(reviewed and updated Jan 2007) Standard Stude 289 - 8.5:1 compression, dished pistons, 4 bbl, 225 HP Note 1: All R engines used AFB carbs, but all had different models to provide different jetting and metering rods. The 63/64 Carter AFB had a smaller top cover ( air cleaner) hole (4 7/8) that the modern day units (5 1/8) Note 2: All R series engines used a heavier crank damper than standard engines and it was mounted on a longer snout crankshaft. Note 3: All R engines had dual valve springs ------------------------------------------------------------------ (R-series engines advertised horsepower ratings are low estimates) R1 Option: 289 CID, 10.5-1 compression, flat top pistons, 4 Barrel AFB, 260 deg cam. Only R-engine offered with Air Conditioning. Estimated HP 240 R2 Option: 289 CID, 9.0-1 compression, flat top pistons, Dual belt driven Paxton supercharger (6 in. crank pulley / 4 in. blower pulley), 2.75in. pressure hose from blower outlet to cast aircap on top of pressure sealed AFB carburator. Estimated 290 - 300 HP (Both R1 and R2 short blocks are the same, the heads were different to achieve lower compresson in the R2) (Both R1 / R2 used a dual point distributor, but the R2 timing as radically different to accomodate the supercharger) R3 Option: Special production order from Paxton Products Division of Studebaker. (Granatelli brothers). The original engine was 299.5 CI, the production unit was 304.5 CID. Blocks were hand selected to assure straight cores for the overbore. 9.5-1 compression, Dual belt driven Paxton supercharger (8 in. crank pulley (optional), 4 in. blower pulley), special cam ( 2 available- 276 or 288 degree), heads, dual point/mechanical advance distributer, forged (Forged-True) pistons, tube connecting rods, cast exhaust headers on larger port heads, non-sealed AFB carb in a large cast pressure box. Engine numbers started with 'B9" . Estimated 335HP, but could be "tweaked". This car also had solid inner suspension bushings for tighter handling. Only 9 were sold as production orders, however there are cars in which these engines were installed afterwards by owners, etc. There was an interesting option offered with these, called a Carb-u-meter, which was installed in the dash console. This included a vacuum guage and 2 carburator adjustment screws to fine tune the engine while driving. There were only 9 production R3's made, all 64's, the first was R5089. They seldom change hands, but we hear $30,000 to $50,000 figures mentioned. However, Paxton Products had several of these blueprinted, hand-assembled R3 engines left over when Studebaker ceased production. They sold them retail for about $1660 for a couple of years. There are probably 20 or so factory-built R3 engines running around in various Avanti, Hawk and Lark bodies. There are probably another 50 or so engines which have been built up to R3 specs and use the R3-style carb box. Nine Production R3 built & delivered - serial number r5089 turquoise 4 spd, r5237 black 4 spd,r5394 white4 spd,r5532 turq 4 spd r5546 gold 4 spd,r5593 grey auto,r5625 black auto, r5642 white auto,r5643 white auto. The last 2 cars were in fact the last Avantis built by Studebaker in Nov 1963. Joe Erdelac owned the last one and it is in a museum collection after he donated it. At some point in my collection of stuff, I have seen the original locations (Destinations) of shipping for these cars, that i,s the dealer location, R5089 is in the basement of Joliet Studebaker where it's been sitting apart for over 20 years. The owner has acquired nearly another complete car in NOS parts to restore the R3, but has not done anything. He offered the car to me two years ago, than backed out when his son objected to the sale. (BTW, it was built with a 4:88 rear !) The following are the original locations of the r-3 Avantis: ( R5642 - Moline IL) ( R5089 - Downers Grove, IL) ( R5593 - Yuma, AZ) ( R5237 - Seattle, WA) ( R5394 - Kingston, PA) ( R5546 - Ft. Wayne, IN) ( R5643 - Jackson, MI) ( R5625 - Toledo, OH ) ( R5532 - Vauxhall, NJ ) The one Daytona (64vi9585) was sent to Albany NY ----- 1986 ownership of R3's 5089 - Mark Dahl, Oak Lawn, Ill. 5532 - Carl Lange, Uniondale, NY 5546 - George Krem Jr., Iowa City, Iowa 5625 - Paul Moller, Dixon, Cal. (listed as an R2??) 