July 1962 issue of Motor Trend Magazine.
July 1962 Motor Trend - 1963 Road Test: Studebaker Avanti
Avanti, freely translated from Italian means forward! which is where Studebaker's president Sherwood Egbert hopes to lead his company with an exciting new 1963 automobile. From doodle to drawing board to prototype in less than a year is quite an accomplishment for any automobile maker designing a production car, but Studebaker was able to push this program and still incorporate into the Avanti several major "firsts" for the industry. Egbert knew what he wanted and "doodled" some styling concepts which were used as a guide for stylist Raymond Loewy, who once before had put Studebaker back in sales competition with his "which way are they going" designs of 1953. This was in March of 1961 and by February 1962, the Molded Fiber Glass Body Co., Ashtabula, Ohio, was ready to deliver body shells to the South Bend, Indiana, Studebaker plant. Engineering, in the meantime, was working to improve engine performance and chassis handling, using as a base the 289-cubic-inch Hawk engine and the 109-inch wheelbase Lark Daytona chassis. By early April, just about every detail with the exception of some minor trim and interior appointments had been tested and finalized to a point where Motor Trend could begin some South Bend proving ground tests. Knowing that an entirely new engine and chassis were out of the question because of cost and the accelerated Avanti program, the engineers did a remarkable job of improving the solid and reliable components they had to work with.
Just to sweeten things up and hand them a big gob of extra performance the acknowledged easy way, Studebaker acquired, through purchase, Paxton Products, manufacturers of the well known Paxton centrifugal supercharger. Andy Granatelli, head man at Paxton, was included in the deal, and the full force of his knowledge of high-performance engines and superchargers was immediately channeled into Studebaker's Avanti program.
Just to sweeten things up and hand them a big gob of extra performance the acknowledged easy way, Studebaker acquired, through purchase, Paxton Products, manufacturers of the well known Paxton centrifugal supercharger. Andy Granatelli, head man at Paxton, was included in the deal, and the full force of his knowledge of high-performance engines and superchargers was immediately channeled into Studebaker's Avanti program.
Styling is such a matter of personal opinion that we are reluctant to express anything except just that, our personal opinion. But, our first reaction to the Avanti, before we even drove it, was "we liked it." We liked it because it represented something entirely different in the industry. Not a rehash of something else, the Avanti does not follow the current Detroit styling trend although it might well start a new one.
For power the reliable 289-cubic-inch Hawk V-8 engine is modified with a high lift cam, 10:1 compression ratio, a little better breathing, four barrel carburetors, and dual exhaust system employing low back pressure mufflers of aluminized steel, glass-packed. The supercharged engine is identical except for a lower 9:1 compression ratio and Granatelli is in the final phase of tests on a super-tuned and blown engine to be offered as an ultra high performance option. Egbert does not want to become involved in a horsepower race but intends to supply exactly what the customer wants, so hp figures have not been released and can only be estimated.
The unblown engine should be good for an honest 215 to 225 hp, while the supercharged model which has 5 lbs. of manifold boost at 5000 r.p.m., is capable of a reliable 280 hp. By this we mean an engine that will keep a good state of tune and not eat up spark plugs under normal driving conditions. At this stage of development on the super engine, no hp figures are available but clocked experimental speed runs indicate that this car, with its low 3,100 lb. overall weight, slippery aerodynamic body shape and super engine, could certainly take home a handful of Bonneville records in the supercharged C-gas coupe and sedan class. The Motor Trend test car was equipped with the supercharged engine and three-speed manually controlled automatic transmission.
Studebaker's mildly banked test track at South Bend is not exactly a modern facility. This course was one of the first in the country and has been little improved since, so any car that handles at speed on this wavy black top oval can handle anywhere. At speeds in the 120 to 130 mph range breaking and cornering were of prime importance. Coming off the straight into a rolly and mildly banked turn required a quick hard jab on the brakes, twice each lap. An hour of this type of driving produced no noticeable effect on the Bendix produced Dunlop caliper front brakes or the Lockheed finned drum type rear brakes, although over 60% of the breaking loads are handled by the front brakes. A very light body weight which aids in lowering the center of gravity, rigidly stabilized independent coil spring front suspension, and a similarly stabilized longitudinal leaf spring and solid axel rear suspension, minimize body roll and keep the weight on all the wheels, which allows for some very fast, stable, and flat quartering without tire squeal.
It is hard to believe that under the sleek fiberglass body is a basic Lark Daytona chassis frame, attuned to sports car perfection, but producing a smooth, quiet, jar-proof ride. Pulling a 3.73:1 rear axle gear and manually shifting the Borg-Warner stick-on-the-floor three speed automatic transmission, acceleration times for both 0-60 and the quarter mile are very good. Punching the throttle at 60 mph, it takes but 12 seconds to hit 100 mph. Hardest thing to do with the Avanti is keep the engine revs under 6000 rpm in any gear as it just wants to keep going and this was a red line posed by Studebaker engineering who still had some tests to finish on this car.
