ron@crall.com
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Posts posted by ron@crall.com
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Last 2 times that I asked Studebaker International about them they said that they had lost the supplier and there would be no more made. Has someone found a few? I'd love to have 9 for 2 sets of wheels and one steering wheel.
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The R3 I did had oil temp, and fuel pressure. . There is already a boost gauge in the dash. I always wondered why they would add a second one.
Brad,
The two gauges are fuel pressure and blower pressure. Andy said that they had to be monitored because at high RPM if the blower pressure exceeded the fuel pressure that there would be fuel starvation. The very lean mixture could cause rapid catastrophic failure due to the high heat.
When drag racing 1025 Andy would take the engine to 8,000 RPM
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Same thing with my 63 many years ago. I did a standard glass repair of opening up the crack and grinding down the surrounding surface and repairing with glass cloth and resin. The repair lasted very well and looked like the original.
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Replaced mine with a factory replacement from SASCO many years ago. Even the original's were difficult to fit.
Saw the Just Dashes on the web just last week. Very impressive.
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FYI - A car without a title can be registered in Maine if over 20 years old.
Purchased a 71 Avanti II with no title last year on e-bay. Not too many bidders do to the title issue, it would be a parts donor in many places. Hopefully restored to drive-able condition for Warwick meet.
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I know it was media blasted and baking soda is the likely product. Thanks for the tip about neutralizing it. I have been doing some research since. All of my painting gear and expertise is for acrylic lacquer shot old school with lots of pressure and thinner and that is what I was intending on using. Hard to find due to EPA restrictions on the stuff, and getting expensive but I have been very happy with my results and have located a couple of sources.
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I chem stripped my 63 many years ago, and recently purchased a 71 that had been soda blasted. It was work to chem strip the car, no idea about the soda blast, however; the chem strip car had a great surface and the blasted car will be a lot of work to get it to the same point as the chem strip.
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Don't know the last time AOAI had a national meet on the east coast, I've been away from the club for awhile, but I remember meets years ago in Southern CA, Sacramento CA, and Seattle WA. Some may have been regional meets though.
Sorry to see the split, I like the joint meets. I'll have to skip KC and only go to Warwick.
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Factory installed on the assembly line or installed by the factory?
The 299" R3's were installed by the factory, in fact, I'm not sure any were ever sold for private installation, they were the first R3's used for development and promotion before the 304.5 "B" versions were produced.
Correct me if wrong, but I don't believe any of the 9 Production Line R3's were ever raced by Studebaker.
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On the west coast NASCAR in the 60's was a non-event, but drag-strips were everywhere. Locally we had the Fremont drag strip. My next door neighbor had a Ford with the factory drag pack, and the guy living behind me on the next block had a rail dragster. It was very much like American Graffiti. I used to eat lunch at the same Mel's Drive In in SF that was in the movie. My best friend's dad owned Ben A Begier Studebaker Packard Mercedes in San Leandro, and after production ended I did some counter work for an Oakland dealership, Milton Motors, that sold Studebaker parts and an occasional Avanti II or used Hawk.
The best car was the first to the end of the strip. There were lots of big blocks that got lots of respect, but the 426 Hemi was top dog.
No Stude had enough torque to compete in the 1/4 mile, even though PBR is doing a fantastic job at doing so, but allowed to wind up the engine like no one in his right mind would do, Andy apparently did do it in the 1/2
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RS1021 has been pretty highly modified by Paxton. It had triple valve springs and custom made lightweight retainers. There was no waste gate or other provision for dumping excess pressure. Considering the size of the Paxton parts bin at the time, the thought of blowing the engine up was probably not too high on the list of concerns.
The thought of a Studebaker engine achieving 8,000 rpm was outside of my wildest imagination, when Andy said that he used 8K when racing it I asked him to confirm that he said 8k. He stated that at that RPM he could beat the Hemi's in the 1/2 mile.
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It has been too many years to remember, perhaps my brother does. It was a lot more than the 5-6lbs boost that I often hear. As I recall the dash gauge showed to 10 Lbs of boost.
It was high enough that Paxton added 2 gauges under the radio, fuel pressure and supercharger pressure. When asked, Vince explained that if ever the blower produced more pressure than the fuel pressure, the engine would immediately lean out with catastrophic results. When being raced, those were monitored very closely.