5642 - Jointly ownd by George Krem Jr. & Sr. ?? / Dave Kinney , Great Falls VA 2011 --------- R4 Option: 304.5 CID, 11-1 compression, dual 4 barrel AFB carbs, 12.0-1 compression, Forged-True pistons Non-supercharged, R3 cam selection. dual point, mechanical advance distributor. Only 1 production engine installed and it was in a 64 Daytona ( See Nelson Bove's R3 on this site). There was also an R4 Daytona Convertible created at the factory, but it's been lost to history. R5 (?) Andy Granatelli created a dual Paxton supercharged, intercooled, fuel injected engine with a 304.5 CID, called it the "Duo Cento" to signify '200' (mph?). It was installed in an Avanti to run in speed trials at Bonneville. The fuel injection was a modified version of the Bendix injection system used on aircraft of that era and claimed an output of over 500HP. In speed runs, the car exceeded 195 mph. After the tests, the car was sidelined and the engine removed to storage where it was disassembled many years later. The original parts are known to exist, in various ownerships. The Paxton crate engines for both the R3 & R4 serial numbers started at B 1 and run through B109. That is (the point) where they ran out of the special R3/R4 heads. The numbers continued as short blocks through B117, but then there are the exceptions, B153, EX2123, EX2124, EX2132 P83516, B299, B300. All nine of the factory R3 Avanti's had an additional number simular to R3SH320 which was simular to the standard 64 engine numbers that read month of installation. Paxton kept building the R3 / R4 short blocks by order. As the parts supply dwindeled many of the parts were substituted, My R3 short block was ordered by Jim Pepper, and was delivered with standard rods. (Author unk) There are 6 of the factory cars still known to exist and 68 known R3/R4 engines registerd with Ron Ellerbe who keeps track of the Jet Thrust Hawks & Larks, and Jet Thrust engines. There are 3 Bonneville engines known to exist, 2 R3's and 1 R4 There a a great deal of non R3 & R4 Studebaker engines that have both original and reproduction parts that are adding to their performance and appearence. Many engines whose owners have gone to great lengths to reproduce the specs of the R3 engines. As far as the engines with 2 Paxton Superchargers and 2 AFB carbs, I know of 2 heavly modified R2 engines. Then, to the extreme, there are 2 R3 engines with 2 AFB carbs and only 1 Paxton Supercharger. ------- June 2001 Let me add a little more. You were pretty close, Brad on the R1 and R2's. R1 was 240 hp, R2 was 289 HP (although an SME paper on the subject showed it at 305 HP at 5200 rpm). All the hipo engines had large harmonic balancers, valves on the R1 ahd R2 were std size but HD. Pistons were same on both but of slipper design. Compression changed by changing cyl hds. R3 engined cars came with dual point centrifical advance only distributors with transistor ign, cam was mild but still more radical than the R1 or R2. (Optional cams were 276 or 288 degree). Pistons were made by Forged-True, compression was 9.75. Intake ualves were 1 7/8, the exhaust 1 5/8. Valve springs were single with damper (unless the optional R4 cam was ordered then dual with damper). Rods on the early engines had no clinch bolt and wrist pins were pressed into the rod. Oil pan was 6 qt type with up to 10 qt available on special order. Windage tray. Each valve cover had two breathers ea larger than the R1 or R2. All had an additional breather with cap coming from the oil pan unless that is they were delivered to NY or Calif. Then, this additional breather was plumbed to the Air Cleaner. The remaining 4 breathers were equipped with sealed lower caps to comply with those state's emission requirements. Carb was enclosed in an air box on the R3, intake manifold was alum and ports were much larger than standard motors. Fuel pump was hi output and same as R2 & R1. R3 also had fresh air induction. Blower on all R3's was side mount like Avanti and R2 was top mount on Lark and Hawk. R3 had a high output blower drive available on special order. R3 fan was 14 inch vs 17. Displacement on early motors was 299 ci and usually referred to as "A" engines. Most were the 305 ci and referred to as "B" engines. Engine output was 335HP mininum and upwards of 400 with well equipped options. The R4 was basically the same as the R3 with these exceptions: 12 to 1 compression, dual 4 barrel normally asperated, larger cam with HD valve springs. HP was rated at 280 but was closer to 300. Both had long runner, cast iron headers which were also available on R1 and R2. R3 and R4 motors were also assembled with additional clearances throughout. Subject: Re: R1, R2, R3 - Explain From: DJLevesque@webtv.net (David Levesque) Date: Fri, 25 Feb 2000 21:48:59 -0600 (CST) I'll add a little to the others- The R1 is from a standard 289, uses standard heads, and gets its higher compression from