Vehicle Description
In the early 1960s, Studebaker, at more than 100 years old was the
longest surviving nameplate in the automotive industry. The
Studebaker Brothers Manufacturing Company had been formed in 1852
as a wagon and coach builder, gaining a reputation for affordable,
reliable products. They went on to become one of the precious few
American coach makers to successfully transition to automobile
production at the turn of the century. An early partnership with
E-M-F had Studebaker selling E-M-F automobiles in their dealer
network. But quality issues led to Studebaker taking over that
firm's automobile line and the rest, as they say, is history.
Through the years, Studebaker remained staunchly independent in the
face of competition from GM, Ford and Chrysler. They produced many
a great car, and particularly in the post-war era, were not afraid
to take some daring stylistic risks. Yet as the 1940s rolled into
the 1950s, Studebaker began to struggle financially and their
product line became more and more staid and dated and they lacked
the funding to fully develop new products at the same pace as GM
and Ford. In the early 60s, new company president Sherwood Egbert
saw the runaway success of the Ford Thunderbird and Chevrolet
Corvette and realized he needed a "personal car" of his own; a
sporty Grand Touring coupe with four full seats and healthy
performance. Just 37 days into his tenure as the top man at
Studebaker, Egbert sketched out a concept whilst on a flight from
Chicago, handed it to his team and demanded quick action. Given
just 40 days to work up a design, chief stylist on the project
Raymond Loewy and his team (comprised of Tom Kellogg, Bob Andrews,
and John Ebstein) worked 16 hours a day from a rented Palm Springs
ranch home, and penned a sleek and ultra-modern body to sit atop a
somewhat antiquated Lark Daytona platform, reworked by engineer
Eugene Hardig to resemble a sporting car. Given the complexity and
subtlety of the Avanti's curves, fiberglass was chosen as the most
cost effective material to build the bodywork. Early production
woes with the body supplier meant delays and buyers grew impatient.
Although production of the Avanti lasted only two years, with fewer
than 5,000 examples built, it has rightly earned its place as a
stylistic icon; one of the greatest designs of the era, and a
significant piece of both Studebaker and American automotive
history. This handsome 1963 Avanti R2 (63R-1049) comes to us via
the collection of a noted Avanti enthusiast and it has been
restored to a very high standard. It is presented in original
specification, restored to the build sheet with an original,
numbers-matching supercharged 289 cubic inch V8 and four-speed
manual gearbox. Very few Avantis are restored to such a level,
making this one of the best of the breed and one of the finest
we've had the pleasure to offer. It is exceptionally
well-documented with a full complement of original paperwork that
includes, rather remarkably, the original factory assembly notes
and quality-control check lists and build sheets. The car was found
in the 1990s in need of restoration by noted champion of the
Avanti, Jim Bunting. Mr. Bunting had 1049 restored to exacting
standards by Jim Sinclair of Pennsylvania, a respected expert
craftsman. The car then passed to a fellow enthusiast who carefully
maintained the car, using it sparingly. In 2016 it was freshened by
Grand Prix Concours using NOS trim and assorted parts, bringing the
car to a factory-fresh standard. The fiberglass body is finished in
Avanti White (63S91) as original with deep gloss and fine
detailing. Panels are straight, with crisp definition and very
consistent gaps. Chrome trim is notably sparse on an Avanti, but
the bumpers, headlamp trims and window trims are excellent and
properly fitted. It rides on correct original wheels with proper
Avanti wheel covers and whitewall tires. The interior is trimmed in
wonderfully lurid orange upholstery with black and orange carpets
and a fawn dash as per original, making a dramatic statement
against the white body. As with the exterior, the interior is fully
detailed to original specification and exceptionally
well-presented. Seat upholstery, two-tone orange/white door cards
and black/orange loop carpets are in the correct original patterns
and materials and the quality of the fitment and restoration work
is outstanding. The four-speed shift lever in the console defines
this as the most sporting and desirable Avanti, and the dash
retains the original comprehensive array of instruments, the
original radio and switchgear. The engine bay is dominated by the
big R2-specification Paxton supercharger and chrome air cleaner
assembly. The addition of the supercharger to the Avanti was
convenient for Studebaker, as the company had recently acquired
Paxton, and with them, boss Andy Granatelli, who applied his wealth
of experience in forced induction to the 289 cubic inch Hawk
engine. Again, the detailing on this example is factory correct and
beautifully executed. The engine is finished in correct colors, and
topped with original chrome valve covers. Ancillaries such as the
alternator, brake booster and radiator are presented in correct
colors and finishes. The engine shows little use since the
restoration was completed and is exceptionally clean and tidy. Disc
brakes and a well-sorted chassis make for very respectable
handling, and with 290 horsepower and 360 ft lbs of torque, this
four-speed Avanti is certainly no slouch. It is a fabulous car to
drive, even in modern traffic. Studebaker was on the back foot when
they introduced the Avanti, and in many ways their fate had already
been sealed. In spite of its compromises as a last-ditch effort to
save the struggling independent manufacturer, the Avanti was no
less a brilliant piece of design and a worthy competitor in the
burgeoning Personal Car marketplace. Raymond Loewy's masterful team
designed a car that is truly timeless, and thanks to this car's
remarkable restoration and highly desirable specification, it is a
true collectible worthy of virtually any collection.