64Avanti
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Posts posted by 64Avanti
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And those R-3 suspension mods were not just relocating the upper inner A-arm and using the old inner bushings. All of the changes were designed to provide more camber gain in the corners.
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I was about 12 years old either late 1962 or early 1963. I got my great uncle to take me to the Studebaker dealer in National City (in the San Diego area). I was trying to convince him to buy one. It was white with orange interior. My uncle was a GM guy having owned Oldsmobiles, Chevy's and a Buick. I was not able to convince him to buy a Studebaker!
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I hope to have a price for these in about 1 week. This is likely to be a one time deal.
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It was red. When I drove it the blower was off. It had the front suspension mods and handled fairly well.
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However the radiator support can be removed on an Avanti.
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If you start with 8.5 and go to 10.25 (R1) then the gain would only about 5%. If you check at the rear wheels you might get a higher % increase as you have accounted for most of the parasitic losses.
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I have driven the car and didn't remember the speed. Now does anyone remember the color?
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If properly tuned then the drop should only be about 3-4%. Ignition and carb setup correctly.
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Now that is trivial trivia!
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Life of tank?
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I am working on obtaining Koni shocks for Avanti's and other Studebakers. These will fit not almost fit, such as the Camero shocks that some have used. If you are interested please post your interest.
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Turning 8,000 rpm on a 289 or 304 is not a good idea! The rods are not up to that load.
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The first Avanti I saw with Jag IRS was in either 1972 or 1973 at the SDC meet in South Bend. I was at both but don't remember which year I saw it.
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By the way Avanti Gray was not a very dark color and was actually a blue-gray color.
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It is not the valve size that is important it is actually the flow capacity. In the dyno software if you put in flow numbers at a particular valve size and then change the valve size the program scales the flow up based on the increased valve size.
Of course the Paxton blower will never reach 14 psi. The program also looks at the temperature affects and that may be why you don't see any increase in power at 14 psi vs the 8 psi.
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Valve float at 5K! Those must have been some really bad valve springs!
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The fact that it is old will not affect how high it can rev. I wouldn't worry about going to 6500 rpm. The real problem is that at 8K rpm the big end of the rod is weak and goes oval under load. This can lead to pinching the crank and spinning a rod.
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Don't even consider it!
Not only is load on the bolts increased because of moving the weight forward but you would have to use the transmission screw holes to mount to the stand. Because they are closer together than the bell housing holes you would use this will also increase the forces on the screws.
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Andy may have said he went to 8,000 rpm on that engine but don't run any Studebaker with standard rods and the 3.625 stroke to 8,000 rpm! You may not like the results.
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You have to remember that the R3 heads are not all equal. Although the drawings call for porting many or perhaps most of the engines sold by Paxton were most likely not ported. This could have resulted in a 10 to 20% increase in flow. Based on flow for an unported R3 head with the R3 cam 330 hp is about right. A ported R3 head with R3 cam would be close to 400 hp.
So was Brad's engine with ported heads or not and which "R3" cam did it have?
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Dave Bloomberg has owned his 1963 Avanti since 1963 and that is 52 years.
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Dave Bloomberg has owned his Avanti since 1963.
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The answer is quite easy and doesn't require counting. The answer is the same as a non R engine and the same as all the other R engines.
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I believe it is true but it has been a while since I have looked at these.
Needed KONI Shock part number for '63 Avanti
in 1963-64 Avanti
Posted
I posted about a project to get Koni's in the Avanti Pub forum topic.