Studebaker Avanti
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The Studebaker Avanti was a sports coupe originally built by the Studebaker Corporation of South Bend, Indiana, USA between June of 1962 and December of 1963. Designed by a team of stylists employed by industrial designer Raymond Loewy, the Avanti was all new on the surface and a radical design. Dimensionally, the car was very close to the Ford Mustang.
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[edit] Introduction
Avanti is Italian for "forward" or "advance," and the car lived up to its name. While Jaguar began offering production-car disc brakes in 1957 on the XK150, the Avanti was the first American mass-produced car to feature standard disc brakes (check 1951 Chrysler Crown Imperial and 1949 Crosley Hotshot). The Avanti's emphasis on safety, with seatbelts available as an option, safety door latches and roll-over protection bar, was also very advanced, befitting its name. The Avanti has survived failure after failure of its host companies and has achieved cult status, maintaining a loyal customer base large enough to support production as a luxury specialty car on and off for more than 45 years.
[edit] Origins
The Avanti's classic design originated in an intense five-week session in a rented house in Palm Springs, California near the home of lead designer Raymond Loewy. The unique aesthetics of the car garnered a following, and it consequently saw production as a hand-built, custom-order model decades after Studebaker stopped production.
In the early 1960s, Studebaker needed some excitement in the showrooms, but because of the precarious financial situation, it had little capital to invest in product development. Although the Avanti looked entirely new, it was mounted on a Lark convertible frame, based upon the 1953 design. For power, the Avanti relied on Studebaker's own old-design but rugged V8. For use in the Avanti, several high-performance modifications were utilized.
[edit] Power
The Avanti engine was available in four versions named the R-1, R-2, R-3 and R-4. They were based upon a 232-cubic inch V8 Studebaker engine that produced 120 hp (89 kW) when introduced in 1951. By 1963 the Avanti version of this engine, the R-1 289, produced 240 hp (179 kW). The optional R-2 version with its Paxton supercharger produced a rated 289 hp (216 kW), or one per each cubic inch of engine displacement.
To put the performance of Studebaker's supercharged 289 V8 in perspective, the Ford 289 V8, as used in the 1964-1/2 through 1967 Mustangs, produced 210 hp (157 kW) with a two-barrel carburetor, 220 hp (164 kW) with a four-barrel carburetor, and 271 hp (202 kW) in Ford's high-compression, solid-lifter, four-barrel "K-code" engine. Thus, Studebaker's "Jet Thrust" 289 V8s were significantly more powerful than any naturally aspirated 289 production engine offered by Ford through 1967 (in 1968, Ford began relying on the new 302 cubic-inch engine).
Studebaker had first used Paxton superchargers on the 1957 and '58 Studebaker and Packard Hawks. Subsequently, they bought the company. With the assistance of car racing legend Andy Granatelli, Studebaker developed an R-3 and an R-4 engine for the Avanti. The first R-3 was a 289 was bored initially to 299. Later versions were 304.5 cubic inches (just under the class-C five-liter limit). The R-3 employed special cylinder heads with much larger intake ports and larger valves, an aluminum intake manifold with correspondingly larger ports, long-branch lower restriction exhaust manifolds, longer-duration camshaft, and a Paxton supercharger blowing through a Carter AFB four-barrel carburetor mounted in a pressurized aluminum box. The R-3 was rated at 335 hp (250 kW), but reportedly produced 411 at the flywheel. The R-4 engine was essentially the same as the R-3 engine except that it incorporated domed pistons for a higher compression ratio and a dual four-barrel manifold with two Carter AFB carbs. The R-4 was rated at 280 horsepower (210 kW).
During the fall of 1962, on August 14th, the prototype R-3 (299 cid) driven by Andy Granatelli set several land speed records with the top speed of 168.15 mph (270.61 km/h) for the Flying Mile. This Avanti was later modified into the Due Cento for the 1963 Bonneville runs. In October of 1963, Granatelli took several Studebakers to the Bonneville Salt Flats, including an R-3 Avanti in which he reached a record speed of170.78 mph (274.84 km/h). By the time he was done, Granatelli had set or broken 34 U.S. land speed records in the Avanti, allowing Studebaker to proudly proclaim it the "World's Fastest Production Car". In addition to being fast, the Avanti led the domestic auto industry in the use of front caliper disc brakes (Dunlop discs produced under license by the Bendix Corporation).
