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Current Page: 3 of 16
Results 61 - 90 of 457
2 years ago
Jonathan Knapp
I liked the 95 HP distributor in my 140. With my 10 to 1 compression, it would ping a bit at heavy loads and low rpms. The 95 HP distributor centrifugal advance doesn't come all in until 4200 rpm. With the 140 HP distributor it is all in at 2800 rpm. The 95 HP also uses less initial advance. Made a big difference for me.
Forum: Corvair Center Forum
2 years ago
Jonathan Knapp
Keep in mind as you watch this video, the power poles are not getting closer together. https://youtu.be/xEX8vADhncU]574 kph That's just how fast the train is going. These are fully electric. American train technology is so far behind the world leaders, it is laughable.
Forum: Corvair Center Forum
2 years ago
Jonathan Knapp
The French have been making and commercialized high-speed electric trains for more than 40 years. The TGV is faster from Paris to Marseille (most of the way across the country) than flying. Runs at 200 MPH. Click here for Wikipedia article
Forum: Corvair Center Forum
2 years ago
Jonathan Knapp
A lot cheaper just to make your own and improve the Ackerman at the same time.
Forum: Corvair Center Forum
2 years ago
Jonathan Knapp
I drilled and fitted a grease fitting in my idler arm joint. That loosened it up considerably. Previously it was very stiff and crunchy. I soaked it in solvent and blew it dry with compressed air through the new hole before greasing it.
Forum: Corvair Center Forum
2 years ago
Jonathan Knapp
I always thought of it as nominal compression ratio vs. measured compression ratio. The nominal compression ration = cylinder displacement/(chamber volume + head gasket volume). Measured compression ratio = (cylinder displacement + chamber volume + head gasket volume)/(chamber volume + head gasket volume). If the cylinder is 450 cc and the combined chamber and head gasket volume is 50
Forum: Corvair Center Forum
2 years ago
Jonathan Knapp
Gives you an inch less ground clearance than the stock brackets.
Forum: Corvair Center Forum
2 years ago
Jonathan Knapp
Thanks for the mention, Kevin. Seemed like an obvious mod to me, but I didn't have the tools to measure the actual pressure change. Glad you were able to confirm in the phenomenal world what looked obviously true to me in the ideal world.
Forum: Corvair Center Forum
2 years ago
Jonathan Knapp
Three Corvairs in that picture at 3:48, Jim!
Forum: Corvair Center Forum
2 years ago
Jonathan Knapp
With 3.27 gears and 23" tall tires my car is goes 47 mph in first, 69 in second, and 100 in third. It revs to 7,000 rpm though. Why are people afraid to rev to 5,000? Stock valve spring set up properly are good for 6,000. No problem launching.
Forum: Corvair Center Forum
2 years ago
Jonathan Knapp
Interesting discussion of techniques for designing a cam lobe. Cam lobe design
Forum: Corvair Center Forum
2 years ago
Jonathan Knapp
Nirvairna, Great information about valve opening and closing events, piston speeds, and cylinder pressures. Lots of things to think about! Thanks for adding that.
Forum: Corvair Center Forum
2 years ago
Jonathan Knapp
How does this article apply to roller cams? The point of roller cams is to open the valve more quickly than a flat-tappet cam can. This means more velocity and greater acceleration from the ramp to near the top of the lobe. Near the top, the lifter has to decelerate significantly as it approaches maximum lift so the valve can stay at higher lift numbers for a longer period of time. Then it r
Forum: Corvair Center Forum
2 years ago
Jonathan Knapp
I have one in Wheeling, WV.
Forum: Corvair Center Forum
2 years ago
Jonathan Knapp
When I talked to Dick (probably in '72 or '73), he told me he used 110 HP exhaust manifolds that were bored out for the 140 heads' primary tubes. The idea was that the smaller volume of the 110 manifolds would speed up the exhaust flow toward the turbo. I don't think he used headers at all. I believe just the pipes (not the manifolds) were wrapped. I don't remember
Forum: Corvair Center Forum
2 years ago
Jonathan Knapp
QuoteKevinAlso, the rocker arm ratio's used on the Otto cam cards are "theoretical", if you measure the actual lobe lift it does correspond to the change in lift from stock. Using a 1.5 rocker ratio for a .3 lobe lift gives .450" lift, using 1.56 rocker ratio for the same .3 lobe lift gives .468" and a whopping .018" change from the rocker ratio difference wouldn
Forum: Corvair Center Forum
2 years ago
Jonathan Knapp
Wow! Less exhaust duration and lift on a dual pattern cam! That seems crazy to me, even for a turbo application. Corvairs need a lot of help on the exhaust side compared to the intake side. This TB-20 really keeps the overlap down, but maybe to the point of overkill. 7 degrees of "non-overlap" (underlap?) at .050" lift. With a few more degrees of lobe separation and more exha
Forum: Corvair Center Forum
2 years ago
Jonathan Knapp
With a stock steering box and ultra-short, repositioned steering arms my car comes in under 3, perhaps a little more than 2 and 3/4. For performance Corvairs that are concerned about responsive turn-in for cornering and for maximum cornering force, it is better to think about toe-out at the front instead of toe-in. It is very nearly impossible to make a front-steer Corvair have perfect Acke
Forum: Corvair Center Forum
2 years ago
Jonathan Knapp
So Kevin... What are the specs on your Sedman cam?
