<VV> 140 hp Engines - Powerglide vs 4 speed

[Norman C. Witte]

So, assuming that you could put any 140 with any diff and any trans, that
would give 320 possible combinations!  Still, the gist of the discussion
from what I gathered was that if you want to convert a 140 MT car to a PG,
you really need to rebuild the motor or get a motor with the PG cam as well.
Since the original post was seeking advice regarding the feasibility of a
conversion of a 140 Corsa to PG, the upshot to me seemed to be that you'd be
farther ahead to get a 140 PG Monza and "Corsafy" it.

Norm

> -----Original Message-----
> From: virtualvairs-bounces at corvair.org
> [mailto:virtualvairs-bounces at corvair.org]On Behalf Of Bill Hubbell
> Sent: Friday, November 18, 2005 9:41 AM
> To: virtualvairs at corvair.org
> Subject: <VV> 140 hp Engines - Powerglide vs 4 speed
>
>
> Just catching up on a number of old VV posts, and I must admit even a
> veteran Corvair person like myself found this thread
> confusing, because you
> guys were not all talking about the same setups.  Just to
> clear the air for
> all involved, and especially those new to the hobby, I would like to
> introduce the following information.
>
> DISCLAIMER: The following information is not all-inclusive -
> some exceptions
> are known to exist.
>
> There are eleven different engine suffix codes for the 140hp
> engines, and
> this breaks down into roughly 8 different engine types:
>
> (MT=Manual Transmission, PG=Automatic Transmission, CAC=Car Air
> Conditioning, AIR=Air Injection Reactor)
>
> Type #   Engine Code(s)  Application
> 1            RM, RB            MT (RB has thermister for CORSA)
> 2            RN                    PG
> 3            RZ, RR             MT with CAC  (RR has thermister)
> 4            RY                    PG with CAC
> 5            RQ, RT             MT with AIR (RT has thermister)
> 6            RX                    PG with AIR
> 7            QQ                    MT with CAC and AIR
> 8            QR                    PG with CAC and AIR
>
> Now to add to the confusion, there are 6 different possible
> Transmissions
> that were made from 1965-69, but if you count the ones from
> previous years,
> there are a total of 11, of which 10 have uniquely different drive
> characteristics
>
> Type#              Application
> 1                      1st version 3-speed (1960 - aluminum case)
> 2                      2nd version 3-speed (1961-3)
> 3                      3rd version 3-speed (1964-5)
> 4                      4th version 3-speed (1966-9)
> 5                      Early FC 4-speed (1961-3)
> 6                      1st version car 4-speed (1961-3 and 1964-5 FC)
> 7                      2nd version car 4-speed (1964-5)
> 8                      3rd version car 4-speed (1966-9)
> 9                      Powerglide (60-3 and 64-9  64-9
> designed for 164cu
> engines)
> 10                    140-Powerglide (65-9)
>
> Finally, there is the Differential to consider - seven
> versions (4 for MT, 3
> for PG), representing four different ratios:
>
> Ratio:                Applications
> 3:08:1               Special  Application - 1963 only (4-speed MT)
> 3.27:1               Standard Ratio for all MT cars and low HP PG
> 3:55:1               Standard ratio for higher HP PG cars,
> 64-5 FCs, Turbos,
> and cars with CAC and/or AIR
> 3:89:1               Standard ratio for FCs 60-63
>
> Note that the 140-PG engine was meant to be mated to the
> 140-PG transmission
> and a 3:55-Powerglide rear axle to give optimum performance.
> Also, if the
> car was equipped with either AIR or CAC the engines were
> modified to have
> lower compression ratios, and this also affected performance.
>
> Finally, and this should be obvious, the 140 was never
> offered for early
> Corvairs (1960-4).
>
> So please, if you are going to have a discussion of the
> differences between
> 140-MT and 140-PG be sure to state which 140 engine you are
> using along with
> which transmission and which differential.  You certainly
> cannot expect that
> a 140-PG CAC engine installed onto a 1964-5 four speed with a 3:89
> differential to perform as well as a 140-MT engine mated to
> its proper 3rd
> version 4-speed MT and 3.27 differential!
>
> Bill Hubbell
>
>
>
>
>
>
>
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