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Posts posted by PackardV8

  1. "Stand up" depends entirely on how often you lay down the rubber.  Even a strong R3 does not make 300 lbs/ft of torque low down on the RPM.  An adult-street-driven R3/World-ClassT5 combination would last forever.  A season of drag strip use with side-stepping the clutch above 3,000 and flat-shifting might kill it.

    jack vines

  2. On 5/18/2021 at 4:48 AM, 64studeavanti said:

    IMHO, it is easily worth twice the offer. After all, just a new set of pistons and rings cost more than that.

    Yes, No, Maybe. How it's been stored and in the humidity of MN, makes estimating worth a real crapshoot.  Pulling a number out of the etheric without an examination assumes too much.


    FWIW,  I was given a similar NOS Packard 320" fitted block and pistons which was from CA and was still usable as was.  A customer sent us a fitted Champion block which had been stored in Alabama and nothing in it was usable.  The rings had rusted to the cylinders and corroded into the pistons.  The block had to be bored .060" over to clean up the rust pits.

    Suggestion; wipe down a cylinder with an oily rag, knock one piston out and show the prospective purchaser the condition of the cylinder, rings and pistons.

    jack vines

  3. 55 minutes ago, Jerry1963 said:

    I am planning to install a new Tremec TKX 5 speed in my 63. I currently have a chevy 350 with a 350 turbo transmission. I have requested and received several conversion kit quotes, but all include high performance equipment and my conversion is for cruising and show. I don't need a scatter shield bellhousing, a $350 flywheel, a $400 clutch kit, or a $600 hydraulic clutch kit. If anyone has made this or a similar conversion I would appreciate any guidance.

    Thanks,  Jerry

    Well, there's no way around needing a bell housing, a flywheel, a pressure plate, a clutch disc, a pilot bearing and a hydraulic clutch kit.  How much you pay for them, whether you use OEM or aftermarket is up to you.

    jack vines

  4. At a guess, the intent was to lower the car and the air shocks were to stiffen the suspension to avoid bottoming.  Lowering the suspension also requires lengthening the radius rods.

    And yes, I'd return it to original configuration and fit new spring eye, sway bar and radius rod eye bushings and the best gas shocks I could buy.

    jack vines

  5. On 1/7/2021 at 12:12 PM, IndyJimW said:

    My 1987 Avanti Coupe uses the Monte Carlo chassis with the 305ci HO engine.

    I remember test driving a mid-70's Avanti with a 400ci small block and a 2bbl carb years ago.

    Good luck,

    Jim Wood

    Over the years, I've driven Avanti II with the original SBC 327". 350", 400" and 305".

    Today, there have been so many engine swaps, it's anyone's guess which engine and transmission is in a given car.

    jack vines

  6. If one is going to all that work, suggest adding a direct reading O2 meter to confirm the jetting is optimum for your use, altitude and temperature.

    Of course, on an R2, it can never be optimum.  The jetting which would give the best MPG at cruise would be terminally lean at WOT under boost.  The jetting which will give max power and be safe under boost will be too rich at cruise.  Knowing where it is now is the first step to getting it right.

    Also, confirm the correct intake manifold gaskets are being used.  The R2 gaskets restrict the exhaust heat crossover.  Personally, I block the passage completely with thin stainless steel plates.

    jack vines

  7. On 12/20/2020 at 8:13 AM, mfg said:

    This is an old post I just happened to notice.....Just adding my two cents that there was an overdrive unit which bolted to the back of the Avanti Powershift. (or any other Borg Warner cast iron case 'model 8' three speed automatic transmission)

    I believe it was called the 'Cone Overdrive' (an aftermarket unit) and it apparently worked quite well...I have no idea how many were sold, and probably would not work in an Avanti, as it was a bit bulky and would no doubt clash with the frame 'X' member!

    Close, so old stogy instead of new cigar.  The OD was the Hone-O-Drive.

    But yes, because of the X-member, there is no overdrive which can be added to the rear of the B-W tranny.

    FWIW, if one changes the rear axle ratio to a 3.07 and gets used to shifting the B-W through all three gears, it works OK.

    Jack Vines

  8. The block serial number should be from a '63 Lark.

    The chrome parts were available from SASCO as leftovers from R-series and Avanti production.

    The cylinder head castings were 1957 low compression heads, but who knows was was on production shipped to OZ in '63?

    The crankshaft should be the long snout, but again, dealing with export and bitsa, who knows?

    jack vines


  9. Congrats on solving two problems in one go.

    Now, it's time to do the same to the front firewall.  It's Swiss-cheese full of holes originally plugged with rubber grommets and bellows.  Sixty years later, most of those flimsy barriers are "perished" as you would say.  A day spent removing the carpet, re-sealing the firewall and then layering it with Dynamat will make for a great reduction in heat, noise and fumes.


    jack vines

  10. Do not believe most internet parts searches.  The Summit/Jegs/Rock Auto, et al, pay that cheap whore Google to put their listing at the top, regardless of whether they have ever stocked that part.  Then, when you click on it, the closest random collection of junk pops up.

