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Nelson

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Everything posted by Nelson

  1. I remember a story from back in the late 60s or early 70s and I think Bob Andrews (?) substantiated it. Back when Studebaker was keeping the Avanti top secret they evidently had a prototype at Molded Fiberglass in Ashtabula, Ohio. The car was taken off premises for a joy ride by some of the engineers. They lost control running through a farmer’s fence significantly damaging the car. I guess it created a lot of ruckus at MF and at Studebaker. The car was quickly towed back to MF before the news media or passer byes could photograph it. Does anybody remember this tale that might shed more light on the event?
  2. Nelson

    MCACN Show!

    I first saw it at StuV products about fifty years ago. Chis Banke owned it then. He sold it to Lionel Stone who sold it to Paul Wolfe who sold it to me. It was pretty much intact when Paul bought it. He sent it out for a total restoration which was a failure. I bought the car in peace’s about twenty years ago. I pretty much started over on the restoration as the shop doing the work was way over their head.most of the parts were there but fortunately I had two other cars to go by to help in the correct reassembly.
  3. Nelson

    MCACN Show!

    Thanks, Ed. I know some of them would not have made it if I didn’t latch onto them. I’m glad I did it. I’ve attached a few more photos, one of the over size fuel tank and one of the engine induction system. Joe Flannery nicknamed the engine a kamikaze engine as it has no air cleaner and was meant to run at full capacity with fingers crossed.
  4. Nelson

    MCACN Show!

    The wheels are actually olive drab. I painted them a week or so prior to the show. They do look black but aren’t. The rim and spokes should be bare magnesium but I just didn’t have time to get that done. I was trying to squeeze those 60 year old Allstate tires on the rims on a warm day plus a few hundred other things in order to get it to MCACN. As shown, the engine was not running but is very close, no fluids in the trans or rear end, no brakes and still no top canvas. But the car put on a good show. If I was a millionaire bringing it to Bonneville for another run would be a lot of fun. I really doubt Hot Rod would have an interest though. I’ve approached them multiple times concerning the R3 Daytona they road tested in the Jan , 1964 issue and the attempts all fall on deaf ears. They should start thinking out of the box but they just don’t.
  5. Nelson

    MCACN Show!

    Here are a few interesting photos of the 64V1001 R3 Bonneville car. Large fuel filler opening for rapid filling, twin fuel pumps, 1 inch vent lines exiting at tail lights, original one off Allstate racing tires(originals), extra instruments, original wrinkle finish roll bar, 8k tachometer and a 120 mph speedo. I guess it was too early for the 64 style 160 unit. The exhaust exits in front of the rear tire. It’s a pretty neat car.
  6. Yes the 65 and 66 flanged axles are a decent alternative to the tapered 44. I think the 64 and earlier Dana 44 axles were 18 spline? and the 65 and 66 are 27 or maybe 29 spline. Also the Dana 27 and Dana 44 for 1965 and 66 share the same axle.
  7. Probably a tough one to answer. The newer assembly i an sure has more splines but the R3 may be bigger in diameter.
  8. Nelson

    Opinion....

    I know on the R3 prototype and I believe the Bonneville Avantis that cross brass was cut out for blower clearance. Then later it was redesigned with the relief for the blower hose incorporated in to it. I think that is right. If so, I don’t think it was removed for the R3 install unless the plenum hit it?
  9. Nelson

    Opinion (×2)

    I kind of agree with Gunslinger. The 63 is more sporty and the 64 more eloquent. The round light cars look masculine, brutal, and somewhat more correct. The squares lights look more refined or polished. What it boils down to for me is having both and then it doesn’t stop there. Then it’s color combinations and power trains, It just doesn’t stop. The cars aren’t cheap but they really aren’t expensive in comparison to similar collector cars. Garage space seems to be the limiting factor or maybe the wife.
  10. Looking for any amount of original upholstery vinyl material in orange/tangerine or any seat skins, seats or panels.
  11. Nelson

    Opinion....

    I seem to remember the hood brace being eliminated due to a suck mark in the hood where it was bonded. I also might be remembering wrong.😀
  12. I think the shift ball screws off. The control lever knobs have an Allen screw on the back side of each if I’m remembering right.
  13. They may have raised the body from the frame to get more clearance between the floor and drive line. Possibly so more air would circulate in that area and not heat the cabin? That’s probably giving them a little too much credit though.
  14. If it was a styling exercise, which I doubt as it cost money to add a filler panel in the fender, I would say it flunked a styling study miserably. To me the car just looked clumsy with those modified fender openings. I’ve owned three Avanti II’s and enjoyed them. I just prefer the Stude version.
  15. I would say with certainty that in the 70’s, Avanti II owners were embarrassed to admit they were actually driving a Chevrolet powered Studebaker. I remember how proud they were when they took the Studebaker off the deck lid and replaced it with a Avanti II emblem. I felt I was paying dues for an Avanti II club magazine. So I just dropped out for many years. I think those days are behind us now and I’m again a member. It’s amazing that in the 70’s the consensus in the club magazine was the lowered front end on the Stude Avanti made it look nose heavy and the fat fender, jacked up Avanti II somehow looked right and Studebaker just missed the boat in styling.
  16. Wow. I’m surprised the pads would go the 500 mile race. Aren’t the Novis pretty heavey?
  17. The vanity I believe is the same as used in the 64 Lark.
  18. I guess the extension housing is pretty long on the three speed manual.
  19. Probably the standard three speed stick.
  20. This is a wag but the STP Turbine car?
  21. Those hp ratings are certainly skewed to the low side. With an R2 you probably have about 3 pounds boost at 4800 rpm. Impellers with minimum clearance would be at 6 pounds at 5500 rpm. I imagine those figures were conceived after looking over the potential drag racing classes
  22. Bob Palma was a technical editor for the Studebaker Drivers Club. Bob died of cancer earlier this year. I thought everybody into Studebaker’s new Bob. He was a real patriot for the Studebaker name and one heck of a nice guy.
  23. Number one is the furthest cylinder to the front. It is on the driver’s side front. Number two is right across from number one and is the front cylinder on the passenger side. Three is next to one and four next to two and so on. Firing order is 1 8 4 3 6 5 7 2. The rotor is pointed toward the back of the carb when the firing order starts. The rotor is pointed at the number one plug wire on the cap when the timing mark is at the pointer on the compression stroke. Note: it is at the top dead compression once every two revolutions. I think I would see if you are getting any spark Pull any plug wire and plug a spark plug into it. Lay the plug on the block and turn the engine over while looking for a spark. Don’t put it on the valve cover as it won’t be grounded if the cover has good gaskets and o rings at the hood downs. Try cleaning the points with solvent. Do you have 12v at the coil when you try to start the engine? You might try just hot wiring the coil right to the battery as a last resort.
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