THE CORVAIR NEWS WINTER 2009

THE CORVAIR NEWS
WINTER 2009-2010 - Online version

DUAL MASTER CYLINDER CONVERSION KITS STILL POPULAR

We've been selling this improved conversion kit for the past 14 years. Why do you want one? Well, 1960-66 Corvairs have single resevoir master cylinder and if there is a failure you lose all your brakes - all at once.

Because of the 1960-61 car design it isn't practical to improve the situation. But the 1962-64, 1965-66 and 1961-65 FC's can benefit from our kit.

Our kits come with a new (NOT rebuilt) dual master cylinder, all fittings and both adaptor lines plus comprehensive instructions.

Why not upgrade to greater safety now?

1962-64 Kit for cars U-4051 $122.50

1965-66 Kit for cars U-4052 $122.50

1961-65 FC kit (Vans and Pickups)

U-4053 $144.50

WINTERTIME IS TIME FOR REBUILDING ENGINES AND STUFF......

Back in 1989 (gee that's 20 years ago) Corvair Underground came up with an plan to help make buying parts for specific projects easier. The Superkit was born.

When you buy a Superkit you get a selection of parts that you are most likely to need to complete your project.

Well, that's convenient of course, but cheaper is better too. We also discount the parts in each Superkit so that the more you buy the bigger the savings.

What if a Superkit doesn't exactly fit what you're after? We've always been glad to make changes and additions/deletions.

Then we had another idea. What if you could build your own Superkit? Tailor it to meet your needs exactly - and still get the savings.

The "Build your own Superkit" is born!

We've got a Superkit for nearly every major Corvair project. Check out the Engine Superkit workpage right here.

FRIENDS IN THE CORVAIR WORLD ARE A VALUABLE ASSET!

Back about three years ago Lon had serious open heart surgery. About the same time his Greenbrier van needed a new engine.

Club members from CORSA Oregon came out one Saturday and installed a new engine for him. Pictured above left to right is Duane Wendtland, Gary Baldwin, Rex Johnson and Duane Luckow.

Good friends are just one of the reasons to become a member of The Corvair Society of America (CORSA).

CORSA provides insurance for local club events, puts out a great monthly magazine, puts on annual and regional conventions, and does a whole lot more for the Corvair hobby.

We believe in CORSA too - All current dues paid members of the national organization save 5% on all purchases from Corvair Underground.

Isn't it time to check out CORSA?

WHEN IT COMES TO CORVAIR CYLINDER BARRELS NOTHING BEATS OUR ROTTLER!

Never overlook the importance of pistons and cylinders when you go for an engine rebuild.

An air cooled motor like the Corvair is especially tough on these components. If you're going to go to all the trouble and expense of rebuilding your motor you want to do it right the first time.

Our Rottler machine bores and hones in one operation using modern diamond head technology. Our machine was custom built just for us about 4 years ago along side similar machines for a major motorcycle manufacturer and a company that makes airplane motors (Both domestic).

We also had one of our GoVair machinists build a special fixture for it (as seen in the picture above)

NO ONE has a setup better than ours. NO ONE can even come close to the final product we deliver.

We can bore any year or style of Corvair cylinder.

1960 140 cu full fin, 1961-63 145cu, 1965-69 164 cu. Prices are first rate too - .020-.030 os $20.00 each. .040-.060 os $24.00 ea

A core charge or your old barrels are required. Also available in sets including pistons and rings. Click here for the options.

CLUTCH KITS ARE MORE THAN YOU MIGHT THINK.

We honestly estimate that possibly more than 70% of all "big ticket" Corvair repair bills can be traced back to the clutch. No kidding.

The original Corvair flywheels are a three piece design held together with soft rivets. This is the first weak spot. Over time the rivets come loose which causes little problems that can turn into big problems.

The first symptoms usually are a rattling noise at idle with the clutch out - that goes away as soon as you begin to depress the pedal. Next small drips of axle fluid may be found leaking out of the bell housing.

At this stage, if you fix it, you should replace the flywheel, the pilot bushing, the input shaft seal and the clutch disk - at the minimum.

If you let it go you will next (in this probable order) wipe out your pilot bushing and input seal, which will cause the differential to leak even more fluid until either the front pinion bearing in the differential fails or the clutch release bearing shaft cracks (or both). This will cause you to have to rebuild the differential (as well as the clutch parts mentioned above)

When the flywheel gets worse it will also cause the pressure plate (and therefore the ring gear) to run out of round which can cause you to break starter noses. When the flywheel gets worse you may wipe out your rear main bearings and even break the end of the crankshaft. (That means an engine rebuild)

So let's recap - A flywheel with loose rivets can eventually cause you to lose your differential, your clutch and your engine (oh yeah, and your starter). Well at least the transmission was spared. Oooops, not so fast. When you wipe out your differential the metal particles get distributed all through the common fluid in the transmission and the differential.

So......a complete powertrain failure from a simple flywheel.

This can all be avoided by making certain that you have a modern Dale bolted flywheel or a Palmer hot riveted flywheel when you do your next clutch job. These flywheels NEVER come apart. And the problems listed above can largely be avoided.

We sell these flywheels, individually or in complete clutch rebuild kits.

Check them out - It's a really good idea!

Technical clutch stuff