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Posts posted by PackardV8

  1. The only difference in standard engines is the 259" has a 3.25" stroke and 185 horsepower the 289" has a 3.625" stroke and 225 horsepower.

    Your Avanti should have come with an R1 engine, 289", 10.25 compression, longer camshaft duration, dual point ignition and a Carter AFB 4-bbl and dual exhausts for 240 horsepower.

    BTW, it's not unheard-of for CASOs to swap in 259"s and whatever when the original engine was worn out.  The alternative possibility is someone used the 259" block and installed the 289" crankshaft and other R1 parts.

    jack vines

  2. When all the front suspension and steering parts are new and tight and properly aligned, the Avanti steering and handling need no apology.  They're fine for a daily driver.  FWIW, I've seen more Avanti screwed up by conversion to R&P and/or aftermarket front clips than I've seen improved.

    Same with the front disc brakes.  When they're new and right, they are fine for a daily driver.

    jack vines


  3. 27 minutes ago, Gunslinger said:

    The 327 will be easier.  The LS1 will be awesome.  

    X2 - the 327" will have all the power the Avanti can hook and is a bolt in.  The LS1/T56 will be two generations better, but way more work and way more expensive.  One doesn't just bolt in and drive away a modern EFI computer controlled engine.

    jack vines

  4. Quote

    conversations with Nimesh . . . Can't find my specific notes on the phone chat but it seems he was actually casting up a couple of pairs of new R3 iron heads 

    Yes, I was told the same thing many years ago.  However, a conversation with one of our members here who actually bought the heads will be very enlightening.

    jack vines

  5. 6 hours ago, scottgriggs said:

    Not much of an R3 without upgraded heads...

    Someone once estimated there are three times as many 427" 425hp Corvettes extant than Chevrolet ever built.  We know from shows, sales and wannabees there are more than three times as many R3 Studes out there.  How many have the correct components, only a competent disassembly will know.  

    At a recent show, I walked by an R1 Avanti with an R3 airbox and hose on it; no supercharger in sight, but a passerby read the "R3" on the air box and gave a great dissertation about what a rare and valuable Avanti this was.

    jack vines

  6. Yes, the Phoenix/Scottsdale collector car market goes nuts each year just prior to and during Barrett-Jackson week.  Anyone even thinking about selling his car posts it on line with a wishful thinking price.  Just maybe one of those rich bidders will be looking on line and land on a car not at the auction.

    jack vines

  7. 18 hours ago, mfg said:

    Well, I guess if I were trying to prop up one of those '55-'56 Packard V8's I'd also be feeling quite negative about driving older vehicles!:wacko:......Driving an Avanti is a pleasure I partake every day!

    Don't forget ....when we're gone, someone else will surely be driving our cars!!:o

    FWIW, I own and drive a Studebaker Avanti.  I'm just not under the mistaken impression that the OEM brakes are unrepairable/unreliable and must be thrown out.

    My other driver is a '55 Studebaker E12 3/4t also with the original brakes.  With a Packard Caribbean V8, in it, it runs rings around Studebaker R1s.  It's all good.

    jack vines

  8. 15 hours ago, mfg said:

    Frankly, I definitely understand why anyone who is still actually DRIVING a disc brake equipped Studebaker upgrades to a modern floating caliper ventilated disc brake!:)

    Frankly, it's difficult to understand why anyone is still actually DRIVING a Studebaker/Avanti at all.  Literally every mechanical part is antique by modern standards.  Once one upgrades the brakes, then the need for an overdrive transmission becomes apparent, as does EFI.  It's impossible to make a new car out of an old one.

    When the Studebaker disc brakes are rebuilt with all new wear parts, they're actually better than any other mechanical part of the car.


    jack vines

  9. Burned valves are more likely to be red than black.  Black color is an indication of ignition or carburetion problems causing incomplete combustion or a rich mixture.

    A burned valve can best be confirmed by a compression test and a leakdown test.  Run a compression test on all cylinders.  If one is low, then run a leakdown test and listen for where the air is going out.

    jack vines


  10. Good advice thus far.  Studebaker used a neoprene main seal while many others were still using rope seals.

    It is to be hoped your leak is at the oil pan and not the crankshaft.  However, fixing either leak is a miserable proposition.  The pan is easier to remove and clean, but more difficult to reseal than the rear main seal; so if it's the main, you still have to worry about the pan.

    The Stude pan seals are miserable bastards.  They're very thick and stiff, thus very difficult to get to fit properly and stay in place while working underneath the engine still in the chassis.  If the engine builder did his work properly, they will be glued to the main caps and block; sometimes one is fortunate enough to have the pan come free with the seals staying place.

    The rear main seal is made up of several fiddly little pieces not found on any other design.  Read the Shop Manual carefully.

    When putting it  back together, a dab of silicone in the corners is the best advice I can give.

    jack vines

  11. Short answer - no way.

    All those ideas to add R2 horsepower to an R1 will cost more than buying an R2.  If there were an easier, less expensive way to more horsepower, Studebaker would have done it in 1957-58 or '63-64.  They decided the McCulloch/Paxton was the most cost-effective.

    jack vines

  12. Whether iron manifolds or tube headers, a V8 can have a 'drone' or resonance at highway speeds.  The better factory exhaust systems have either an H-pipe crossover between the two down pipes or a pair of resonator eliminator cannisters at the rear of the system.

    jack vines

  13. Yes, unfortunately, that was SOP for US car manufacturers to make optional at extra cost what should have been standard.

    Back when Honda began manufacturing cars, they were puzzled by this, as they calculated it actually cost more to have all those piddly options and keep track during the build which car got what.  They made all the little stuff standard and found that was more cost-effective.

    BTW, I may have answered my own question; during research I reminded myself, as #1001 was an R2, reportedly, the package included the 4-speed as standard.

    jack vines

  14. Yes,  but supposedly, after that first run of 3-speeds, no more were ever built.  

    And yes, it was impossible-to-comprehend Studebaker dumbshit to build any of their ultimate image builder cars with an antique 3-speed non-synchro transmission.

    (Yeah, I know, Chevrolet was doing it too.  In the Corvette, the 3-speed was standard and the 4-speed was an extra cost option.  Your mother probably told you, just because one of your friends does something really dumb, you think about it and don't do dumb!)

    jack vines

  15. It was great to see Avanti #1 in the LeMay and get the back story.  Thanks to all of those who gave time and money to make it happen.

    In discussion, some of us were under the impression the first run of Avanti production used the 3-speed manual transmission and the 4-speed became available early on.  

    In the data, it says #1 has a 4-speed.  Can those who know clarify/refresh our memory as to the 3-speed production?

    jack vines

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