Nelson

One photo is a shot of the top control arm lowered in the frame. Not a good photo but the best I could do without removing the supercharger inlet hose. The other photo shows the lower knuckle above the nut. This change results in the front end being lowered 2 inchs or drop spindle.

That’s funny. I’m the same way. When my mind is running on the right course I can’t sleep. In looking at the photos I’m wondering if you couldn’t turn the lower support upside down and use the right on the left etc?

I imagine they did the top as it is way more prone to wear out as it rotates about twice as far as the lower during deflection.

I couldn’t find any so rather than continue looking I just went into the garage and took two. Not the best shots as there are items in the way. The first is looking down at the upper control arm passenger side and the second is the drop spindle.

The nine factory Avantis did not get the lowered control arms or the drop spindles. The intention was to install as part of the R3/4 package but I assume cost and time was not on Studebaker’s side. The Bonneville cars were equipped as the intended full option. I’ll have to do some hunting for photos.

That modification was done at Studebaker engineering in SB. I asked Vince Granatelli, Andy’s son, if they did that suspension work (lowering the control arm) and his response was that Paxton did NO suspension modifications at all. All was done in SB. The change was to improve cornering capability. It essentially allowed the tire to go into negative camber relative to the frame with less control arm deflection. This allowed the loaded tire to stay flat on the pavement in hard cornering. Carol Shelby did the same thing on the 65 and 66 Shelby Mustangs.

I think they were. I’ve never researched it but should. I believe a r drop spindle was used on some 1955 models but that part number did not match up. The upper control arm was also submerged in the frame one inch when the new R3 R4 suspension was used.

Yes, same as police car, taxi cab and 1951 Studebaker.

Yes, It was a mean looking machine. Dick Bennett called last night and I had a chance to ask about the front suspension on his car. It does not have the dropped spindles but does have the heavy duty control arms.

I think all of them did with maybe the exception of the two six cylinder cars. I doubt if those had them as they weren’t an R3 or R4 package. I’m not sure about the R5 Avanti. I imagine it had the heavy duty control arms but wouldn’t bet on the dropped spindles.

I know the vendors are having trouble with the new pumps. The arms on many need to be bent to conform to the original. I wouldn’t doubt that is your problem. However, is the eccentric tight on the end of the cam? Sounds like it’s a fresh overhaul?

Your lid is not correct. It shouldn’t be difficult to find an orig8nal.

It appears you could fit two type 51 batteries in the space allotted for the 3EE and put them in parallel. Of course you would gain a few pounds over the 3EE.

Thanks. The type 51 takes 14 pounds off the crack prone battery box. That is a big plus. I will look into both. Another plus for me with the 51 is it will fit into a Lark or Hawk I would think. I bought a 63 Avanti in Phoenix area. I’m headed out there late next week and would like to get the car running and driving. I’ll check the 3ee also. Maybe I can buy one dry and leave it on the shelf for a later restored car. I know you can buy a type 24 for a Lark at Wallmart for about $60. I wonder if they sell the type 51 or even the 3ee?

I forget the number for the original batteries but remember they where used in fork lifts. However, I’ve noticed some smaller more conventional batteries being used. I think they were used in a Honda but not for certain. Anyone know which small one I’m considering might be? Also, any information on availability of the original style. This car isn’t a show car so paying a premium to get the long original battery isn’t in the cards.

Actually the thought behind that swap was a potential faster 0-60 foot time. A stick shift car is difficult to launch and maintain traction. An automatic is less instantaneous on power delivery. The Wrapper will typically run a 2.2 second 60 ft time, sometimes less sometimes more. Some of the cars at the psmcd are turning 60 ft times of 1.8 seconds. A .2 sec improvement in 60 ft time renderes about .4 seconds in the quarter mile et. The Wrapper would be in the low twelves if it would be consistent at say a 1.8 second 60 ft time. The automatic would consume some power and would probably cost several mpg at the finish line but the et could have improved.

I don’t know where I read it, maybe “They Call Me Mr 500” but I remember hearing the tach read over 200 mph but the car was only going 196 mph. In other words the rear tires were spinning faster than the car was moving. More power or gearing would not have helped. Drier salt would have been in order.

I imagine it was the class it could best compete, not so much the speed or et.

Ed. They all had standard transmissions at Bonneville but the number 2 convertible was converted to a power shift to compete at the drags. It did run at the winter nationals at Pomona in January of 64. I have a few photos of it at that event. Under the hood for instance you can see two dipsticks. I own that car also and it still had the power shift. A friend of Andy Granatelli bought the car for his son on the son’s sixteenth birthday. He lived and still lives in the Chicago area and after talking with him he sent me a photo of the car when he had it. He traded it in a Corvair believe it or not.

I have seen a partial list of engine/car numbers. It s a good start but also noticed the numbers don’t always match the car at least on the very few I’ve seen and feel confident in the ca’s history. I would definitely think the Bonneville numbers for engines would be within the first thirty or so built. This car has engine B12 in it. It also has the oil sender bung welded into the oil pan which is a good indicator but not beyond adding later. There are other ways to tell but I keep them to myself.

Paula Murphy, the fastest woman in the world in 1963 behind the wheel of an R3 Avanti, died Thursday at the Age of 95. RIP.

Wow. That’s impressive. You are a die hard.🙂🙂