flattop pistons instead of the standard dished pistons. It has a hotter, but still fairly mild, cam formerly referred to as a 3/4 race cam. It has an aluminum timing gear. It has a heavier vibration dampener. The R2 is the same as R1 EXCEPT for a not-so-common big-chamber cyl head that lowers the compression to 9 to 1 ANY standard engine can be built to run like an R1 or R2. The cams interchange, as does just about everything else. The R3 R4 are such rare birds that you don't have to worry about running into one. They are big-port Granatelli hand-built engines that set many many records in FACTORY TRIM. They were THE fastest cars in the world at that time. Even the Ferarris and Jags couldn't reach the 170-plus speeds of the factory stock Studes. Ted Harbit just finished beating a lot of BIG Brand X muscle cars including Yenko Camaro, 442's, and others, FACTORY STOCK under strict rules. Rebuild parts and hop up parts are easily available. It isn't hard to modify the standard V8's to run like R2's and R3's without having to search out the rare stuff. If you are near Indiana, you might still be able to get Ted if he's not too busy, to freshen up your engine and give it some real pep. Whatever you do, DO NOT discard any parts without giving others a chance to re-use them. ALL Studes have FORGED cranks and FORGED rods. Stude engines are a bit heavy compared to Chevy and Ford, but that is their geatest asset. They don't need stude, girdles, and other crutches that the softer lighter engines need. Although rebuilding a Stude SEEMS more costly than a CHEAP Chevy, what you get is a very Heavy Duty engine for much LESS $$ than ANY equivalent BrandX with equivalent HD parts. Mar 2002 There were approximately 140 R3/R4 engines made. Of course there were the 9 factory R3 Avanti's and then there was an R4 Lark Convertible. Engines built up to serial number 109 were equipped with heads the late delivered in the 109 were equipped with modified R2 heads. My R3 SN B110 was the first delivered as a short block. I guess they ran out of heads all together and there were other engines prior to mine delivered as short blocks. Paxton also sold R3 heads, these quite possibly came off complete engines. There is no documentation as to how many had the 276 or 288 cams, mine has a 288. There are currently about 11 R4's known to exist. Engine serial numbers started with "B1" and are known as high as "B153." And as we all know dealing with Studebaker and especially Andy Granatelli.....there are lots of exceptions and proto types. Many of the proto types are not serial numbered and the very early have RS still stamped on the block. Two of the experimental numbers are EX2123 and EX2132, one of the proto type numbers is RS1021. There is currently a roster that shows many of the survivors and list some of the engines that have been destroyed or parted out. When an R3 was ordered from Paxton they were available with the following options, 276 or 288 cam, single or dual valve springs, "Transignitor" (transistor ignition), 5 or 6 quart oil pan. Crall ------- May 2005 >>> and it says that there were around 140 R3/R4 engines made and few still >>> exist. I find it hard to believe that there were that many to begin with >>> and if there were where did they all go? danwhite@mac.com >>> -- >> >> >> That sounds about right to me. Jon Myer has a lot of info about these >> engines. Many more R-3s were built than R-4s (like maybe 8 R-4s?). I >> suspect that many of the R-3s still exist. After Avanti production shut >> down Studebaker had a big sale on these engines and many were retrofitted >> to Avantis and other Studebakers (like the Plain Brown Wrapper). I even >> heard of one in a 1 1/2-ton truck. One R-4 was installed in a Daytona >> hardtop at the factory. I understand that engines somewhere after B100 >> didn't necessarily have all R-3 or R-4 parts because of running out of >> items at Paxton. I'd have to go through my records to be sure, but I think >> my R-3 and R-4 engines were numbered something like B88 and B92 (both on >> display at the National Museum). >> Paul Johnson > > Sounds about right to me, too, although I think I'd heard it was around 200 > engines. My understanding was that Paxton got stuck with the engines (and > parts for them) that they hadn't yet completed and delivered, and they > completed the builds and sold their stock (individually) to private buyers; > back in the mid-70's I owned an Avanti that had one of those left-over R3's > installed by the prior owner, who told me he got it from Paxton. Sorry, I > never noted the numbers on