A one-off custom version of the Studebaker V8 was the Granatelli-developed, experimental R5. With Bendix aircraft fuel injection as used on the Novi Indy car and a Paxton supercharger mounted to each cylinder bank, it produced 638 horsepower (476 kW) on the Paxton dynamometer. The R-5 was mounted in Granatelli’s special Avanti “Due Cento” (200 in Italian), with which he planned to break 200 miles per hour. Unfortunately, Granatelli could not get enough traction during his Bonneville run, achieving a top speed of 196.62 miles per hour. The R5 never officially competed again.
[edit] Early orders and problems
The Avanti was heavily promoted — even named the Official (honorary) Pace Car of the 1962 Indianapolis 500-mile (800 km) race — and many enthusiastic buyers placed advance orders. However, long production delays depressed sales, and led to the substitution of the Lark Daytona Convertible to pace the "500." The major delay was caused by problems with the alignment of some of the fiberglass body panels and the rear window opening being too big for the glass. These difficulties were quite surprising to Studebaker executives, since body fabrication had been farmed out to the Molded Fiberglass Products Company of Ashtabula, Ohio: this firm that had been making Chevrolet Corvette bodies since 1954. To solve these problems, Studebaker was eventually forced to assemble the body panels themselves — but it was too late, as many sales had already been lost.
Instead of offering separate model years of the Avanti, Studebaker made running changes until production of the car ended. In general, the easiest way to differentiate between the earlier and later variants is by the headlight bezels. All Avantis produced from June, 1962 through July, 1963 featured round headlight bezels. Beginning in August of 1963, the car was fitted with squared bezels. Most people refer to the models with round headlight bezels as 1963s and the models with square headlight bezels as 1964s, though a number of early 1964 models were made with the round headlight surrounds.
On December 9, 1963, Studebaker announced the end of car and truck manufacturing in South Bend, and the consolidation of all vehicle manufacturing in its Hamilton, Ontario, Canada plant. At that point, the company dropped the Avanti, the Gran Turismo Hawk, and all pickups and trucks in order to focus on sedans, coupes and station wagons. Only 4,643 Avantis had been produced by the time Studebaker closed the South Bend factory on December 20, 1963. The final Avanti, a white fully optioned R-3 car, contained a letter signed by Studebaker employees advising the future owner of the car's significance under the carpeting near the spare tire well.
Studebaker survived another two years by assembling Commanders, Daytonas, Wagonaires and Cruisers at Hamilton that were equipped with 230-cubic-inch six-cylinder and 283-cubic-inch V8 engines sourced from GM Canada LTD (that were based on contemporary Chevrolet engines), but the thrill was gone. Studebaker ended automobile production on March 17, 1966.
[edit] Avanti II
Following the closure of the South Bend operation, two South Bend, Indiana Studebaker dealers, Nate Altman and Leo Newman purchased the Avanti name, the body molds, remaining parts, tools, jigs, and a portion of the South Bend factory to continue making the Avanti. Altman and Newman had first approached the Checker Motors Company, maker of the iconic Checker Marathon and taxi cab, about taking over production. However David Markin, Checker's President reportedly stated that his company was not interested in building "an ugly car" like the Avanti.
These Avantis, called the Avanti II, were given a 327 in³ (5.4 L) Chevrolet Corvette engine and were meticulously hand-built to order in very small numbers. The Avanti II's engine evolved from the 327 to the 350, the 400, and finally the 305. All Avanti IIs were built on Studebaker chassis until 1987. The 1987-89 models were based on GM's G-platform specifically the Monte Carlo.
