My initial thought was, this is nuts, it’ll never work. Then he confirmed he’s the sleeper bug builder and now I’m sure it’s nuts but it’ll happen. Subscribed!
I put a Chevy LT1 420 horsepower in a 55 Volvo in the mid- 1970s it took me three years. Used a rock Crusher transmission and as for rear end a 411. Made a tube frame, you can imagine the machine worker took to make it fit. Driveshaft and rear end wise. What a beast. One mistake was I should have used a Powerglide transmission
I have always liked this under appreciated body style. So sleep and swoopy. Mid-engine will be outstanding. The fit of the engine/transmission looks great, leaving plenty of room for the driver. Much better with this layout. Can't wait to see it finished. Best wishes on this project!!!
I love both the VW and the Corvair projects! Your engineering and attention to detail is incredible. I could watch your videos all day. Please keep them coming!
I bought and completed a mid- engine v-8, 1966 corvair I the late 70s - early 80s. Had to sell it, due to hard times. I often wonder where it ended up. I had fun with it.
I loved the VW Bug build. I really am infatuated with the Corvair build. My first car (back in 1969) was a 67 Corvair Monza, 110hp, 4sp. Loved that car!
Truly going where no man has gone before. I own a ‘65 Corsa 140 and have spent a lot of time in and around the area that’s undergoing so much surgery. Kind of knowing that GM designed that unibody around a maximum of 200 or so horsepower and a power train weight of about 400 pounds leads me to the conclusion that you’re going to need to build a power train cage that bolts to a number of yet undefined attachment points. I predict an extremely robust large tube roll cage may produce the strength and attachment points required. Having seen the VW/Subaru I am convinced that not only will the work be done but will be done to an exceptionally high level. Good luck!
Really like that you're kinda designing it realtime as you film. Makes it more interesting for the viewer. Can't wait to see it done and flyin down the strip. It gonna be a monster!
A transverse mid engine v8 is a nice idea. Always fun to figure out how to package everything and how to make the different systems work. Its not so much hard,, just different . It looks like you pretty much have it figured out and will be fun to watch the progress thru the videos. Thanks for taking us along.
When We were kids in the late 60's & early 70's We race slot cars First the were straight inline Then they mounted the motors and called them Angle Winders Then someone figure out milling the Magnet horizontally and came up with the Armature parallel to the axle Transverse Reason for it? The rotational torque of the Armature ( Like a Crankshaft ) eliminated the torque that worked on the cars forward motion was eliminated Like You see in drag racing when the car lifts up and one wheel is higher because of the rotation of the crankshaft Plus as a mid engine layout really moves the mass of the engine too the Center of the Cars gravity
Just found your channel yesterday. I appreciate the level of difficulty and that you are doing things completely off mainstream. I had a 62 Monza back in the day but was too young and inexperienced to pull off any kind of swap.
In the late 60's I saw a Corvair that had a L88 427 Corvette engine sitting in the back seat coupled to a Tornado Turbo 475 transmission to pot the power to the pavement.
@@richheckelmann Several hundred were done back in the 80's. Probably less than 30 still being driven today. ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-ZP1O4Yu79zk.html
V8 conversions, front, mid and rear have been done hundreds of times over the last 5 decades. Fist thing is decide which variant you want as they all have attributes and liabilities. Front engine is great because a standard engine, trans and rear end can be used. Many were made by putting a Corvair body on a front engine chassis car. But it doesn't handle as well as mid engine and eats up a lot of room where the bell housing goes. Rear engine is nice because it occupies the same real-estate the OG engine uses, but it's a wheelie king, or at least with 700 hp. Conventional mid engine handles the best but is hot and noisy in the interior plus the valve covers are inches away from your shoulder. Transverse mid engine is probably the best layout but involves the most fabrication. But that's what I'm good at.
I knew of a fellow back in 1969 had a Corvair with a big block in the front. Sadly it was totaled when he killed himself hitting a telephone pole at wide open throttle.
I wish I found your channel sooner! What a great project! I am a big Corvair enthusiast! I have owned a dozen or more. I actually ordered the Crown V-8 conversion Manual back in the early 80's to swap into my 66 Corsa but wasn't happy with the final results on the ones I had seen done. I also looked into (and purchased a 455 Tornado) swapping the FWD power train but didn't really want a wheelie machine. Since I entered the LS swap world, this makes SO much more sense! Can't wait to see this project up and running! Subbed!
Dude.. Your skills are truly OFF THE METER!!! For what it's worth the GEN5 Camaro Rear Ends look like just the kind of thing you'd use on your projects but I'm probably preaching to the choir. I look forward to seeing more of your work 🌍👍😎👍🌍#worldclass
John, I a had corvair 500 not so wild. '65 with a '85 4.3 V6. Mildly built sitting where the back seat went. Mated to a powerglide out of a Nova set up to be shifted manually. Radiator was in front. The transmission was cooled by b&m cooler mounted near the back window. It used a Camaro muffler. Two into one and two out. The original set up was a 4 carbureted six cylinder with a 4-speed.
great idea! i was thinking about the same project but trying to keep the engine in the engine bay area. i will follow your build to see how this is going.
