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5 days ago
caroseiii
I sold mine a few years back. I found it did not work well with loping idle or steel fans. Seemed to work best with smooth idle or magnesium fans. Crawford
Forum: Corvair Center Forum
5 days ago
caroseiii
More proof of the superiority of the 1960 air control valve! Crawford Rose
Forum: Corvair Center Forum
6 days ago
caroseiii
The original lipped seal is no longer available. Crawford Rose
Forum: Corvair Center Forum
17 days ago
caroseiii
Soak the lower shaft in vinegar until the rust is gone. If you want to soak the advance mechanism, remove springs first. Crawford
Forum: Corvair Center Forum
17 days ago
caroseiii
I dream of Genie! And look, it has an electric fan! Restored at a cost of over $200,000.00! Crawford Rose
Forum: Corvair Center Forum
21 days ago
caroseiii
That discrepancy is because the diagram is for a 1961 four speed and the thrust washer third gear was introduced in 1962. The 1961 used a different, thicker third gear. The revised third gear was thinner and incorporated a thrust washer. I thought it was such a good idea, I added a second gear thrust washer between second and the 1-2 synchro! Crawford Rose
Forum: Corvair Center Forum
21 days ago
caroseiii
Clarks Mark and I talked about this but they have not had complaints but Dennis Derogi and I had the same problem where the gears would brake and lock up hence the keys clashed. I think it is due to the wrong cone angle. It really is critical and you can find his frustrating experiences in the archive of Dennis’ Sagan convertible restoration. If there is no band cut into the side of the blocke
Forum: Corvair Center Forum
24 days ago
caroseiii
I'd love an engine like that! Crawford Rose
Forum: Corvair Center Forum
26 days ago
caroseiii
Bill, PM sent. Crawford Rose
Forum: Corvair Center Forum
27 days ago
caroseiii
Makes me sad! I know that feeling when it’s the opposite of Christmas morning! Crawford
Forum: Corvair Center Forum
29 days ago
caroseiii
This depends on many factors. Used $250, resealed $800 and fully rebuilt with new gears $1,500 to $2,000. Some parts are very rare now. Crawford Rose
Forum: Corvair Center Forum
29 days ago
caroseiii
Its harder to find 64 parts to rebuild them though it’s getting tough to find 62-63 parts too. You need to have the correct input shaft which can be a significant expense. The 64 FC transmission has the lower 63 car ratios and the main shaft improvements. So you can have it all! CRAWFORD
Forum: Corvair Center Forum
4 weeks ago
caroseiii
Lon, I bet you'll keep selling on ebay - You have too much stuff left! Maybe you'll finally sell the "reserve"! Crawford
Forum: Corvair Center Forum
4 weeks ago
caroseiii
Ken is right, if the vanes are separating, discard the fan. There are plenty more in good shape. Anything that looks like termites burrowing in the magnesium is bad news. Crawford
Forum: Corvair Center Forum
4 weeks ago
caroseiii
Yes, the wrapped belts are best. All bearings need to be tip top and the pulleys free of corrosion. The Robson idler has some difficulty with a loping engine, Lon. Don't you recall selling one ten years ago? Anyway, it's a great product for many people so I won't comment further. When everything is fine and you think life is great, a fan belt has an untimely demise. Its bad luck that other ca
Forum: Corvair Center Forum
4 weeks ago
caroseiii
No one really likes mule drive fan set up. No other car throws fan belts like a Corvair. Now, most lates don't have the issue due to mag fan but most earlies do and it is no fun. It is my biggest complaint about the car's design after the "fumes". CA Rose
Forum: Corvair Center Forum
5 weeks ago
caroseiii
I misunderstood! See attached Page 2 of the factory image. To do it without the tool, I agree with removing the snap ring and working it through the bearing but sometimes you will have to hammer it out if you do not have the factory tool. Crawford
Forum: Corvair Center Forum
5 weeks ago
caroseiii
If anyone is interested in reproduction shift shafts for 61-65 four speeds, PM me. I had some drawn and machined for personal use for this fall and am considering reproducing these in stainless with a Corvair machine shop. Not sure there is enough interest but the existing supply is getting rusty! Crawford Rose
Forum: Corvair Center Forum
5 weeks ago
caroseiii
Press it off to avoid damaging first gear... See GM photo from 1961 film strip. Crawford
Forum: Corvair Center Forum
6 weeks ago
caroseiii
With the exception of the brake cylinders and the primary brake spring on the manual adjusting system, none of the parts are the same as with self-adjusters! Shoes, pivot pin bolts, backing plates, drums are all different! I used the later shoes employing the bushing method so I could reinstall the 60 shoes later if necessary. Crawford Rose
Forum: Corvair Center Forum
6 weeks ago
caroseiii
The pivot bolt diameter is smaller so you have to cut a bushing to slide over yours to have the correct diameter surface for 189 brake shoes to pivot on. You could use the 111 shoes if you drilled the larger hole. Keep in mind that the hole is close to the edge and the 189 has extra metal for that hole that the 111 does not. You could swap in later 63/64 backing plates with larger pivot bolts to
Forum: Corvair Center Forum
6 weeks ago
caroseiii
According to GM literature "Corvair General" from 1962, "Effective plate load" range for the low horsepower is 900-1075 lbs. and for the heavy duty was 1050-1250 lbs. Its on page 99 of the download from GM Heritage. Crawford Rose
Forum: Corvair Center Forum
7 weeks ago
caroseiii
Yes but C/R will be lowered. This is discussed in How to Hot Rod Corvair Engines. I think it goes down to 7.2:1 or so. Maybe 7.0 to 1 as the original compression was not a true 8.0:1. As Ken said, lower performance. Otherwise, its a direct bolt on as the cylinder head gaskets are the same and cylinder barrel diameters are the same. PM sent. Crawford
Forum: Corvair Center Forum
7 weeks ago
caroseiii
Chris Shade listed my car on ClassicCars.com and the site editor featured the car in the journal yesterday. He takes a shot at Nader but what he didn't know is that car has the 1964 suspension... Crawford Rose
Forum: Corvair Center Forum
2 months ago
caroseiii
This is from the 60 Dealer Catalog. Crawford
Forum: Corvair Center Forum
2 months ago
caroseiii
The replacement heads cast after 66 were 3/8-16. That explains the shroud bolt inconsistency. It’s a 145 replacement all around I’m pretty sure. Crawford
Forum: Corvair Center Forum
2 months ago
caroseiii
These spark until seated against the curvature of the commutator. When the whirring sound goes away, so does the major sparking. There is always some sparking. You probably never noticed. Crawford
Forum: Corvair Center Forum
2 months ago
caroseiii
Tires brick after a while. Crawford
Forum: Corvair Center Forum
2 months ago
caroseiii
FYI: On 1961 mainshafts only, the original 1/2" needle bearing GM 9415150 has been discontinued for a long time. I found a replacement which is a little better than the Clarks 62-69 replacement needle bearing which is shorter (15/32"). Use Mercury 29-39656 Outboard Motor connecting rod needle bearings. I bought some on eBay and the fit is good and these have correct ends. Crawford Rose
Forum: Corvair Center Forum
3 months ago
caroseiii
I noted that two shafts are different as well. The shaft on the left is a 61 and the one on the right is 62-63. The difference is a tiny ridge cut between the clip for the 3-4 synchronizer and the needle bearing shoulder. See this photo for a closer look. 1961 has the worn needle land on the bottom. Crawford
Forum: Corvair Center Forum
Current Page: 1 of 51

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