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2 days ago
63turbo
Heres an old thread I found about thermister accuracy
Forum: Corvair Center Forum
2 days ago
63turbo
> > Regarding CHT, I'm thinking about pulling my thermistor and tossing it in the oven to see what the actual resistance is at 400 degrees, for my specific sender. Has anyone measured a few of these to test consistency with the Lew Rishel chart that is floating around? Ken The stock gauge is likely a bigger source of inconsistency than the thermistor is, especially a 50+ year o
Forum: Corvair Center Forum
3 days ago
63turbo
I think a colder plug would be definitely worth trying... 7 or 8 heat range. You also might want to try 11.5-12.1 AFR at your max load. Your compression ratio is higher than stock and if you are using pump gas premium, its well below the 98 octane that GM used for their tests. You may also have to back the timing up a bit more, although I think the real problem is the 400 degrees at freeway speed
Forum: Corvair Center Forum
4 days ago
63turbo
That number matching crap doesnt mean nearly as much as what stuff is actually on it and wether or not its any good. Especially on a non stock turbo engine, like yours. Most American car makers werent so matchy matchy with their numbers and builds as the Barret Jackson types would lead you to believe, and even then, its only helpful on cars that had a small number of examples... say 500 or less.
Forum: Corvair Center Forum
4 days ago
63turbo
I have found that even hydraulic line isnt really up to the oil temps that can be reached for the turbo drain line. For a short term solution, what you have going should work okay for awhile. I used braided stainless teflon lined hose, and made a hose barb end that pressed into the stock turbo drain tube. Then used 2 hose clamps, one on the drain tube itself, the other bearing down on the hose ba
Forum: Corvair Center Forum
5 days ago
63turbo
I believe I was going to have one of those fan explosions a few years ago. I had a 64 mag fan on my car and had gone through a couple of fan bearings. I decided to go to a late fan bearing and, because I had a near perfect, pitless late mag fan, I put that on. Looking at the "old" 64 fan, there was lots of bubbles and pits near the root of the blades and on one blade there was a place t
Forum: Corvair Center Forum
7 days ago
63turbo
playerpage Wrote: ------------------------------------------------------- > That's what the deep seats are for! > > On a related note, what exactly is the "regular fuel" additive available today? Is it still lead or something else? The most common octane additives today are Benzene, Toluene, Xylene, and Ethanol, although there is one more that I cant remember.
Forum: Corvair Center Forum
9 days ago
63turbo
Oopsy, wrong wheel size! I was looking for tires for my 14" wheels that havent been put on yet and was suprized at how many options there are if they are 195/60 14. Then forgot that Eric had 13" wheels.
Forum: Corvair Center Forum
9 days ago
63turbo
195X60/14 is one of the most common tire sizes available for a 14" rim. Even though it is smaller diameter than stock, it would seem to be a practical option for a street car with 14" rims.
Forum: Corvair Center Forum
11 days ago
63turbo
I agree with Roger, however, you might try If you have to get much richer than 11.5:1 into boost, you are doing something wrong.
Forum: Corvair Center Forum
12 days ago
63turbo
DaveO90s4 Wrote: ------------------------------------------------------- > > Kevin, way way back I think I recall you making a similar suggestion to me, as you have just done above, re where the alternator pulley should be fore and aft. Maybe my use of the '64 pulley (different diameter from the original one in my photo immediately below) was enough to achieve what you suggest wi
Forum: Corvair Center Forum
12 days ago
63turbo
The alternator pulley looks looks like it has a "standard" rotation offset to it, meaning the belt is not tangent to the crank pulley. This is on purpose and is done to provide a little more clearance to the belt as it rotates into the crank pulley. On a reverse rotation set-up, this offset is wrong though- alternator pulley ought to be more forward, the idler needs to be more rearward.
Forum: Corvair Center Forum
15 days ago
63turbo
Exploded clutch disk. I had this happen, and the resulting clutch chatter really was severe enough to shake the whole car.
Forum: Corvair Center Forum
24 days ago
63turbo
If this suddenly happened, check to make sure that the fuel pump isnt leaking fuel into the crankcase. If the engine is running fine and the oil level hasnt gone up on its own, then it is probably just that the carbs are jetted too rich. Remove some spark plugs, and note the color- if they are black all over, the carburetors are jetted too rich, and alot of the excess gas is getting into the oil
Forum: Corvair Center Forum
25 days ago
63turbo
Put the harmonic balancer on! There's 2 peaks that the balancer is designed to attenuate, one is at wide open throttle at 1200 rpm, and the other is at wide open throttle between 4400 and 5000 rpm. If somebody has had good results with a solid pulley on a 140, its only because the engine is never run at those rpms and loads. Not because GM wasted money putting on something that wasnt needed.