    (Do I feel strongly about this?  Yes, as they waste hours of my time when I know exactly what I'm trying to buy, but they hijack my search.}

    jack vines


  11. 59 minutes ago, mfg said:

    I have a cast iron Stude V8 dual quad manifold in my pile of parts....Interestingly, it was custom made by a good welder using a ? twin four barrel cast top brazed onto a 'hogged out' Avanti 'R type manifold.....Twin AFB's are mounted on it ....I've never tried it in operation.

    That's a new one on me and one I'd never have considered attempting.  Close-up photo?

    jack vines

  12. On 11/2/2020 at 6:07 PM, Footer said:

     we must have had different eyesight back then.  Mike

    It's not just appearance.  Seat engineering has improved as much as every other area.  The OEM seats in my '63 were ahead-of-their-time buckets, but way out of date forty years later.  I installed a pair of heated leather six-way-power seats from a Japanese luxury car and they transformed the feel of the car.

    Through the inner ear, we feel the motion of the car.  Changing where the inner ear is positioned within the car changes how we perceive the ride and handling.  The OEM buckets are bolt upright and close to the steering wheel.  The replacement seats allow moving rearward, reclining slightly and downward; feels like a different car.

    jack vines

  13. On 7/5/2020 at 11:52 PM, 64Avanti said:

    Can you post a picture showing the "Casting Number."  Those heads have to be modified R2s.  The intake manifold clearly doesn't have R3 size ports.  We never had any finished R3 heads.  When we purchased the parts from Paxton the heads were long gone.


    Heads with casting number 1555479 are R3 or R4 heads.


    That hand-stamped number doesn't appear to be a casting number, which by definition is part of the molding process.  Only the person who did it can confirm, but since Studebaker never stamped anything "STU-V", insn't it likely as part of their rebuild of the engine, STU-V ground off the OEM casting number, modified the head and stamped their own identifier?

    jack vines

  14. Agree, buy the best car cosmetically and mechanically you can find.  Look for a A II without a sunroof.   The aftermarket sunroofs were a disaster; they leaked, delaminated and are expensive plague to get out.

    The SBC is the least expensive part of a good car.  We can build a strong, durable 383" or 400" for cheap.

    The 4-speed overdrive automatic is a real plus also.

    jack vines

  15. For me, exterior and interior color is not normally the deciding factor when considering a used car, but some age better than others.

    Recently I looked at a nice Avanti II in overall excellent condition.  However, I just couldn't get past the interior.  It was done in a Victorian bordello button-tuft red velour.  That color, design and material would just hurt my eyes every time I opened the door.

    I mentioned to the seller that wouldn't have been my first choice; reminds me of '60s Buicks.  The seller smiled and said, "That's the only reason I have the car.  My wife loved the interior and said I could buy it."

    jack vines

  16. 2 hours ago, studegary said:

    Bob Bourke put knock off Borrani wire wheels on his custom 1954 Starliner.  When we redid the car, we priced getting the wheels rechromed.  That caused us to paint the wheels with aluminum paint (IIRC), that is still on the wheels, on the car at the SNM.    

    The chrome on the Daytons on the '63 were rusty.  I had them sandblasted and powdercoated gold to match the paint on the car.  Since the car was customized by George Barris, King of the Kustomizers, now the gold wheels actually are more period-correct Kalifornia Kustom than the original chrome.

    jack vines

  17. The interesting thing is both Dayton and Borrani were available as true knock-offs.

    The original owner added Daytons to my '63 custom and I have a set of five Borrani from an '80.  They're both heavier than the hubs of hell.  It seems the Borrani had better chrome than the Dayton, but maybe better maintenance and storage as well.

    jack vines

  18. 24 minutes ago, 63avantigold said:

    Wanting to remove dealer installed AC from my R2 and install the correct Supercharger which will bring it back to stock.  Does anyone have a complete unit for sale?

    You are wise to buy a complete setup.  Buying it a piece at a time can take forever and cost 2X-3X as much.  

    The carburetor and intake are R2 specific.  Do you still have yours?

    jack vines

  19. South Bend urban legend has it there were twenty-five R3s built by Paxton and shipped to Production.  Paxton was hard at work on building the next twenty-five when Studebaker called it off.  Paxton managed to gather up most of the left-over engines and R3 parts and ship them back to CA.  They were then sold over the counter.

    Only slightly OT, but there's some evidence a Seattle guy with Stude connections grabbed a truckload of complete R2 engines at scrap prices and shipped them to Puget Sound.  Most were installed in boats, where they died a quick death.  The R2s in boats ran strong, but were not durable at long full power full load running, as is common in boats.

    jack vines

  20. This car and its value left with her husband's passing.  Rather than putting you and us on the hook for guessing a value of a car which which none of us have first hand driving evaluations, suggest she have it cleaned, up ask an Avanti expert to write the description, ending with "running when parked six years ago", list it on Bring-a-Trailer or eBay, take whatever the market offers.  Sometimes it will go to OZ or Europe for more than it would bring from the CASOs here in the states.

    jack vines

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