to my ‘83 Avanti ‘everyday driver’ about 15 years ago when I ‘deep sixed’ the computer system.

We need to remember here that when the Studebaker V8 was initially designed, future horsepower increases were to come from compression ratio increases….. not from a large expansion in cubic inches…. The engineers felt that high octane and ultra high octane gasoline would be available forever……. Studebaker V8 engines, considering their limited cubic inch capacity, were built considerably stronger than other period engines…. Designers of the Stude V8 were expecting compression ratio increases over 12 to 1…..possibly as high as 14 to 1 !

“Lower earth orbit”?… quite an exaggeration…. but I think what you’re saying is that Studebaker lessened the compression ratio on the R2 for warranty concerns… which I suspect myself! ( Once again….. has anyone actually heard of a stock Avanti R1 engine, which a standard Paxton ball drive supercharger had been installed on, failing?)

I’d like to repeat this question…. Since a ‘as new’ Avanti R2 supercharged engine (9-1 comp) was rated by Studebaker at 289 horsepower….What would Stude have rated the horsepower to be if that same engine had an additional 1 1/4 point higher static compression?

Yes, a great time to rid yourself of the ‘Computer Command Control’ system … Go with an Edelbrock carb and the earlier vacuum advance distrib!

All good thoughts (I got a kick out of getting your hearing checked!!) Here is food for thought…, If Studebaker did drop the compression ratio on R2’s due to warranty concerns, and that would be understandable,…What would they have rated the horsepower of a 10.25 compression ratio R2? The R2 we all know and love was factory rated at 289HP.

I agree that today’s sub par gasolines would probably be the big caveat here. Although, using the highest grade gasoline available, with a good brand of octane booster, might eliminate any pinging issue the driver may encounter. And this is with the assumption that any supercharged ‘63-‘64 Stude Avantis being driven today are strictly limited use automobiles!