Forum: Corvair Center Forum
25 days ago
63turbo
Heres some more pictures of the legend
Forum: Corvair Center Forum
26 days ago
63turbo
I dont have any sources for you to look at, but the finer points of EFI are the same, no matter what system you use. Big ones are- set the timing/ignition curve first- and a way you can tell if the ignition timing is really right is how sensitive the fuel air ratio is with timing changes. Does it lean out if the timing is increased? does it richen when the timing is retarded, or is there no chang
Forum: Corvair Center Forum
26 days ago
63turbo
a TB-20 is around .460 lift, a tb-10 is around .43 lift, both benefit greatly from stouter valve springs. When I ran a stock turbo cam, I had the stock springs shimmed to 100lbs closed... not because it "needed it", but to reduce the number of times the valves bounce when they close. ALL engines will bounce the valves off the seat when running faster than 500 rpm, and a stiffer than sto
Forum: Corvair Center Forum
26 days ago
63turbo
playerpage Wrote: ------------------------------------------------------- > > And so to the cam. I want to stick as I said with stock heads stock springs and stock push rods. I'm obviously trying to save a little money here, but I already have all of those and so I'm going to concentrate on what I don't have and what needs fixing. > If going to a cam that has
Forum: Corvair Center Forum
26 days ago
63turbo
Here are the cams I have used: stock 1963 Spyder cam, NOS 62-66 Turbo cam (304?) Otto TB-10, and the American-Pi version of a Otto TB-20. The engine, turbo, and induction were all different with each though. ratings: the stock 63 cam is kind of a dog cam at low rpm, it did well when the boost came up but was definitely the kind of cam that needed a lot of timing to run well... I rate this
Forum: Corvair Center Forum
29 days ago
63turbo
I used to have a problem blowing fuses on my car, and it turned out to be rusty/corroded contacts in the fuse panel. Check the contacts first.
Forum: Corvair Center Forum
29 days ago
63turbo
It sure looks like the valve spring retainers are way off center compared to the springs! It would have taken at least 1/8" worth of gaskets per side to correct that much head milling, and thats if the cylinder barrels were at the stock height... its a LOT of gaskets for something like that! DAMN!
Forum: Corvair Center Forum
30 days ago
63turbo
Water/Methanol injection+ programmable timing+ wedge heads will get you far more than messing with those open chambers!
Forum: Corvair Center Forum
4 weeks ago
63turbo
vairmech Wrote: ------------------------------------------------------- > 63turbo Wrote: > ------------------------------------------------------- > > It was mostly to improve the boosted volumetric efficiency. Leaded premium gas being what it was, the loss of the quench pads didnt matter very much. > >>>>>>>>>>>>>>>>>>>
Forum: Corvair Center Forum
4 weeks ago
63turbo
It was mostly to improve the boosted volumetric efficiency. Leaded premium gas being what it was, the loss of the quench pads didnt matter very much.
Forum: Corvair Center Forum
4 weeks ago
63turbo
Lane66m Wrote: ------------------------------------------------------- > Did Kevin design a reverse flow NASH FAN? I had not heard of one being advertised for reverse rotation engines. > > Lot more engineering, protyping and testing even for a similar designed fan. I only had to design the conventional rotation one. To do the reverse rotation ones, it was only a matter of mak
Forum: Corvair Center Forum
4 weeks ago
63turbo
When you consider how David Vizard did his test, which was to build the engine, properly dyno it and find out how detonation resistant it was to begin with, then add the groove and re-compensate the compression ratio as best as they could, and then re-run the test, and not find ANYTHING different, you have to wonder what HUGE advantage there is that cant be done by more proven techniques. Davids
Forum: Corvair Center Forum
4 weeks ago
63turbo
For an engine like he wants, it's at least 8000, and that is using a LOT of free stuff. The sound those kind of engines make when they are "on song" though, is PRICELESS!!!
Forum: Corvair Center Forum
4 weeks ago
63turbo
Heres a fairly good test of that idea by David Vizard... He was NOT able to find ANY difference.
Forum: Corvair Center Forum
4 weeks ago
63turbo
I think its a stupid rule if theres one that works already, however, if the prick just HAS to have his way... I think a reasonable way to make that scatter shield would be to use cardboard and duct tape to make flat patterns, with the idea to make a octagon (8 sided) around the bellhousing. Yes its a @#$%&, yes that prick inspector shouldnt be working, but if thats what it takes to go racing, I t
Forum: Corvair Center Forum
Current Page: 1 of 86

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