Forum: Corvair Center Forum
2 years ago
Jonathan Knapp
You guys are passing by the fundamentals of hydraulics with your language. If you apply (for ease of example) 100 lbs. of force to a brake master cylinder piston whose total surface area is 1 sq. in. (BTW, a 1" bore does not have a surface area of 1 sq. in.) then the pressure in the system is 100 lbs. per square inch. If you apply 100 lbs. of force to a brake master cylinder piston whos
Forum: Corvair Center Forum
2 years ago
Jonathan Knapp
Right front brake drum is out of round. You said they looked fine, but you can't see out of round. I had this problem on my autocross car (back when when I first put it together and it still had drum brakes).
Forum: Corvair Center Forum
3 years ago
Jonathan Knapp
QuoteKevin Nash "The other thing is that 140's tend to run hot at freeway speeds when its hot out. Every time the heads go beyond 350, the heads begin softening and loose some interference on the valve seats. Its pretty normal for a stock 140 to get to 400f!" After I deflashed my heads, caulked all of the air leaks in the sheet metal and brought the lip of the air inlet on the
Forum: Corvair Center Forum
3 years ago
Jonathan Knapp
Wow! I've only ever seen one other Otto Parts magnesium pan. I almost bought it, but couldn't pull the trigger on the expense. Jonathan Knapp Wheeling, WV
Forum: Corvair Center Forum
3 years ago
Jonathan Knapp
I've got a tow-bar that is set up for a LM for sale if anyone in interested. Comes with tail-lights/turn signals too. Reasonable. PM me. Jonathan Knapp Wheeling, WV
Forum: Corvair Center Forum
3 years ago
Jonathan Knapp
Looks like some beautiful cars at the autocross. Too bad they didn't get to show their stuff. Corners that are so tight you have to take them at walking speed don't show much of the car's potential or the driver's skill. The V8 cars looked fast at the start. After that all the cars looked the same: too slow to see how they worked. Thanks for posting the videos.
Forum: Corvair Center Forum
3 years ago
Jonathan Knapp
That's the hot setup -- a 6299 with an electric choke conversion. It has a metering block on the secondary side so that you can change the mixture on the secondaries. A power valve on the primary side can give you lean cruise with more fuel when you crack the throttle open and create low vacuum. I used an 8.5. This setup will not wash out and starve the main jets in cornering at up to 1.
Forum: Corvair Center Forum
3 years ago
Jonathan Knapp
Gregory - I'm curious to know, and imagine others are too, what's been done in back to push that thing that fast! Hope you'll post pictures.
Forum: Corvair Center Forum
3 years ago
Jonathan Knapp
MonzaDave - Forget the home made stuff. It is way outmoded by the systems that are available today that have computer controllers that read engine vacuum (or boost) and adjust the amount of water/methanol delivered. You can adjust the vacuum starting point on the fly with a knob on the controller. I ran a Cooling Mist system on my N/A autocrosser. It had 10.1:1 compression. I plan to u
Forum: Corvair Center Forum
3 years ago
Jonathan Knapp
How tall are your rear tires? I run 3.27s in my autocross car with 23" tall tires. That still gives me 69 mph at 7,000 rpm in second gear. First is good for about 44 mph. My goal is to never have to engage in the slow and tricky gear exchange between 2nd and 3rd gear. I'm never on the rev limiter in 2nd gear long enough for it to be worth a shift to 3rd (I'd just have to downsh
Forum: Corvair Center Forum
3 years ago
Jonathan Knapp
Hi Everybody, Other than Ken probably running in 12b, what are some of the other classes and run groups where we spectators will see Corvairs/Yenko Stingers running?
Forum: Corvair Center Forum
Current Page: 3 of 16

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