4.3 V6 Corvair PT1 bellhousing adapter. fit the V6 to the powerglide in the rear of the 1964 Corvair
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- Опубліковано 30 кві 2023
- We found that there were at least two adapter bell housings made for this swap. The only one that we could get our hands on was the MidEngineering unit that I think was actually for a stick shift, but we mane it work. We had an adapter machined to fit the Corvair flex plate to the crank flange of the 4.3 Here's how we did it. Follow along as I go through the process. Please like, comment, subscribe and share!
#raycr #nonamenationals #posracing #chevy #chevrolet #corvair #engines #engineswap #ratrods #v6 #4.3 #rearengine #makeitfit #watercooled #bassackwards - Авто та транспорт
Fascinating fabricating. tHanks for the video!
You're welcome. I'm hoping that I have enough pictures for a build series
@@Raycr I'm certain you will. A picture is worth a thousand words....but a fun story is more than a thousand. It is interesting to hear how you go through some of the steps and hurdles.
I was reading how marine parts allowed the engine to change rotation.
No picture can capture that!
Good job, you were lucky to find that adapter.
Ross
I'll be discussing the engine modifications necessary to use the 4.3. Cam shaft,timing set, crank seals and flipping the pistons . Thank you for pointing that out . This swap is not for the uninitiated!
Like a mini rear engine impala thing
I think it's pretty cool looking
😎
Love it. 👍👍👍
Thanks, figured it was time get a build video going. Gotta use mostly stills though
You are going to want to shroud that radiator before you drive it around long. Mine was heat sinking until I did. Once you do the shrouding you can control the airflow much better, since you are now relying on the vacuum behind the car to draw air through and no longer have the benefit of it being pushed through obviously every little bit helps. Without the shrouding it seems to have even pressure on both sides of the radiator and the air just recycles.
Thank you. I'm looking at putting an air dam under the bell housing and along the radiator then reworking and adding louvers in the lid. I'm thinking to turn the louvers around and adding another row on each side as the louvers were designed to be intake air instead of exhausting as it needs to now. I remember that you had some trouble with heating on yours. While breaking in the cam, running for 30 minutes or so, it got a little warmer than I wanted but not to a damaging temp
Does the 4.3 turn the same direction as the original Corvair flat six? I always thought it rotated the opposite direction.
It does now! I used marine parts to reverse the rotation.
Probley make a sand mold of houseing you are using. Just my two cent
That 4.3 (in the later versions) was around 200 HP in the stock / smog version. This should be a real street sleeper!
I think the 4.3 in the marine applications, which this needs to be built as, were in the 220-250 hp range. Not sure is sea horses are the same as land horses though. lol
@@Raycr .... Ha, I see where you are going. The version offered in the Blazer and Astro (early 2000 vintage) with injection (not throttle body) was 220 HP in the smog version. That later engine was already the Vortec so had more snot than the early ones. Having worked on a few of the marine versions, I can say they use a bit more cam than the road version. The only external difference I found was the hole on the timing cover for the crank sensor was not punches through.... but the casting is the same so i just ran a drill through it. Of course, the marine version uses a carb.... and sometimes a 4 bbl carb. You should have no problem reaching about 250 HP right out of the box, with just minor tweaks. BTW, nice vintage Snap-on timing light. I have it's twin.
@@rupe53 I wish now that we would have started with a latter roller lifter/one piece seal block. We did have the car running 4 or so years ago. The engine ran well in the truck so we just swapped the cam to the Speedpro 1050m flat tappet cam. Changed to the gear driver and swapped in the front and rear seals. We had driven it some but it was never "on the road". there were some problems that we didn't have the time to take care of at the time. This winter we found the time and here we are with the engine completely rebuilt. The thumb nail pic is actually from the first go round
@@Raycr ... BTW, that later engine is also roller rocker and roller lifter. Pretty bullet proof (unless coolant gets into the oil) and will bolt up just by going to metric threaded fasteners.
@@rupe53 Oh ya, on the timing light. love these, i work with ignition systems with solid core plug wires often and the newer digital lights freak out, these are rock steady!
PG trans is the weak point and it will let you know soon enough it isn't up to the task. I don't know how many miles or time but it won't be long. The manual trans is the better route for this type of transplant
We needed to use the power glide to accommodate the driver. I don't think we're going to check the limits much. Maybe give it a jab once in a while
Wouldn't this make an already tail-heavy car even worse?
It does some, we will be moving some weight forwards.
@@Raycr ... the easy weight shift is moving the battery up front. Another easy way I see is to fabricate some weights, like they used in the early cars, which were basically 50 pounds each tied to a bracket just behind the headlights. (might be only convertibles using that?)
@@rupe53 Yup, there will some weight moved to the front for better weight balance. Battery and some ballast weights as well based handling and scaling