Warren Webb
-
Posts
36 -
Joined
-
Last visited
Content Type
Profiles
Forums
Events
Posts posted by Warren Webb
-
-
Carburetor model # was different. PCV system revised?
-
I never heard that. The only thing from those years used were the control arm bushings. Spindles were changed around 61 or 62 that changed the caster but I've never heard of ride height being different.
-
Back in the 60's & 70's I worked for my father in his body shop. My experience back then was DuPont was the worst, Ditzler was better but didn't give a satisfactory match all the time but R-M did.
At the time there was a DuPont paint plant in nearby Sayreville. We had a couple of customers that worked there & the funny thing was, they asked what brand of paint did we use. When they were told R-M they said "good cause we know first hand how our paint is mixed!" I always preferred the factory packaged paint, eliminating the chance of human error in a jobber store environment. Finding that now will be like winning the Irish Sweepstakes. (do they even have that anymore?)
-
That's interesting!...I never heard that.
Now I'll give give the true answer.........The answer to this question would have been correct IF, in the opening statement, the word 'SWEDEN' was replaced with 'GERMANY'!
I'll have to check but I seem to remember reading that item in Andy's book "They Call Me Mr. 500"
-
On normal steel cars I had always put the doors on slightly high in the back since they sagged down after installing all the window components, latch & things. With the weight of those items the doors would sag enough to align perfectly.
It's been 20 + years since I did my Avanti. I don't remember it having the same "sag" that steel doors had plus the hinge straps on Studebakers were heavy, cast pieces & didn't tend to allow any sag.
Regardless of the makeup of a door or any part of any car, the car should be held by it's suspension points. Try installing a quarter panel if it was suspended by the rear of the frame. When you'd lower it down on it's wheels the gap from the 1/4 to the top of the door will be wider, guaranteed!
-
Perhaps the uncle has a Meyers Manx.
-
I remember seeing that the "balls" came in packages of 4 when 5 were required. That made the change to 5 matched balls be shipped for Paxton manufacture.
-
I seem to remember Andy adding STP to prevent them from popping out of gear.
-
False. Only one part number for both sides.
-
Mine cracked around the chrome rings.
-
False. Standard springs were 526135. 62 Lark 6 cylinder wagons used a 1547375 up to serial 62S 9223 & 1555081 after.
-
I seem to remember speaking with John Metzker about Avanti hoods. He noted how there were 3 production changes based on the framing that is bonded to the upper hood skin.
-
The Lucas tires in the link you posted have too wide of a whitewall. Those would look good on a 61 or older Studebaker but not on an Avanti.
-
I have a hunch that the steering column would be higher in relation to the dash, another reason why the Avanti had a separate column. (allowed a more horizontal mount) so the answer is false.
-
False. Bodies were dropped onto frame assemblies (with drivelines) straight down while Lark & Hawk bodies had to be lowered down & from the back due to the steering column not having a "rag joint" found on Avanti's.
-
So far I come up with 42
16- valve springs
2 carb linkage
1 accelerator pump
2 dist. advance
1 belt tension arm
14 inside supercharger
2 fuel pump
1 idle adjusting screw
1 choke shaft (for 3725S carb)
1 supercharger oil pump
-
I remember hearing they had to hit 335 hp on the dyno before being shipped.
-
true. sure looks the same on mine
-
I believe Ed started with mirrors. Stratoline's if my memory is correct.
-
I completely concur with Brad. I have heard some say that the base coat/clear coat finishes "don't look right" but single stage is a one shot attempt. If you have a need to color sand & buff afterwards you stand a good chance of cutting through & seeing metallic "bulls eyes". This applies to lacquer paint too. Back in the late 60's/early 70's Chrysler used a larger flake in their metallic so before we were compensated for 2 stage we had to use a clear to prevent those types of re-dos.
The last car I painted with lacquer ended up checking less than 2 years later. That was in 1989. By then the formulas & what was sold was inferior in the major suppliers attempts to meet emissions standards. No I didn't apply it too thick. 3 quarts were used for the complete paint on my 66 Daytona Sports Sedan. Since then it's only urethane enamel for me. I don't need the practice of redo's.
-
Then this applies to the Los Angeles (Vernon)built cars up to 1956. I seem to remember reading that wagons were built at Chippewa also.
-
As far as what wasn't available I'd say the standard 3 speed trans making the 4 speed or powershift mandatory options.
-
Two, one on the rear of the right hand head & front on the left that was used previously for the partial flow oil filters.
-
Dovetail
Pertronix ignitor
in 1963-64 Avanti
Posted
I have read on various forums of ones having mixed results with Pertronix systems. So far in all my vehicles I have nothing but good results. All mine are in either Delco "window" distributors or the original dual point distributors that now seem to offer offshore points that are junk, that I tired of having break down on me without any notice. Those now run Pertronix systems also. The last one I bought is now resting in my 59 Lark Wagon waiting for me to finish moving to another state & resuming it's build. That one has the "window" distributor & the Pertronix III system.