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Current Page: 7 of 12
Results 181 - 210 of 337
6 years ago
1STLM
I talked to the vendor who put me in touch with the machine shop. I actually spoke with the guy who does the rebuilding and was told the diaphragm springs are new and 1,600 lbs for a turbo. I will scope it tonight... I am afraid I may have been given the wrong PP. Hopefully with the throw out bearing pulled back I can see what the fingers look like too.
Forum: Corvair Center Forum
6 years ago
1STLM
Thanks for the info guys. Here is another question... I have a fiber optic scope and I am wondering about trying to determine the PP type by using this scope. If I put the scope into the bell housing through the clutch rod access and looked at the edge of the PP is there a void between the PP bolts where the edge of the disc would be visible? Would I be able to see the PP weights through that
Forum: Corvair Center Forum
6 years ago
1STLM
Rod, unfortunately I did not take pictures of the old or new pressure plates. I picked up the new unit and dropped off the old at the same time and they looked the same. The old unit was GM. It was not real stiff but was definitely stiffer than the new one. Would the EM fit the LM flywheel? I have read the Clarks info and also the service manual that mentions using the lugged PP on a turbo b
Forum: Corvair Center Forum
6 years ago
1STLM
I just put a complete clutch kit in my LM turbo. The pressure plate seems awful weak. While under the car I can push the clutch cable toward the front with one hand and release the pressure plate with the return spring hooked up. Before ordering the vendor could not tell me the weight of the Corsa pressure plate and I do not recall how stiff the old one was. I can barely feel the pressure plat
Forum: Corvair Center Forum
6 years ago
1STLM
That block number is 8 days after my turbo motor!
Forum: Corvair Center Forum
6 years ago
1STLM
Al, my 66 Los Corsa was built the 3rd week of January and the engine block is dated the 10th of January. Is there a fuel return line?
Forum: Corvair Center Forum
6 years ago
1STLM
The manufacturer told me the wheel mentioned above is lug centric. Would that mean they are designed to be robust enough around the lug holes that failure should not be a problem without using rings? I have read from others here that under sizing the rings is necessary. With the rings under sized is there a noticeable difference?
Forum: Corvair Center Forum
6 years ago
1STLM
The manufacturer has told me the center bore is 2.892" so they should fit. I would like to use rings too. Now I am trying to find a distributor that has some in stock so I can take a look. if anyone is interested this is a Legendary wheel (LW50-50575A) 15X7. 4.25 BS, weigh 16 lbs. They are alloys and similar to the 50 series Chevy spoke that was used on late 60's Chevelles.
Forum: Corvair Center Forum
6 years ago
1STLM
The wheel in question is listed for 67 - 78 Camaros and up through 81 for other Chevies. Does anyone know how the LM Corvair hub diameters compared with these earlier cars?
Forum: Corvair Center Forum
6 years ago
1STLM
Thanks Seth, that is good information and I will look into that.
Forum: Corvair Center Forum
6 years ago
1STLM
This wheel is 15X7 alloy with a 4.25" backspace. I would probably put a 205 60 Radial TA on them. Everything I have read indicates this should work. I wanted to look into using hub centric spacers but was told by the manufacturer this wheel is lug centric. Without the center hub diameter I have no idea if a spacer could be used. Maybe there would never be a problem with lug hole damage
Forum: Corvair Center Forum
6 years ago
1STLM
I have been checking out a Legendary Wheel (LW50-50757A) for my LM but the manufacturer has not been able to tell me the center bore diameter. They are telling me since this wheel is designed for Chevies it should fit. Well, I would like to make sure without ordering... Are the Corvair hubs the same diameter as other 60's Chevies? Has anyone used or measured these wheels? I also asked a
Forum: Corvair Center Forum
6 years ago
1STLM
This is indeed a great thread, especially since I have been restoring my turbo car since buying it and have hardly driven it. Not sure what to expect... I have an engine oil question. I am considering switching to Mobile 1 5-40 diesel oil after I know the engine is broken in. This will be a fair weather car, driven at around 5,000 ft.+ in elevation. This is a CI-4 oil but I am concerned that
Forum: Corvair Center Forum
6 years ago
1STLM
I intend to check with them tomorrow. Their website shows preload shims.