I'll take a picture of those gauges and post it in a few days.
When talking to someone that knew a lot more than me about how engines develop power, perhaps Jim Pepper, it was stated that eventually it didn't matter how much pressure was available, other delivery dynamics would limit the useful amount, however; I doubt that those dynamics were known back then.
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The rods appear to have had some attention paid to them, however; as I said to Andy, "you can afford to blow an engine, I can't" I will, however; admit that in the car's youth my brother and I wound the tach past 6K until the needle hit the "T" in "Thousands" The 1-2 shift at that point was a thing to behold, as was the noise emitted.
The engine is now over 50 years old. It was last run in the late 90's. We did a compression check and verified that all valves are free and operating and planned to start it up last month but will wait until spring. We hope to have the body work done and the car back on the road in time for the meet in Providence. With the age of the components I doubt the engine will ever get on the high side of 5K again. It's significance is in what it was, not what it is.
Speaking of Providence, what is going on in this summer? Are there two meets? If so, why?
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About a year before his death I had the pleasure of a long talk with Andy Granetelli about 63R-1025. When asked about how much horse power the engine produced he advised that it had never been dyno'd and that they did not promote the HP produced as the board of directors was pretty squemish about their racing activity, however he held the Riverside International Raceway 1/2 mile drag racing record and regularly beat 426 MoPar's and he figured that it would take over 500 HP to do that. He stated that he ran the car to 8,000 rpm in order to beat the Hemi's.
The engine is a prototype, it was stroked, not bored, to 299 CID. It has the competition blower. It has triple valve springs, the retainers are titanium and were obviously machined by hand, each being visable unique.The cam has the 276° part number but it appears that it may have been re-ground. The heads have the R2 part number but have been ported and polished and the combustion chamber has a significantly different shape.
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I have a 71 that I am restoring and it has a tilt column but it has been butchered.
Looking for an early non-tilt column if anyone has one.
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Lowey was a purist and had a strong personality, the industrial designer version of Frank Lloyd Wright. I am pretty sure that they were placed there because Raymond wanted them there.
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Another recent project is a 75 GMC motorhome that I acquired earlier this year. Rear body damage was repaired just as noted above, sand / bondo / paint.
I am beginning to like fiberglass. The repair class that they had in South Bend a couple of years ago has really been a help. Currently working on 2 Avanti and the GMC and pleased with progress on all 3.
Recent change to a 3 day work week gives me the time to repair instead of replace.
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Currently doing glass repairs on 2 Avanti. I have only done a little prior to this summer, however; I am very happy with current progress. Did some preliminary work on the 71, then got to work on some sizable repairs on the 63. So far so good, and happy with the results I am getting.
Brother has done a fair amount of panel replacement and told me to repair if practical. He has had seams show up on most of the panel repairs many years later.
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On 63R-1025, an early 299CID prototype only the extensively modified R2 heads were painted red and the top half of the airbox (one of first produced) was painted wrinkle black
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According to Napa site, the Plymouth brake drum has a 72mm center hole or 2.83+ inch. My good drum has a 2.43 center hole which mates to the axle perfectly. My bad drum has the larger hole and since it is not located positively the lug holes have become elongated. The drum will install but is a very sloppy fit, and very difficult to install concentric with the axle.
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Got to love spell check!! Well, that's the brakes.
The newly acquired 71 is progressing nicely. The body is in the barn waiting for the chassis to finish. Got all the brake parts and finished the rear brakes only to find one drum is wrong. Hub center way too big and lug holes elongated. Would love to convert to disks but all is done except the one drum.
Anyone have a spare drum? The center hole about 2.43", drum 11". End of life OK,
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I have been thinking it would be nice if my 71 had a moon roof. Sounds like i should re-think.
If insanity prevails, can it be done or did the roll bar get re-worked for moon roof equipped cars?
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I was told it was a different impeller, however; it is the only one I have ever looked at so no idea how it differed.
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Like to replace the cable on my 71. Any suggestions on installation of an electric opener? I liked the on on my dad's Cad that would pull the deck lid down.
Omitted Avanti!
in Avanti Trivia
Posted
move that tape to 5:30 and take a look at the back of the red Avanti, looks like a big hole under the bumper where the license plate would go extending into the trunk where it looks like the spare tire well has been opened up.