ron@crall.com
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Posts posted by ron@crall.com
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Found an issue;
It appears that when the shims are removed that the steering box and column do not align.
Did they use different components, or was the mounting changed?
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Not an original interior, not an original radio
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I own one of each period. The 71 appears to have a filler installed. Wish it was as easy as popping a fender and replacing same. The lip from the original is gone, a backing plate mates the original fender to the filler. If the filler and backing plate "pop" off the original fender, i only have to create a new lip.
My son and I will be tackling this job in a month or so and will update the forum.
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Disc brakes were part of the package, and the 15" wheels barely clear, infact, some after market 15" steel rims did not clear, thus, my answer would be no
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Slightly off topic....but I've always contended that although there were definitely only nine 'production' R3 Avantis built by Studebaker, 63R-1025, having an R3 engine installed in it while under Studebaker ownership, should be considered a FACTORY Studebaker R3 vehicle......And there are also a few other Studebaker passenger cars that were built with R3's, albeit installed by Paxton, that I feel should be considered legitimate Studebaker Factory R3 vehicles..
To put it another way,.....'If there was an R3 or R4 engine under the hood when Studebaker sold it off into private hands, in my eyes it's a factory R3 or R4 Studebaker vehicle' (IMHO)
To get it all back in one place, is this in fact a prototype engine, not numbered as an R3, not having R3 heads and not 100% sure via measurement of the bore and stroke as to displacement?
jack vines
Yesterday at the New England zone meet i showed a couple of people the factory to dealer invoice and zone car delivery report. One of them noted that although the car was released to Paxton Products "as is" on 7/19/62 that the invoice and delivery report are dated two years later on 7/27/64. The bottom line price to Paxton after a very large credit to account 462-56-09 was $500.00
They are for Serial # R 1025 and Engine # RS 1021
Per both Andy and Vince Granetelli, RS 1021 was the development R3, it was the only engine stroked to 299", all others bored to 299" and installing the .060 over pistons that were factory service parts. Increasing the stroke provided a little more torque and provided a faster accelerating engine. It was provided for road test reports (Hot Rod Magazine 1st R3 Road Test was one of them and the R3 pictures in the article were of 63R-1025) and Andy also drag raced it at Riverside 1/2 mile events where it was capable of beating 426 Hemi MoPars.
The heads have a triple valve spring with the center one having a reverse wind, the valve retainers are very light and each one visually different, obviously hand made on a lathe, the combustion chambers are re-shaped and the intake and exhaust ports have had extensive work having a very smooth surface and flowing curves. The engine mounts on the frame have been re-worked allowing the engine to sit so low that the crank pully will rub the steering if the rubber mounts are not replaced occasionally. In any case, the engine must be lifted to replace the belts. It has R3 exhaust manifolds, a competetion Paxton blower (Verified by Paxton when sent to them for a rebuild following an impeller explosion) and the 276° cam.
This is the engine that Studebaker and its Paxton division provided the media and raced stating that it was an "R3" It was a Studebaker owned car until July 1964 when it was sold by them with the engine that they had declared to be an "R3" I do not know how this vehicle can be considered anything other than a "Factory R3"
Per both Andy and Vince Granetelli "We built the R3's so any engine that we call and R3 is an R3"
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My $9 air dam arrived last night.
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Thank you Bill,
63R-1025 i sparked in the next building so using it to create a template was my intention. My history with fiberglass joints suggest that attempting to pop might be possible. I'll probably spend a few minutes doing that before tracing a cut line.
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Unpainted - kind of yellowish white
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I was able to upload one picture, I have another that shows the location of the mounting bolts from the inside of the engine compartment and a 3rd that shows the location of the mounting bolts for the underhood bracket, however; it appears that there is a limit of upload content that is cumulative and not per post that keeps me from adding those pictures to additional reply's.
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Here is a picture of the bracket in the wheel well
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I posted pictures earlier today and do not see them. I had to reformat from JPG which was refused to BMP and it appeart to accept, however I do not see my reply.
Send me and e-mail at ron@crall.com and I'll reply with the pictures.
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I have a tracking number. I'll advise when/if received. UPS, ETA-Monday
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If the hog troughs are not as advertised when I lift the body that may be a thought. This car is for fun, the 63 is another story.
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Found a dealer that still has some available for less than $10
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I am pretty sure that there is. The car is jacked up currently with the front tires,the blower and intake are off but if there is a bracket in there it should be easy to photo. I should be able to get a picture for you in a day or two.
