1963 AVANTI R1 STUEBAKER ROUND HEADLIGHTS 289 ENG Description : WAHOIEEEEEEEEEE WHAT A CLASSIC WE HAVE FOUND FOR YOU. THIS STUDEBAKER AVANTI R1 1963 IS BELIEVED TO BE ALL ORIGINAL. WE ARE SELLING THIS FOR A FRIEND OF OURS WHO CAME INTO POSSESSION OF THIS CAR WHEN A GOOD FRIEND OF HIS DIED. BECAUSE OF THIS SOME OF THE CAR HISTORY IS VAGUE TO US. WE BELIEVE IT TO HAVE HAD ONLY THE ONE OWNER. THE CAR IS A TURQUOISE BLUE WITH MATCHING INTERIOR. THIS CAR IS IN AWESOME SHAPE AND ROAD READY. WE HAVE THE ORIGINAL WINDOW STICKER FROM THE DEALER. YOU DON'T HAVE TO DO A THING BUT TURN THE KEY. 2 DOOR COUPE,,,,FIBERGLASS BODY,,,,ROUND HEADLIGHTS,,,,,,63690 ORIGINAL, YES ORIGINAL MILES!!!!FEEL FREE TO EMAIL US WITH ANY QUESTIONS OR YOU MAY CALL 716-297-4708. DON'T LET THIS BABY GET AWAY!! THANKS FOR LOOKING AND HAPPY BIDDING....... 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. "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 Acanthi'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. The Acanthi'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 Lowey. 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.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).