Forum: Corvair Center Forum
6 years ago
1STLM
The yokes turn together. I do have a manual but it only says the preload should be 50 ft-lb minimum. The right side adjuster is shallower. I have no experience with this but looking at the manual pictures the internal parts appear to be posi. I can hold one yoke and turn the other by hand (15 ft-lb?). People have made the comment 'when they are locked up'. Looking at the manual dr
Forum: Corvair Center Forum
6 years ago
1STLM
My 66 limited slip clutches slip easily. I can turn the yokes different directions by hand. The PO had the differential rebuilt and by all appearances it was. The exterior is clean, the oil was clean and the interior looks good. The old case had issues and the limited slip was rebuilt into an AA case. I have not taken it apart and wonder what may be causing the slippage. I have no idea whic
Forum: Corvair Center Forum
6 years ago
1STLM
I recently ordered a set of the pewter ones from Clarks but they didn't fit my vert. The lower screw hole rested on top of the door wedge so I returned them. Has anyone else had this experience? Dave, I would be interested in a set of NOS in black, if they were supplied in different colors.
Forum: Corvair Center Forum
6 years ago
1STLM
Don, if you line all three timing marks I don't see how you could go wrong. The cams should be cast or stamped with left or right also.
Forum: Corvair Center Forum
6 years ago
1STLM
First of all the cam pulleys are keyed to the cams. There are timing marks on the pulleys and the engine. the engine cam timing marks are above the pulleys. If you are installing a new belt there will be timing marks on the belt for the crank and the cams. The timing marks may still be visible on a used belt. The crank timing mark on the belt is dashed and the cam marks are a solid line. By
Forum: Corvair Center Forum
6 years ago
1STLM
Thanks for the info guys. I will use High Tack on the bolt threads, gasket and probably the seal. I just checked out the housing bolt holes and all are blind except the 2nd from bottom on both sides so I will seal those.
Forum: Corvair Center Forum
6 years ago
1STLM
Dave, the bottom bolts are identical but have no washer. Have you used the thread sealant I mentioned? Should I go a different route. The High Tack is not supposed to harden and that seems like a better option on the seal perimeter than the thread sealant. The temp rating of the thread sealant is 300F and that may be a concern on a turbo motor. Thanks
Forum: Corvair Center Forum
6 years ago
1STLM
Is Permatex thread sealant with PTFE, #80631, ok to use on the bellhousing and flywheel bolt threads and the perimeter of the main seals or is there a better product to use? Would High Tack work on the threads and seals? The 5 bellhousing bolts surrounding the crank had flat washers on them but the others did not. Should they all have washers? With the engine out of a LM does the transaxl
Forum: Corvair Center Forum
6 years ago
1STLM
I had the same problem on one side. Using a hole saw, I cut an original size hole into some 1/4" plate. After grinding the worn area somewhat symmetrical I laid the new piece underneath the worn hole, ran a control rod through to line them up and scribed the new piece. I cut out the scribed piece and welded it in from both sides. The fit was perfect! You could do the same but could use
Forum: Corvair Center Forum
6 years ago
1STLM
I just ordered a kit from Lon at Corvair Underground for my Corsa. Including a pilot bushing, balanced and bolted flywheel, disk, balanced pressure plate, throwout bearing and input seal. $574 including core charges and shipping to Montana. His flywheels are on sale now.
Forum: Corvair Center Forum
6 years ago
1STLM
ok, sounds good. I am just prepping the engine bay for paint. Would be nice to get the hinges out of the way but not the end of the world if they stay put.
Forum: Corvair Center Forum
6 years ago
1STLM
Dave, what are your thoughts on a change in 66 in the way the pins were held. Did you ever check for front fender/windshield corners for me?
Forum: Corvair Center Forum
6 years ago
1STLM
Scott are you referring to the tab at the pin head? My 66 has a tab there but it is not bent over the head of the pin. It sticks out at 90 degrees. There is nothing over the pin head. I tried prying under the pin head with a screw driver but no luck.
Forum: Corvair Center Forum
6 years ago
1STLM
Can the LM engine hood hinge pins be removed to detach the hinges from the body?
Forum: Corvair Center Forum
6 years ago
1STLM
Thanks for sending the diagram! Looking at that, the mast and cap have been removed. The bezel is still in place but is not frozen to the antenna body. I can feel it moving independently but I cannot lift it off the body of the antenna. I did not pry on it and force it. It looks like the bezel should now lift off or the body should push down through the panel. Is that what should be expecte
Forum: Corvair Center Forum
6 years ago
1STLM
The insulation inside the fender has been removed. The cable lead has already been disconnected also. By pushing down I imagine you are saying the retainer will rotate and unlock underneath. Is the retainer the large flange underneath? Thanks
Forum: Corvair Center Forum
Current Page: 7 of 12

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