grobb284
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Posts posted by grobb284
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How does that work?and opening up the older carrier bearings to allow easy removal of the carrier when you set the pinion preload.
Bob
Always like your input Bob.
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Phil Harris at Fairborn Studebaker has all bearings, seals, and parts necessary for a rebuild or gear change. He also has all the unique tools necessary so that he can properly set up your rear end. He was taught by one of the best. An advantage of buying parts from him is he can help you if you should have a problem.
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Is there a ground pass through from one side of the insulated coupling to the other? If not, your horn will not work, if a factory setup.
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I always thought they were a poorly conceived contraption...they tilted down rather than up. That large diameter steering wheel was already digging into one's thighs without the downward tilt feature making it worse.
When assembling the one installed in my Avanti with the Pontiac components,it had as many indexes up as it did down. Confused by what your experience was/is?
By the way,though I don't participate in many of the discussions, I appreciate reading your comments on the forum topics.
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They are indeed Saginaw units. Purchased the housing from N&A back in the 70's, and used a Pontiac tilt for parts. The only difference were the number of splines for the Avanti steering wheel, which was taken from the original shaft, welding along the taper. One of the few 1963 Avanti with a factory style tilt wheel.
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Perhaps for export?
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I inquired a while back about the Avanti II inner fender holes for cooling. Isn't the wheel well a high pressure area at speed, and the air would blow in, rather than out of the engine compartment?
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Rinished Mason (spelling?)
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What about truck grills?
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I was at a car show looking at the 4 door rear tail lamps. They appeared to be perhaps fiberglass housings grafted inside of the rear fenders.
Were these seperate pieces grafted to the fender, or part of the fender mold. If seperate pieces, does anyone know where these are available?
I would rather purchase these housings if available, rather than make them.
I like the clean look of just seeing the red lens with no potmetal perimeter.
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Built some new holding fixtures for the Dana 44 (Studebaker) housing and the Dana 44HD (Corvette and Viper) housing. They are built for rotation to make gear changes easier. Both fixtures require the rotating head, shown in yellow on the last photo.
The first two photos would be for the Dana 44 housing. For Dana 44 gear changes or repair contact Phil Harris at Fairborn Studebaker.
The last photo would be for the Dana 44HD housing. Contemplating a 4.11 gear change for the Viper independent rear end in my Avanti. This new aluminum housing is set up for external cooling.
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While the actual Escort Avanti GT may or may not physically be long-gone, its build is not a giant secret. I would love to duplicate this while keeping it street-able and update with new advancements. The factory 1984 and 1985 Avanti track is 57.4" front and 56.6" rear. The factory 1984 (through 1991) Corvette track is 59.6" front and 60.4" rear, both are differences where flares of 1.2" front and 2" rear [each side] on an Avanti would conceal additional track width. M/T Corvettes from 1985 - 1996 had Dana 44 IRS (all 1984s, and every A/T C4 'Vette had Dana 36 IRS). I'd like to find a way to adapt C4 suspension to a blended bumper Blake car; both the front, and the 5-link rear complete with IRS. Aforementioned fender flares would be required to accommodate.
Fender flares are not required if you narrow the front and rear suspension from the C4
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Caprice wheelbase = 116". However, when removing 6" it becomes 110".
Monte Carlo wheelbase = 108".
and for reference's sake, Studebaker Avanti wheelbase = 109".
Although published often as 109 inch wheel base, it is probably closer to 108.5.
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My head hurts.
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I used the Holley Commander system, with a Paxton. It utilized GM sensors, had a knock sensor and a MAP sensor from a Grand National. Was inexpensive, and I was pleased with it.
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I have utilized both in tank and external pumps. The external can be quiet with proper thought when mounting and plumbing.
Cost wise the external are usually less expensive and easier to swap out.
I am utilizing an external pump with the LS1, with the Corvette regulator with integral return.
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Answer......Different Speedometers!....... A few were 140 MPH, a few 160,...and at least one had a metric speedo installed by Studebaker.
Would you or someone else please list the corresponding speedometer with the serial numbers. There is a question for accuracy with one of the owners, who wishes to remain anonymous.
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Please explain the mistake you spoke of. In measuring the vehicle, I found the frame to be essentially level when at rest through its suspension. The majority of the body mounts on the frame are level. The mounting locations matching in the hog troughs are level. The relationship of the hog trough frame mounts to the body is where the less than 2 degree rake is. Please explain.
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Paint is original? The gold leaf number nine is original? I am not saying that I know, just would be surprised.
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Gotta agree. The electric fuel pump in my car is on the right frame rail. Some electric pumps might be better or worse as far as sound goes but it does work and works well.
The pump with the LS1 has been placed on the left rear x-member, near the driver's seat. It has been mounted in rubber and urethane clamps, with flexible hose. No hard mounting. It can only be heard as it pressurizes the fuel rail prior to ignition. It can not be heard once the engine fires. However the exhaust is quieter than I anticipated.
As Gunslinger said, it works well.
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David E. Davis in the Studebaker commercial?
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Iacocca over at Ford, or Delorean at GM?
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" I know there's a lot of extra work with the LS with putting in a high pressure electric fuel pump in the tank and the computer instal, but those motors are great running, have a lot of power and are reliable."
It is no longer necessary to put pump in the tank.
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Yes, Trim rings for the head lamps
Rear Axle Overhaul
in 1965-83 Avanti
Posted
Thanks Bob, thought that is what you had in mind. We did that for the Dana 44's by honing the IDs of the carrier bearings. The Dana 44 HD has different carrier bearings, and we were able to get KM set up sleeves. Something that also may be helpful is to make a setup outer race for for the pinion bearing next to the pinion. This makes it a lot easier changing the shims for pinion placement.
A friend recently purchased 4.56 gears from a gear manufacturer G2 (or some other numeric). They did not have the set up numbers on them, and took a long time to set up. Would not recommend them at all.