This is awesome!! I’m doing a similar swap in my 69 Monza. I was literally talking my dad today about LS swapping a ramp side just like you are. I’m excited to see how it turns out!
Your engineering on the VW was outstanding, looking forward to this car's progression. I've always liked the idea of a roll out subframe. Undo 4 or whatever bolts, unhook the motor's lines, and roll it out on its tires. Maybe run the body's cage all the way back to the rear valence, then have the subframe attach to it from underneath? Have you looked at corvette C4 rear suspension? Lots of offset on the wheels, so you could get the axle length you're looking for. Simple linkage, and cheap buy in too. Have you looked at the Fiero V8 stuff yet? They might have some ideas too. Crazy engineering on some of those conversions.
I'm really enjoying your channel! I love Corvairs but you drew me in initially with that wizardry on the VW sleeper. That LS had a lot of short trip miles, carbon is a normal enemy made worse with that. The rings had to be checked especially with a valve job. For alternator location, I've seen tons of different unorthodox ideas to run those. You could even mount it to be driven off the front axle, closer to where the battery should be located to save wire length. Great engineering work!
I'm sure you must know about the kits Crown offered for doing a mid engine Corvair with a small block Chevy. My brother in-law built one using a 365 hp Corvette motor mated to the original but beefed and reversed Corvair trans axle. It was awesome and handling was superb. Your car was in wonderfully solid shape but you have removed some major structural strength in the chassis with all the cutting necessary to install the LS cross wise. I can only assume you are doing this for the challenge it presents. Hope this works out for you. Thumbs up and thanks for sharing.
I just had to sub. You know way too much. You HAVE to have just started your channel with only 3.53K. That is crazy. Just remember, the numbers go up when the roller coaster goes down...real fast! I am assuming you just started your channel. If not, keep doing what you are doing. The VW/Subaru and this project nailed me.
Thanks, I had no idea the first video I posted a couple weeks ago would take off like it did. Now, encouraged, there are other videos coming down the pipeline. This YT thing is addictive.
I cant believe this was my old corvair!!!! Love to see the progress. I havnt seen any of these before right now I have no idea why! (Probably sad I had I sold the car in the forst place) haha keep it up john!!
@@JohnReynolds661 completely random!! Was scrolling Instagram on break and I saw your beetle! Recognized you right away and went looking in the comments for your account info but got redirected here through the comments.
you definitely have a challenging project. Maybe build a subframe that bolts to existing with rear suspension attached. Drop the entire section wheels n all for working on it. I believe I'll watch your adventure.
I know on the 5.3 truck motors, the alternator is on the drivers side, mounted high like your passenger side is. In the passenger car versions, the alternator is mounted low on the drivers side. It's just a matter of taking a look thru your salvage yards for brackets.
i did something like this years ago. a little advice before you ever drive it put a full cage in it. because the roll cage is going to become most of your support. you will twist that sexy little car up. and i didn't cut any of my frame. i love what your doing
Definitely good advice, as I seriously twisted a stock 70 Firebird and all I did was up the hp on the engine. (Couldn't open the doors after the first pass.)
@@mark-1234 i did it to a vega also it twisted so bad that when stopped on level ground the right rear tire didn't touch the ground. i put a stock SB 400 in it.
Integrating the roll cage and using struts or pushrods is a great idea to replace those frame rails. Building a mini frame cradling the power train would allow you to build like the engine is a stressed member
I LOVE that you've shared some of your thought process as you begin the project. I grew up driving Corvairs (a 1968 Monza, a 1966 Spyder, and a 1963 Greenbrier Van). I remember my dad insisting that I learn how to change the fan belt (always a spare laying in the back floorboard) before I learn how to parallel park. P. S. I think you're the first automotive engineer I've ever seen that doesn't cuss and fart. What gives? 😉
No such thing as a 66 Spyder. Spyders were only 62-64 and turbocharged. Second generation Corvair 65-69 Turbos were Corsa’s built in 65-66. Proper fan belt tension you should never have to change a belt. Been driving them 40 years
Make the wheelbase Longer, by moving the rear wheel arches & rear wheel wells. Then put the rear seat into its factory position. Also look at the 1966 Ford G. T. - 40 rear suspension, for inspiration.
I had a valkyrie with a 327 mounted amidships.The corvair brakes are inadequate.Stopping from over 160 mph takes almost a mile.You will need a parachute.The vw was a neat project but my vw would go aerodynamically unstable at just over105 mph and blew sideways in crosswinds.
John...in my book you entirely represent the definition of pure genius... Therefore you register as a valuable archival human ! Therefore please get a specialist to have a look into your throat congestion.. My brother had that nagging clutter going on..& damn, but it became cancer of the throat...18 months later..boom ! My best to you !
