64Avanti
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Posts posted by 64Avanti
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True
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Well I knew it wasn't square. Too long since I have looked at one!.
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That doesn't sound right. I think the 2.5 is correct but I think they are more like 1.88 wide.
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The big end of the Studebaker connecting rod is one of the week areas. What happens is the hole becomes oblong pinching the bearing in and potentially spinning a bearing. 7,000 rpm for a brief period is ok but not for a long period of time. However 8,000 rpm with a 289 Studebaker and a stock rod is not a good idea. If 7,000 RPM is ok with a 289 then 7400 rpm should be ok with a 259.
Before anyone says but they were R3 rods, the only difference was the small end that used a press-in pin instead of the pinch bolt. I also have one R3 rod that had a bushing in the small end for a full floating pin.
I hate to say it but you can't believe everything that Andy said!
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8,0000 RPM ???
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I remember in 1961 when I was only 10 (I think I was interested in cars when I was 8 or 9) that Studebaker was considering dropping the Hawk model and perhaps calling a 2 door Lark with 289 and bucket seats a Hawk. I was very happy when the 62 model came out.
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Not sure about this but there were chrome nozzles available on the Hawk at least in 64.
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No, it is on the shaft between the last lobe and the distributor / oil pump gear.
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What? I thought all Avanti's came with rear seat belts. On my 64 the belts were installed into anchors that were part of the design.
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The load from the fan and thermostatic clutch although significant is very low compared to the load from the supercharger belts.
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That 6 cyl transmission was if I remember correctly is a Borg Warner model 35 which was also produced under license in Japan.
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This is false.
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And of course there is one other Avanti that has raced at Bonneville.
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The belt load on an R2 from the blower belts is very high and will result in low life compared to an R1. Of course many of us have seen a non Avanti pump used on an R2 Avanti and then due to longer distance from the pulley to the front bearing the shaft fatigues, breaks chews up the radiator and breaks the shroud or something like that!
On the water pumps the shaft forms the inner race for the ball bearings and has a groove in it and that is where it breaks.
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From about $480 to $600 for sizes from 15" to 18". Larger ones are available.
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Don't forget that Bendix offered these for the Corvette but GM felt that the discs didn't have enough heat capacity for the Corvette.
These brakes were used by Jaguar, some Ferrari's and others.
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I will agree that they had Avanti influenced styling but to call them Avanti sedans is not fair to an Avanti in my opinion. These cars were very very very cheap looking on the inside and the styling wasn't very clean. Just my opinion but I hate to see them called Avanti sedans!
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The inner race is normally the first to fail.
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You missed a few. The lower knuckle that connects the king pin to the lower arm is different. The king pin and spindle are also different.
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Water pump pulley was smaller to clear the crank pulley.
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And of course they are Mercedes Benz parts.
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Since you said basically then the answer is basically true!
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I have a cast iron R3 manifold.
In fact the R3 heads were really designed for the larger bore engine that would have come out in 1965 and would have used the R3 heads, cast iron R3 intake and the R3 exhaust manifolds. In fact there are R3 exhaust manifolds with the mounting bracket for the alternator as used on Hawks and Larks. The larger engine at 340 cu in would have been good for something like 310 hp.
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Stiffer rear will increase over steer or decrease understeer depending on the car. Stiffer front will do opposite. So in general you have to balance the spring rates. But you will have to experiment to determine what works on your car.
R3
in Avanti Trivia
Posted
The front suspension also had other changes. King pin, spindle and lower knuckle were also different! Those changes along with the lowered upper control arm mount were Studebaker designed changes not Granetelli designed changes and they all have Studebaker drawing numbers.