that engine. WayneC@linkline.moc >I knew a man who bought one of those engines about 1972. They were going for >$1200 and I heard he got screwed as not all of it was R3.Eng42@adelphia.net --------- Apr 02 Studebaker Engines - R1, R2 , R3, R4 (Leigh Morris) The R1 and R2's. R1 was 240 hp, R2 was 289 HP (although an SME paper on the subject showed it at 305 HP at 5200 rpm). All the hipo engines had large harmonic balancers, valves on the R1 ahd R2 were std size but HD. Pistons were same on both but of slipper design. Compression changed by changing cyl hds. R3 engined cars came with dual point centrifical advance only distributors with transistor ign, cam was mild but still more radical than the R1 or R2. Pistons were Forgedtrues, compression was 9.75. Intake valves were 1 7/8 exhaust 1 5/8. Valve springs were single with damper (unless the optional R4 cam was ordered then dual with damper). Rods on the early engines had no clinch bolt and wrist pins were pressed into the rod. Oil pan was 6 qt type with up to 10 qt available on special order. Windage tray. Each valve cover had two breathers ea larger than the R1 or R2. All had an additional breather with cap coming from the oil pan unless that is they were delivered to NY or Calif. then this additional breather was plumbed to the Air cleaner and the remaining 4 breathers were equipped with sealed lower caps to comply with those state's emission requirements. Carb was enclosed in an air box on the R3, intake manifold was alum and ports were much larger than std motors. Fuel pump was hi output and same as R2 & R1. R3 also had fresh air induction. Blower on all R3's was side mount like Avanti and R2 was top mount on Lark and Hawk. R3 had a high output blower drive available on special order. R3 fan was 14 inch s 17. Displacement on early motors was 299 ci and usually referred to as "A" engines, most were the 305 ci and referred to as "B" engines. Eng output was 335 min and upwards of 400 with well equipped options. The R4 was basically the same as the R3 with these exceptions: 12 to 1 compression, dual 4 barrel normally asperated, larger cam with hd valve springs.HP was rated at 280 but was closer to 300. Both had long runner cast iron hders also available on R1 and R2. R3 and 4 motors were also assembled with additional clearances throughout. ------- Misc: ------- INTAKES: I don't recall anybody making 2x4 manifolds for Studebaker in the aftermarket, altho I suppose it was possible. Certainly not in any catalogs I have. The original R4 manifolds were not polished, they were 'as cast' so to speak. randee@zianet.com -------- I do know the balancing for the R3/R4's was done by Edelbrock, the Paxton crate motor I bought came with the balancing slip from Edelbrock. I'm thinking the manifolds were made by Weiand for two reasons, both of which could be faulty; one is that the machining between the primary and secondary throttle bores (that sort of a figure 8 shape between the left front and right rear bore for each carb) is something I have only seen on Weiand manifolds; I haven't seen it on either Offy or Edelbrock manifolds. The other is that I think somebody at SASCO (the only likely persons would have been Herman or John of course) said Weiand made them - but I may be completely misremembering that and could be they really didn't know for sure as I don't think either was involved that much with Paxton. Be easy enough to check if the Paxton records still exist. Possibly the print indicates, but altho I have some R4 linkage prints I don't have a copy of the manifold print. ---------- I have both an R4 and a late 50's Eldorado 2 X 4 manifolds. They are fairly different. If I can find a Digital camera I will take a picture of both for the group to review. I use to have an early Eldorado 2X4 which was different yet and was a lower profile with very small passages for the carbs to sit on (tiny WCFB's or Rochester's?) About the only similarity was the number of holes in the top. The Eldorado manifolds don't quite fit, but are close enough. The outer bolt holes don't line up at all and the 4 inner mounts have to be widened a little, far enough that the Stude mounts can't be used. The ports are pretty close to alignment, however you have to use a composition gasket with lots of non hardening Permatex to seal it up. I believe Studebaker/Paxton used at least 2 types of air cleaners on the R4's. I have seen pictures of Paul Johnsons R4 at the Museum which has the single unit, John Myers, I understand has some of these single air cleaners in stock as well. The R4's I have seen in cars