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Posts posted by PackardV8

  1. 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

  2. 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

  3. 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

  4. 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

  5. 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

  6. 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

  7. Another likely possibility, since this engine was rebuilt by Stu-V, is that an original car blew its engine, had it replaced by something else, maybe from Paxton or Stu-V and the reusable parts were swept up into this build by Stu-V.

    jack vines


  8. On 6/16/2020 at 6:04 AM, 64studeavanti said:

    Just curious where the factory R3 came from. Does any one know if there is a list of factory R3 engines?

    There were nine Avanti delivered with R3 engines and there is a list of those.

    For many years after Studebaker closed, Paxton Products sold R3 engines built from leftover parts.  Then Stu-V bought the leftover leftovers from Paxton and sold partial R3s.  IIRC, by that time, the R3 heads and connecting rods were NLA, so modified R2 components were substituted.   It appears yours is one of those.

    FWIW, none of the OEM R3s or few of the Paxton R3s were built with roller camshafts.  That yours has it is unusual.

    We have a member of this group who holds the personal opinion that since Paxton was once owned by Studebaker, any engines they built should be considered "original".  Since the some of the parts Stu-V used were made by Studebaker and once owned by Paxton, wonder if he's going to include yours in his personal list of "original R3s?"

    jack vines

  9. 21 hours ago, Rags63 said:

    I have inherited a 63 avanti r2 that my grandfather purchased new. From paper work that I have found i believe the motor is a r3 with r2 heads machine to r3 spec. 

    What I am trying to figure out is what carb set up to use on the r4 intake manifold. I have 3 carbs but don't know what is what all are avanti carbs with different numbers 3507s 3725s 3810s 

    Any help is much appreciated

    The carburetors are simple.  1964 304" R4 3810S(F), 3811S(R) CARTER AFB CK474

    The heads and intake you haven't given us enough information.  It's really difficult to do  "r2 heads machine to r3 spec."  Yes, R3 valves can be installed into R2 heads.  No, R2 intake ports are not easily enlarged to match an R4 manifold.  Yes, there have been single and dual port "R4" repop manifolds made to mate with standard port heads.   Knowing exactly what you have would help those offering advice.

    jack vines

  10. On 5/24/2020 at 7:07 AM, mfg said:

    The last non-power steering equipped Studebaker Avanti I drove surprised me in that the manual steering felt very 'light'!....Granted, there were more steering turns 'lock-to-lock' due to the more favorable (slower) steering ratio...but frankly, unless you're looking for a faster ratio (turning) ability, I'd re-consider adding the complication of power steering to your Stude Avanti...(Just a thought!:))

    Agree.  It all depends on the tire/wheel combination and the condition of the front suspension.  If all is in like-new original condition, they steer easily.  After sixty years of wear and someone installing wider wheels and radial tires, it can be a pig to steer.

    jack vines

  11. 12 hours ago, studequest said:

    REAR END IS 3.31... 

    i start in Drive.  Even in 1st gear the car lugs until it gets to 1500 RPM and it has always been like that even before the engine was rebuilt.

    Thus I believe it is a torque converter issue

    Yes, changing the torque converter to the proper R-series unit will make a noticeable improvement.

    When another Avanti owner rode with me, he commented on how much more responsive mine was starting in 1st gear, but he said, "That's just too much hassle to do that back-and-forth manual shifting every time."  He put a Chevy in his; problem solved.

    jack vines

  12. Since the torque converter was changed, we might as well ask if you know for certain your rear gear ratio?

    Second question; do you start in low gear, manually shift to second?

    Bottom line, the Studebaker 289" is a small engine in a heavy car.  It needs all the help it can get to approximate the performance some take for granted with today's cars.

    jack vines

  13. I've done it and it's a wonderful improvement and the reduction in engine RPM/noise makes the car much more pleasant for highway driving.  There will be a small improvement in MPG.

    Suggest investigating a GM 200-4R as an alternative.  The gear ratios are much better for the Stude V8, the cost of a rebuilt unit is similar and the details of the swap are identical.

    Having said this, it requires someone who can follow directions and will spend the money to do it correctly.  Companies such as BowTieOverdrives have the carburetor linkage, the gauge kit and instructions necessary for a successful swap.

    Depending upon from whom you buy your transmission, the governor which comes with it may not be correct for your rear gear ratio.  GM made dozens of different governors for 4-cyl, 6-cyl and V8s; these control part of the RPM point at which the transmission upshifts.  Most auto trans rebuild shops will have a bucket full of governors.  Choosing the one you want is not an exact science; more of a try-it-and-see.  Fortunately, they're external and easily swapped.

    Also, the Stude floor shift doesn't mate up well, but the U-Pik yards are full of GM 4-speed auto floor shifters for cheap.

    jack vines

  14. 45 minutes ago, JeremyW said:

    The Flight-O-Matic was what Ford called them, early on, they are the same transmission as the Studebaker, Borg Warner manufactured these. . . . This is going off memory....

    Jeremy, my memory isn't what it once was either:

    The first Ford automatic, Ford-O-Matic, introduced in 1951, designed by the Warner Gear Division of Borg Warner.  It evolved into Cruise-O-Matic in 1958 and finally the FMX in 1968.

    While the B-W transmission was also used by AMC, IH, Volvo, Checker and many others, Studebaker was the only company to use the Flight-O-Matic designation.

    jack vines


  15. When testing the oil pump by motoring it with a long shaft and a drill motor, remember it turns counterclockwise.  I was called in to consult on an engine with an oil pressure problem.  They were driving the oil pump clockwise.


    This is the first I've ever heard of a Studebaker V8 oil pump failing!


    I agree.  There is usually a diminished volume/pressure, not a drop to zero, with  a worn pump.

    X3 - I've never seen a failed pump.  Let us know what you find.

    jack vines

  16. 1. Is there oil pressure when you drive the oil pump with a shaft and drill motor?

    2. If yes, verify the distributor gear is locked to the shaft and the lower shaft is locked to the upper shaft.

    3. When installed, is the distributor flange fully seated against the block?

    4. Is the distributor rotating when the engine is cranked over?

    jack vines


  17. While the slave cylinder has the sole advantage of being externally replaceable, it's not the best for feel and actuation.

    The hydraulic throwout bearing does require pulling the tranny if it ever needs replacing, but GM warrantied them for 50,000 miles.  How many years will it take us to drive an Avanti that many?  I like the ease of installation, the feel of the direct engagement so much that I now use the hydraulic throwout bearing on all my manual transmission conversions.  I even have one behind the Packard V8 in my E12 pickup.

    jack vines

  18. All, '62-64 full-flow blocks are the same, even those built as 259"s.  However, don't buy a 259" as your core; 289" crankshafts are getting expensive, so buy a complete core.

    When you get to that point, there are options.  The R1 10.25 compression is too high for today's pump gas.  The good news is semi-dished pistons are available to lower the compression for the same price as the original flat top pistons.

    If one has never rebuilt a Studebaker V8, there are many small but critically important steps which are different than a small block Chevy.

    Do you drive your Avanti in the winter?  If not, save yourself the cost of the core and add to the value of the car by rebuilding the original engine.  (If you're thinking of DIY, plan to lose at least one summer season of driving, because home rebuilds never proceed as smoothly or as rapidly as one would wish.)

    jack vines

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