Seating is excellent, with a pair of body, contoured buckets in the front and a bench type rear seat that can hold three but is best over the long haul for two adults. The rear seat is raised slightly to give these passengers a view ahead, and, to provide adequate head room, the entire car is almost 4 in. higher than some of its low slung competitors. Styling, with the up swept fast back and minimum overhang, and long sloping hood with long front overhang, conceal the actual overall vehicle height. Another industry first for the Avanti is a built-in role bar. Running from the heavy box section frame side rails, a flat section high tensile steel tube is built right into the top just behind the seats. Well concealed with padded upholstering, the role bar is designed for maximum protection.
Plans for the Avanti call for limited production and a $4,000 plus price tag. Studebaker can produce as high as 1000 per month and are hoping demand will make this necessary. One thing is sure, this car will focus more consumer attention on the entire Studebaker Hawk and Lark line which are also due for some 1963 face lifts of major proportions.
For power the reliable 289-cubic-inch Hawk V-8 engine is modified with a high lift cam, 10:1 compression ratio, a little better breathing, four barrel carburetors, and dual exhaust system employing low back pressure mufflers of aluminized steel, glass-packed. The supercharged engine is identical except for a lower 9:1 compression ratio and Granatelli is in the final phase of tests on a super-tuned and blown engine to be offered as an ultra high performance option. Egbert does not want to become involved in a horsepower race but intends to supply exactly what the customer wants, so hp figures have not been released and can only be estimated.
The unblown engine should be good for an honest 215 to 225 hp, while the supercharged model which has 5 lbs. of manifold boost at 5000 r.p.m., is capable of a reliable 280 hp. By this we mean an engine that will keep a good state of tune and not eat up spark plugs under normal driving conditions. At this stage of development on the super engine, no hp figures are available but clocked experimental speed runs indicate that this car, with its low 3,100 lb. overall weight, slippery aerodynamic body shape and super engine, could certainly take home a handful of Bonneville records in the supercharged C-gas coupe and sedan class. The Motor Trend test car was equipped with the supercharged engine and three-speed manually controlled automatic transmission.
Studebaker's mildly banked test track at South Bend is not exactly a modern facility. This course was one of the first in the country and has been little improved since, so any car that handles at speed on this wavy black top oval can handle anywhere. At speeds in the 120 to 130 mph range breaking and cornering were of prime importance. Coming off the straight into a rolly and mildly banked turn required a quick hard jab on the brakes, twice each lap. An hour of this type of driving produced no noticeable effect on the Bendix produced Dunlop caliper front brakes or the Lockheed finned drum type rear brakes, although over 60% of the breaking loads are handled by the front brakes. A very light body weight which aids in lowering the center of gravity, rigidly stabilized independent coil spring front suspension, and a similarly stabilized longitudinal leaf spring and solid axel rear suspension, minimize body roll and keep the weight on all the wheels, which allows for some very fast, stable, and flat quartering without tire squeal.
It is hard to believe that under the sleek fiberglass body is a basic Lark Daytona chassis frame, attuned to sports car perfection, but producing a smooth, quiet, jar-proof ride. Pulling a 3.73:1 rear axle gear and manually shifting the Borg-Warner stick-on-the-floor three speed automatic transmission, acceleration times for both 0-60 and the quarter mile are very good. Punching the throttle at 60 mph, it takes but 12 seconds to hit 100 mph. Hardest thing to do with the Avanti is keep the engine revs under 6000 rpm in any gear as it just wants to keep going and this was a red line posed by Studebaker engineering who still had some tests to finish on this car.
Seating is excellent, with a pair of body, contoured buckets in the front and a bench type rear seat that can hold three but is best over the long haul for two adults. The rear seat is raised slightly to give these passengers a view ahead, and, to provide adequate head room, the entire car is almost 4 in. higher than some of its low slung competitors. Styling, with the up swept fast back and minimum overhang, and long sloping hood with long front overhang, conceal the actual overall vehicle height. Another industry first for the Avanti is a built-in role bar. Running from the heavy box section frame side rails, a flat section high tensile steel tube is built right into the top just behind the seats. Well concealed with padded upholstering, the role bar is designed for maximum protection.
Plans for the Avanti call for limited production and a $4,000 plus price tag. Studebaker can produce as high as 1000 per month and are hoping demand will make this necessary. One thing is sure, this car will focus more consumer attention on the entire Studebaker Hawk and Lark line which are also due for some 1963 face lifts of major proportions.