were Paxton built R4's and seen pictures of others that had 2 small chrome topped AKA "Cal Custom" type air cleaners. Has anyone seen one of the single air cleaners under the hood of an Avanti or Hawk? Might be why I saw the small chrome ones. Anyway they probably used what ever they could find, they made so few R4's motors anyway. Doug Crall ------------- AIR CLEANERS: The early ('49-56) Cadillac OEM and aftermarket intake manifolds have been a 'hop-up' secret used on Studebakers since '51. They are as close to a bolt-on as can be found. A rat-tail file and Permatex are all that is required. There were at least three different Cadillac Eldorado cast iron 2/4bbl intakes (and a 3x2bbl in there as well) The aftermarket aluminum manifolds for Cadillac were available in 2x2bbl, 3x2bbl, 4x2bbl, 6x2bbl and 2x4bbl. I have seen the SAME 2x2bbl intake and 2x4bbl sold for Cad and Stude fitment. I know a guy who was at Paxton Products at the time and will ask him if he has any definitive answers on the manufacturer of the R4. thnx, jv. ---------- I have both an R4 and a late 50's Eldorado 2 X 4 manifolds. They are fairly different. If I can find a Digital camera I will take a picture of both for the group to review. I use to have an early Eldorado 2X4 which was different yet and was a lower profile with very small passages for the carbs to sit on (tiny WCFB's or Rochester's?) About the only similarity was the number of holes in the top. The Eldorado manifolds don't quite fit, but are close enough. The outer bolt holes don't line up at all and the 4 inner mounts have to be widened a little, far enough that the Stude mounts can't be used. The ports are pretty close to alignment, however you have to use a composition gasket with lots of non hardening Permatex to seal it up. I believe Studebaker/Paxton used at least 2 types of air cleaners on the R4's. I have seen pictures of Paul Johnsons R4 at the Museum which has the single unit, John Myers, I understand has some of these single air cleaners in stock as well. The R4's I have seen in cars were Paxton built R4's and seen pictures of others that had 2 small chrome topped AKA "Cal Custom" type air cleaners. Has anyone seen one of the single air cleaners under the hood of an Avanti or Hawk? Might be why I saw the small chrome ones. Anyway they probably used what ever they could find, they made so few R4's motors anyway. Doug Crall -------- The R4 air cleaner numbers 1563055/56 were assigned to AC for production. According to Mr. McCanney of AC the designs were canceled by Studebaker and never entered production. Instead a small quantity of an off-the-shelf number was provided to Studebaker as a substitute, #5645690. My notes are not clear at this late date but it appears this is an optional unit for the '61-'64 Chevy 409 going for $80. Perhaps somebody familiar with Chevy products could confirm this. The air cleaner element is a Chevy 1553443. I ordered one around '68 from Chevy for my Paxton R4 setup (which came only with manifold and carbs from Paxton, no linkage, choke tube, or air cleaner), and the unit that came is identical to the photo I have seen of the one on display at the museum. I fabricated all the linkage and the choke tube from the factory prints. randee@zianet.com Aug 02 --------- ------- JTS 1441 would be a 1963 R-2 engine. The first 1963 R-2 was JTS-1001, which would mean this would be the 411th R-2 built. If it was a 1964 R-3 engine, it would have suffix of number-letter-number-number, where the first "number" was the calendar year (either 3 or 4), "letter" was the month and "number-number" was the day in double digits. Thus, JTS 3M15 means a supercharged Jet-Thrust built on November 15, 1963. Engines built for export markets (outside U.S. and Canada) had a daily sequential production number after the main number. ------------ ------------ The engine number JTS 1441 is (or was) a 1963 Jet Thrust R2 engine. According to my JTS list JTS 1440 is in a 1963 Hawk serial number 17793 and JTS engine number 1447 is in a 1963 Lark serial number 18542. If it is in a 1964 it's a transplant. A 1964 JTS engine number had a date code similar to an Avanti's engine code. My 1964 Superhawk engine number has the serial number JTSH-36 The R, RS, JT & JTS crate engines from Studebaker and Paxton had no serial numbers. I am sure there are a few exceptions. The R3 & R4 engines form Paxton had "B" numbers such as B110. The 9 factory installed Avanti's had 2 serial numbers, a date code serial numbers R3SK309 on the top front pad and a 2nd number B39 stamped by the distributor. Doug Crall