- Studebaker’s Avanti was the last interesting roll of the dice for the independent automaker.
- The R2 version featured a supercharged 289-cubic-inch V-8 and only 1833 were built.
- This unreserved auction runs until July 5.
The grille-less design of the Studebaker Avanti may be an acquired taste, but the story of the car’s creation has broad appeal. Tasked with shutting down Studebaker’s car operations and focusing solely on trucks, new president Sherwood Egbert instead rolled the dice on a radical design sketched on a cocktail napkin during a cross-country flight. Working out of a rental house in Palm Springs, the design team pulled the car together in no time. However, the dramatic decision could not save the company. This well kept, supercharged Studebaker Avanti R2 is for sale at Bring A Trailer, which is like Car and Driver is part of Hearst Autos.
First, a brief history lesson. During the 1950s, Studebaker was a long-established brand that was essentially caught in a three-way collision between General Motors, Ford and Chrysler. As the domestic auto giants battled, Studebaker edged closer to bankruptcy, and despite a merger with Packard, barely opened the door when the 1960s arrived.
Enter Sherwood Egbert, former USMC Major. Despite having an apt name for an accountant, Egbert had served in the South Pacific during World War II and was as tough as they come. He came to lead Studebaker through the Packard merger, as Packard owned the company where Egbert worked, McCullough Motors. McCullough Motors was a chainsaw manufacturer (now part of Husqvarna) and also had a supercharger division called Paxton Automotive, still around today.
Egbert arrived at Studebaker without any automotive experience, but he took the reins with both hands. Convinced that the market had room for a small premium four-seater, he commissioned the team of Raymond Loewy, Tom Kellog, Bob Andrews, and John Ebstein to design the car in just 40 days. (Additionally, Kellog, the youngest of four, would go on to sketch the original Star Trek shuttle.)
Underneath, the Avanti is essentially Studebaker’s older Lark model, but with a stylish fiberglass body on top. Think four-seat Corvette—the body was built by the same supplier that made the body panels for the ‘Vette in the 1950s.
Also recycled is the 289-cubic-inch V-8 from the Studebaker Hawk. Fortunately, thanks to Paxton’s links, strapping a supercharger to the engine costs just $210. Considering the Avanti is just over $4000 to start with, the car is something of a performance bargain.
This 1963 example was fitted with that optional supercharger, giving the V-8 a healthy 290 horsepower and 303 pound-feet of torque. With a three-speed automatic transmission and limited-slip differential, as well as nice features like power steering and electric windows, this Avanti Red coupe will be even more interesting in its day. It still happens.
As one of 1832 R2s built for the 1963 and 1964 model years, it is a rare and collectable machine. Again, think of it as a more genteel Corvette, and its appeal is clear.
For Egbert and his dream, that dream ended in 1963 as the Avanti failed to sell in sufficient numbers. Furthermore, he was diagnosed with cancer in 1962 and could not survive for a decade.
But in August 1962, when this car was built, a trio of supercharged Studebaker Avantis showed up at the Bonneville Salt Flats and went on to break some 29 production car speed records. The following year, Avanti serial number R1007 set a speed record of 170.81 mph, making it the fastest production car in the world.
The original Avanti flame burns briefly but brightly. And early 60s examples like this one are still filled with that spirit of courage.
Contributing editor
Brendan McAleer is a freelance writer and photographer based in North Vancouver, BC, Canada. He grew up cracking his knuckles on British cars, came of age in the golden era of compact Japanese sports performance, and began writing about cars and people in 2008. His particular interest is the intersection between man and machine, whether racing. Walter Cronkite’s career or the Japanese animator Hayao Miyazaki’s half-century obsession with the Citroën 2CV. He has taught both of his daughters how to shift manual transmissions and is grateful for the reason they give him to always buy Hot Wheels.