Nelson
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Posts posted by Nelson
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A lot of wheel hop during hard acceleration will do that. No radius rod or broken mount or rod will also do it. Did you check the part number on the spring. Should be on the main or bottom leaf under mounting pad. Sometimes people used station wagon springs as they were close to flat but still needed to be heated and bent to lower the rear end of the car.
The different mounting hole is to balance the car with just the driver aboard.
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5 hours ago, GeoffC312 said:
I have a question and then a clarification.
Does 1016 have the standard +0.060" overbore?
Per the Granatellis, "An R3 is anything we say is." After all, it was their shop creating R3s from Studebaker engines. They stated RS1021 became an R3. Vince got in touch with John Hull, urging him that the story of R3 isn't complete without including 25.
It had a standard bore .093 over R4 although it was running the R3 blower system on top of that. I find it hard to believe Paxton would sell the car with that setup but who knows. Their literature said it was ok to supercharge up to 11 to 1 comp ratio so what’s a little more. The owner might have done that on his own or maybe that was the easiest way to sell the car as an R3. Wish I could talk to someone who knew the owner or the car.
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Bob. That location sounds familiar. I bought a 64 black/red R3 4speed from a dentist back in 1971(?). He told me that Vince did the installation several years prior and described the facility. Probably the one you described.
you’ve been out in the LA area for a long time and around Avantis way back. Do you remember a Gordon York Mills? I think he was the first owner of R1016. I’m trying to gather any information I can on this car. I know Gordon has passed on but wonder if he had a wife or kids I might get in contact with.
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None…..I hope.
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Yes, I followed the R1025 story from the get go and had made several comments at the time as I thought I knew the whereabouts of the real test car but didn’t own it although I had looked it over and it looked correct. That was back in the 80’s or90’s. When it came for sale I decided to look at it thinking it probably isn’t what I thought it was. Opening the hood, even with no motor in place, I knew it was THE CAR. It took me five minutes to buy it. I actually thought the tow bar brackets had been added by the first owner until that evening when I looked at the MotorTrend test of the car and I was pretty certain I could see those brackets. As it turned out they were on the road test car in both HRM and MT. The car was parked in 1968 with engine problems. It still has 1968 California tags, still has original heater hoses etc. Above all it still retains all its battle scars. I haven’t been this excited about a Studebaker since I was in my 20’s.
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The body number is taken from the photo portfolio for the Motor Trend Test car. Its pretty much a given that the same car was used for both HR and MT tests. However, there are some obvious clues that show the two are the same car, such as no radiator shroud, damage on the back side of the hood which is consistent with all photos, tow bar brackets welded to the bumper supports etc.
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These are the two poster boards shown with the car at MCCACN. This is a small portion but should be pretty obvious.
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Maybe Raymond Lowey’s?
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This I’m sure is going to be a very touchy subject. I know that R1025 was deemed to be the R3 Hot Rod and Motor Trend test car on the forum several years ago even after R1016 was mentioned to be the real car. I’ve done a lot of research on the subject and R1016 is actually the R3 test car and was funded by Studebaker for this purpose. It was delivered to Paxton as a four speed and was converted at Paxton to the power shift transmission, probably due to the drive train considerations as the test car was still equipped with a tapered axle. I believe R1025 was an R2 test car very early on and turned zero to sixty times of 6.7 seconds which are the best times I can remember for an R2 Avanti. R1025 was Andy’s personal car and has tremendous credentials and probably was massaged beyond the stock R2 configuration. It is very worthy of a full, no expense spared restoration which is in process.
R1016 was at MCCACN this year and was presented with much of its documentation.
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Delco Remy a division of GM
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Ok. Borax is one reason the salt is getting less as the Borax ingredient is taken from the salt? Is that right?
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Without looking at old Paxton sales literature probably no one will get the question totally right. Yes they were 7mm diameter orange/flesh color silicone casing with BRAIDED STAINLESS STEEL CORE.
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All the pirate buckles etc were omitted.
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One is the salt flat connection with Borax and I think but not sure that Borax gave away an Avanti?
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63R1025 was originally turquoise as was the Hot Rod R3 road test car.
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Dang. I thought this one would last awhile. That is exactly what they did. There is a letter n the file from Joe Granatelli explaining the switch to the first owner. The fan control switch activated and deactivated the alternator for times when you might need just a little more power to the wheels.
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No chrome ornamentation and a one off interior color.
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This is such an interesting car with so much cool history. So, what secret did the Granatelli”s have up their sleeves to help the Lark win a race when they knew it was going to be close and you needed to pull out all the stops?
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Not thicker insulation.
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I’ll give it to you. Headliners some times are sucked down at speed. On this car there is a metal strap running across the headliner from coat hangar to coat hanger and another piece running from the rear view mirror back to the center of that cross section. The two are welded together and painted white to match the headliner. Nicely done and not easily noticed.
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No, not thicker wire.
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Nope….just a fat finger and an edit.
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Correct. No condenser and no vacuum advance.
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You got half of it Brad.
Loewy Custom!
in Avanti Trivia
Posted · Edited by Nelson
Maybe no grill?