On October 1, 1982, real estate developer Stephen H. Blake bought the rights to the Avanti II. Steve Blake made some updates to the car, notably the change to plastic, integrated bumpers and a redesigned dash and interior (introduced on a limited production run of "20th Anniversary" cars, but continued on for subsequent production) and also introduced a convertible model. At that time the "II" was dropped from the name, although the car remained substantially the same except as previously mentioned. Blake's company declared bankruptcy in 1986, and the company was purchased by Michael Kelly, who relocated production to Youngstown, Ohio. In September of 1988, Kelly sold his interest in the company to a major investor, J.J. Cafaro, a shopping center developer from Youngstown. Production fell with the demise of the G-platform and subsequent concentration of production on the four-door model a.k.a. "Luxury Touring Sedan," which was based on the Chevrolet Caprice chassis. By 1991, production of the Avanti II had fizzled out, and a fire in 1992 put the final nails in the coffin.
[edit] Avanti
A second generation of Avanti automobile was styled by Tom Kellogg, one of the original Avanti design team members working for industrial designer Raymond Loewy, in the late 1980s. This car was based on GM's "F" platform Camaro/Firebird and carried the same styling themes as the Avanti marketed today. Tom Kellogg died from injuries sustained when he was involved in a car accident on the Long Beach freeway in Orange County, California. He died shortly afterwards, in Newport Beach, California, on 14 August 2003.
[edit] Current Production
Avanti Motors moved production to Cancun, Mexico in 2006. An estimated 10 vehicles were produced that year, and another 20 in 2007.
A September 5, 2007, SEC complaint accuses Michael Eugene Kelly of running a $428 million dollar fraud scheme. Avanti Motor Corp is named as a relief defendant, alleging that auto maker illegally received more than $7.3 million from Resort Holdings International. Kelly has been in custody since Dec 22, 2006. Additional charges against Kelly were announced on May 9, 2008 by a federal court in Chicago. All Avanti facilities in both the U.S and Mexico are closed as of that date, and the future of the company and the car are unknown.
[edit] Trivia
The Avanti survived the closure of Studebaker's US operations as the Avanti II
Michael Eugene Kelly, owner of Avanti Motors Corporation, was arrested by the FBI on Dec 22, 2006 in Florida. Kelly is suspected of running a $400 million Ponzi scheme from 1992–2004 and is in jail without bail facing mail fraud charges.[1] [2] [3]
The Avanti is called "The Car That Refused to Die" because of how it was continually revived by subcontractors.
[edit] Toy Reproductions & Model Kits
AMT AMT, a plastic model kit company, made a 1/25th scale "Trophy Series" plastic kit of the Avanti. Scale appearance is very good. The kit has optional round or square headlight buckets, optional aftermarket "mag" wheels, some body customizing parts, and three engine options: carbureted, a single centrifugal supercharger, or dual superchargers. The kit also has poseable steering and opening doors and hood. It has been reissued several times.
Aurora Aurora Plastics also made a 1/25 scale Avanti kit. The proportions are a bit off and the general appearance is "blocky", but the detail level is comparable to that of the AMT kit. No engine or appearance options are offered, though.
Micro Machines There are relatively few preassembled reproductions of the Avanti, no Hot Wheels or Matchbox. However Micro Machines made them in a very small size in several colors and they can be found on Ebay for $5–$7, somewhat higher than the average anonymous micro car which is only worth perhaps 25 cents. In 2006, Johnny Lightning produced a 1/64 scale 1963 Studebaker Avanti.
Franklin Mint Models also made highly detailed replica of Avanti in 1/24 scale. This replica was very precise in scale and shape, had opening doors and hood and featured meticulously reproduced engine details.
[edit] See also
[edit] Notes
- ^ SEC Charges 26 Defendants in $428 Million Securities Fraud That Targeted Senior Citizens and Retirement Savings. Securities Exchange Commission (September 5, 2007). Retrieved on 2008-01-27.
- ^ SEC vs. Michael E Kelly, Michael P Kelly, Donald L Kelly and 23 others. Securities Exchange Commission (September 5, 2007). Retrieved on 2008-01-27.
- ^ FBI Press Release announcing Michael Kelly's arrest. FBI Press Release (December 27, 2006). Retrieved on 2008-01-27.
[edit] External links
- Avanti Owners Association International homepage
- Avanti Motors (company website)
- Avanti Source Home Page
- TheAvanti.com
- Avanti Motor Corporation, South Bend
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