<VV> Streetable Test Mule> Powerglide Transmission & Manual Transquick ch...

Thu Jun 6 18:04:15 EDT 2013

Chuck:

Here are some pitfalls I see having converted a friends PG '65 Monza to a 4 
 speed.  He is actually planning to convert a Monza to a Corsa so we 
changed  the instrument panel as well thus eliminating the neutral safety switch.  
 As I was writing this more and more things began to occur to  me. 

George makes a good point regarding the front of the tunnel and the pulley  
arrangement.  It's a simple procedure to rearrange the pulley arrangement  
at the front of the tunnel to accommodate a standard or PG.  The  pulley 
arrangement however, can accommodate one or the other but not  both.  Why would 
they design it so that it could?  The PG shift  cable does not use a pulley 
and George is quite right, the PG shift cable runs  through the area where 
the clutch cable pulley would go.  You might be able  to re route it but 
there might not be a sufficient length of cable to facilitate  this.

Additionally one would have to undo the shifter delete plate on the floor  
and install a shifter and shift rod or, if the process is  reversed, install 
a delete plate so one does not have a gaping hole in the  center of the 
floor.  I don't know if the PG shift cable would interfere  with the shift rod 
and shifter but it would certainly be a  consideration.   When testing a car 
on the track this would not really  be a problem.  On the track one would 
use a standard so there would be no  hole in the floor.  It certainly would 
be problem when operating the car on  the street as a PG.

Another consideration is the point where the shift cable or shift rod  
exit(s) the rear of the tunnel.  A PG and a standard use different types of  
anchoring plates here (these cover the aperture at the rear of the tunnel where 
 either mechanism goes through) and of course they occupy the same space.  
I  don't think it would be possible to leave one in place while its opposite 
number  is operating.  Here again it was never designed (why would it be?) 
to  accommodate both mechanisms.

It was my impression when I converted a friends PG Monza to a 4 speed, that 
 the Corvair is the easiest automobile to switch transmission types but 
it's  still major surgery.  A minor matter but each time you did this you would 
 have to undo all the bolts holding both tunnel covers in place.  I think I 
 see what you're after but a lot little things can add up to a lot of  big 
things.  My advice; choose one type and live with it.

SVS  

In a message dated 6/5/2013 7:04:34 P.M. Eastern Standard Time,  
65crownv8 at gmail.com writes:

Chuck,

I just did the conversion to automatic for a club member.  I don't think you
will be able to leave the clutch cable pulley in place  (front of tunnel)
because the PG cable fits through the same area. It's two  bolts, so
changing wouldn't be that big of a deal.

George  Jones
--------------------------------
Corvair Society of America  (CORSA)  (since 1987)
Performance Corvair Group
Central Florida  Corvair Club (Since 2009)
Tidewater Corvair Club (since 1987)
Central  Virginia Corvair Club (since 2006)
'65 Monza Crown V8 Convertible
'66  Monza Coupe Custom
'67 Monza Coupe Custom

On Wed, Jun 5, 2013 at  1:56 PM,  corvairduval at cox.net
<corvairduval at cox.net>wrote:

> You  would need to install the body mount for the clutch cross shaft. As
>  long as this does not interfere with the PG, then leave it mounted all  
the
> time.
>
> Now, you will need the rare 67 to 69  clutch/brake pedal assembly. Mount
> this in the car and leave it, along  with the pulleys and cable. I say 
rare,
> because I loaned out my 69  clutch pedal to a guy doing a 4 speed install
> into a 67, and he has  NEVER found one to give back to me to reinstall 
into
> my car. I guess  I'm too easy a mark....
>
> When swapping drivetrains, I see no  reason to remove the clutch parts. 
The
> clutch pedal should stay on the  floor when driving the PowerGlide, since
> there is no spring to pull it  back up. Leave the PowerGlide shifter in N 
so
> the car will start, even  when using the 4 speed. If you want reverse
> lights, just put the  PowerGlide selector in R.
>
> Now if I had a clutch pedal, you  could just borrow my 69 to test engines!
>
> Remember, the 60  automatics had the small brake pedal, just like the
>  manuals.
>
> Frank DuVal
>
> Original email:
>  -----------------
> From: BBRT chsadek at comcast.net
> Date: Wed, 5  Jun 2013 12:10:52 -0400
> To: virtualvairs at corvair.org
> Subject:  <VV> Streetable Test Mule> Powerglide Transmission &  Manual
> Transquick change
>
>
> Folks,
> I want  to use my '67 PG cpe for a test vehicle for my on-track engines. I
>  would like to be able to drop the PG&crossmember/Diff/engine as a  unit,
> with
> shrouds, muffler, exh, etc quickly, and replace it  with a LM 4spd/incl
> cross
> member/diff and test engine. I would  have clutch cross arm etc on test
> drivetrain. Also would have headers  and as much sheet metal as I would 
need
> for testing. [Yeah, I know,  convert it to manual and leave for street
> engine
> and testing..  Would be a lot easier...]
>
> My questions are, what advice on  having both pedal setups, etc?  
Pitfalls?
> What not to do? What to  do?
>
> (Instrumentation comes later...)
>
> Chuck  Sadek
> Fredericksburg, VA
>
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