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63R- 1025 appears to have been built for that purpose. It was given to Hot Rod magazine as the first R3 road test car and Andy G used to take it to Riverside to race against Hemi's in the 1/2 mile drags. The 299 CID engine was not a 60 over 289 but a stroked 289. The 60 over pistons were off the shelf service parts so the engine was still "stock", there was no stroker kit on the shelf, it was custom made. The longer stroke provided more low end torque, just enough to beat a Hemi! According to Vince and Andy G it was the only one they stroked, all the other 299's were bored.
Andy said that he regularly took the engine to 8,000 rpm.
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Anybody got a right side door striker of 63-84 Avanti?
I see NOS available for $110 but this is just for a driver.
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Looking for a way to put bumpers on my 71. So much for the idea of using the late model bumpers as an option
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Did you ever cut the fenders?
I just purchased 71 RQB-1703 and it appears to have fillers. I also own 63R-1025 and want to drop the body and cut the fenders on the 71. Any tips from anyone would be appreciated regarding both the body drop and the fender cut.
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Same problem X2
I just purchased a 71 (RQB - 1703) with no bumpers. I am open to any options, even cast fiberglass painted body color!!! This is a driver so show quality not necessary. Any idea's/leads appreciated.
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Thanks Bob.
The engine-hood clearance would be good to know.
The 71 i purchased was in mid-restoration. It had been soda blasted and the body and frame separated. The frame and hog troughts were in good condition but the car had been off-road and not stored in a protected state since 1995. The NY state inspection tag for 1995 shows the mileage at that time as 17,164 and the odomoter currently reads 17,730 Mi. Too bad it wasn't stored properly, the only likely benefit of the low miles might be that the Synchro's are not worn out. The restoration was abandoned and I picked up the pieces a few weeks ago and trailered them from Long Island to Maine.
After unloading the car and all of the parts within there were many spacers. I crawled under the car to discover that not only had all of the shims been removed, so had all of the mounting bolts. I towed it ome with a secured frame with a loose body sitting on top. Al lthat I have noticed so far is that near the radiator/battery area a mount punched up through the fiberglass, and as i recall there is a little damage on the passenger side in the same area. Are those the Metal U mounts that you mentioned?
My understanding is that there was no extra shims in the rear of the car tapering to a couple of inches at the front so perhaps the hog troughs being mid-way are ok with 1/2 the shims as the front and will be ok if all removed (actually I believe every point originally had 1 shim)
I have a 63 to compare to and was going to duplicate it. It has the HD springs and R3 suspension and appears to be at near original ride height. That is the stance that I hope to acheive.
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63R-1025 was a prototype R3. It was sold by Studebaker to Paxton and subsequently sold to Vince Granetelli in 1965. It was the Hot Rod Magazine 1st R3 road test car and had the in-front-of-radiator air cleanier installed at the time of the road test.
It is a pain to replace the filters because an aftermarket trans oil cooler has also been installed high up in that area making the job even more difficult.
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I own a prototype R3, 63R-1025 originally sold by Studebaker to Paxton Products where it wore California Manufactureer plates. Nistolgic motors forwarded the factory invoice between Studebaker and Paxton transferring the car to Paxton for $500! Vince Granetelly was the first registered owner when he purchased the factory car in 1965. According to Vince it had a competition blower and was painted black. If you have the Hot Rod Magazine 1st R3 road test it is pictured. It was shipped back to Paxton following a impeller explosion for rebuild and was returned with a fresh coat of black paint. I was told at the time of the rebuild that the impeller and the bearing race spring pressures were different on the competition blowers.
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1025 is out back in my hanger, and the 71 is in the barn
R3
in Avanti Trivia
Posted
No one answered what else came with the R3 purchase that I can see.
When I worked at the parts counter at Milton Motors in Oakland, Ca, I used to look at the parts catalogs trying to see the differences. 63R-1025 was both an early production vehicle (#25) and a factory prototype R3. There were lots of changes for serial numbers after 63R-1086. The earlier cars were basically on 62 chassis with different sway bar mounts, rear shock mounts, different manual transmission bell housings, and other mechanical parts, and many body changes including drip rails and different rear window hold down's and trim, so I noted all of those changes in addition to all of the R3-only changes. As I recall there was an R3-R4 supplement to the parts catalog where everything was all in one place.
I remember that;
R3's had the Police/Taxi heavy duty suspension that included upper control arms that had grease fittings instead of rubber bushings
they had flanged axles instead of taper axles
the air cleaner was relocated in front of the radiator
they had a different spedomoter and tachomoter
the body was shimmed up from the chassis, kind of like the Avanti II's but not as much, to get room for the carburator enclosure and a bigger crank pully,
I'm sure that there were other changes too