brad

I have lots of the parts from Jim in this engine build

I did one Avanti that someone installed a 62 Lark grille directly in front of the radiator. It bolted to the core support, and was basically flush right in front of the radiator and offered good protection.

The motor I took off has 4 wires, the "new" motor has 5. I'm cleaning up the old one and going to reinstall it.

I looked at the wiring on Bob Johnstones web site, and it says the red wire is high speed, and the yellow is low speed, and blue is park, white is ground. I only get any movement with power to the black wire. This is with the plug disconnected from the main harness. What is the deal?

The two larger pieces are the side console pieces if it did not have air conditioning. They give you both sets. The other two pieces are the lower kick panel that would be paired with vinyl if it was an earlier car (Studebaker) later Avantis were all carpet on the kick panels.

The round "can" is a radio noise suppresser condenser, or more commonly called a capacitor. Not any sort of voltage regulator. The other wiring seems correct. The white with red stripe is to the main terminal, the one with the black stripe goes to the smaller terminal, often a spade push on connector if original. Then the plain white wire is ground to the case. The voltage regulator is in front of the master cylinder on the drivers side inner fender.

So, there might be two different sizes of fuel pumps used on out cars. I have used this kit before with good results, however on a few ones I tried using this kit on, the top diphragm seal was the wrong size. Then and Now Yesteryear parts also has a good rebuild kit .

I have seen some strange stuff on Avantis. I've seen the salt and pepper carpet over the seat hump, with no vinyl riser, and of course the more familiar type that is cut out for the riser that is covered in matching seat vinyl.

The Will Carter is right from the horses mouth at the Carter factory that was in St. Louis. Can't get any clearer than that.

Compression ratios. The R2 needs more initial advance, and less total advance when the boost comes on.

Actually the 64 changes were on an EX prototype car made long before R4892. One of the last ones Gary Johnson is finishing up.

There is usually a flat washer gasket sold with the kits, as well as a grommet that goes around the stud on the lid. don't use the grommet, as it is meant for the Ford type with the vented dipstic cap and lid. use the flat washer so the dimples on the top are open under the washer for venting.

Do you just want the look of the original shifter? or are you wanting it for concourse judging? There are stock looking round handles that fit the Hurst "guts" available that look completely stock on the inside including shifter placement, and the round boot too. Dave Thiebault sells the handle.

Knock sensors are generally in the valley of a Vee engine up high in the water jacket closer to the combustion process. It should be away from exhaust noise. It is a piezeo-electric device that makes a tiny voltage that the computer interprets and in clost to real time reduces the timing. Just having a sensor that tells you it's knocking doesn't prevent damage.

Bowler Transmissions make an excellent stand alone torque converter lockup wiring kit.

Check the shift light where the wire goes into the socket for the bulb. Since the light moves with the shifter, it can break at that point and short out to the case of the light which is ground.

I'm guessing since Bob actually presented his source then turn about is fair play in asking you to present your source. You have lots of trivia questions but never have you presented your research material to back up your questions.....why not? In this era of "Fake News" facts matter and can't be disputed.

Be careful upon reassembly. the shaft has a very sharp edge that can cut the new seal. I also look at the shaft to make sure it isn't grooves where the seal rides. I have had to install ready sleeves to repair them in the past. Also look at the reservoir to pump body gaskets. They are square shouldered "O" rings. Be sure the lid is vented properly, or it will leak again. Aftermarket repair kits sold by All the vendors use the wrong cover post stud gaskets.

R1 (570) heads will already have a tighter quench and squish than an R2 head, so there's that. In my experiences, dish pistons give better turbulence, and better combustion than flat top pistons.

If you're going to do a valve job anyways, a little porting in the combustion chamber to unshroud the valves will also lower the compression ratio. You can open that up, and use the composition gaskets, and get it back down to 9:1 without too much trouble. Plus, it will breathe better at lower valve openings.

Often the "new" door strikers are a tad off in the teeth underneath, and dot engage the latch pawl correctly. It's often I have had to rotory file them to fit properly. Also if using old parts, the striker can get a notch worn into where it rubs on the lock interlock at the back of the latch, and you wont be able to lock the doors because the lever does not get depressed fully when the door is shut. You can remedy this by drilling a small hole, and installing a machine screw so it protrudes just enough to work the interlock. Then your doors will lock.

Usually it's just a poor internal connection. I take them apart, clean the contacts, and put them back together with the end caps from a slow blow fuse from my well. The mercury part of the switch is a glass sealed cartridge and it's the outside of that connections, that corrode.

I use Autolite Platinum AP85. Champions are now China sourced, and quality is non-existent.

Those holes (without the plugs) are to let boost into the passageways to equalize boost pressure from the throttle plate bores to outside the bores of the throttle shaft, so it doesn't push fuel out the throttle shaft.

It's in the mail now...Shipped it out Friday.