Very curious to see the geometry and frame you come up with for this transverse configuration. You really have hacked up the body. But the work on the VW you did looked first rate. So hoping for the best. Many fairly simple mid v8 small blocks have been done. With all the fabrication you seem to be looking at I think you should consider dropping in something in from fwd drivetrain. Tornado corvairs have been done. You will need to replace the worm gear steering. Clark’s corvair is the place for parts.
That’s actually a unibody or integrated frame-chassis. What you’re going to be doing is making a “subframe”. And one heck of a good one I hope. Cut a little, stop sit and ponder over a cup of coffee...repeat.
Just an idea for the alternator and power steering (if applicable) you could use a transfer pully system and move it to the rear of the engine. The guys at Bad Obsession motorsports in England used one to remote mount their alternator away from the normal position of the engine on their Mini Cooper build when they swapped a v6 Toyota AWD chassis under it. Not sure what episode of the "Binky" build but it was a cool way to move accessories to an area with more room.
michael ... my thoughts on the alternator is to do away with the PS pump and relocate it there because Corvair never had PS in the first place. If PS was really on the charts here it could be done using an electric pump mounted elsewhere.
Nice project. I have a '65 Corsa. Bought it from a guy that started on a Crown kit but couldn't round up the parts. I gutted the back half and cannibalized a Fiero for the strut towers and inner structure and subframe. Mocked it up with a 350 and Getrag 5-speed. Building a long rod 302 for it now. I can share pictures if you are interested. I'm using a Camaro floor pan, '69 Camaro buckets and a '68 Camaro console.
@@JohnReynolds661 No, I'm not. I have several projects. Another is an MG with a 13B rotary with a 5-speed. I have a "finished" '55 Chevy 210 gasser that I built for my wife. Sits high with independent front suspension I designed and built (drives great). Very steerable 327 with a tunnel ram (divided plenums, runs strong idle - 5,000) I like different builds that stand out. I have another Corvair body that I would like to make a gasser out of. My dotcom is musclecarcpr if you're interested.
Have you considered cutting out the sub-frame tubing, use heavier box tube framing to make a frame that goes across the back, over the wheel wells, and across the front of the engine which is mounted front to back. Run the front trans shaft to an offset Dana 30 4-Link w/disc brakes, combination shock absorber with short spring and inflatable bag both sides. Create an access panel to reach front of motor. Mount fuel cell in trunk (pass. side) + battery on driver side. Just a thought...
If you haven't gotten the accessory drive yet a Vette LS3 setup with a low right mount alternator bracket would really help. It's the shortest projection and tightly packaged with nothing exceeding the heads (not valve covers) height wise.
I think I would have moved the wheel wells backwards instead of cutting the whole rear seat area out of the car., but it’s so cool to see how you’re doing it to make it fit
Okay you now just got an instant sub I'll be following this as I definitely want an update when this is complete and how it runs and handles I always thought those cars were cool as s*** when I was a kid however growing up a little later on in life I found out what a nightmare they were how unsafe and ridiculously hard to drive at speed can't wait to see what this one does even in a straight line it's going to have to be a blast. 🤯😷
I have a 67 Corvair Monza and I'm kinda interested and doing the same engine swap is there somewhere could I could learn more about where you got the parts metal to do this swap
Did you ever think of trying a DeDion design on the rear suspension? Not a true independent suspension but it might be easier to construct. Love your projects!
In regard to rear suspension, the multilink setup with trailing arms you described is essentially what the 3rd and 4th gen Subaru Legacy has. That's 2000-2009 with 05-09 spec b models having aluminum components. For that subaru suspension the hub assembly/axles are really lame, but nissan 350z has wheel bearing assemblies with the same pilot diameter, so those could be easily retrofitted in there for a setup that could work with only minor machine work.
Because all newer cars are 6-8 inches wider than the Corvair, it's going to be easier to start from scratch. The half shafts will be based on Northstar Cadillac 33 spline axles and CVs which is big stuff.
@@JohnReynolds661 well you're certainly not going to use the subframe or anything so you can make the track width whatever you need. But yeah probably true. I'm planning to run the 350z bearings with explorer axle flanges in my amc eagle that's getting subaru irs and an 8.8, so that'll be 32 spline axles.
The goal of my concept was to have a 66 convertible with a back seat and two trunks (biggest possible), that's why I thought a transverse V6 would be good because of its compactness (more compact with dry-sump and low clearance intake)?
My dad had a auto repair shop (retired in '86). He ended up with a corvair that a customer had a lot of work done, then never came back for it. It was the same color as yours in cherry condition. I thought it was a cool looking car, despite the bad publicity on it.
If you don’t know a late 80s G.M f body cars Cuttles, Regal , Monte Carlo frame will fit under the Corsair same wheel base and it is a perimeter style frame so maybe that would help with bringing back some of the lost strength.
It would be so cool if you could figure out a way to get a differential in the transaxle fabricated that would spin the axles in the opposite direction, so you could flip that whole drivetrain around and move the engine under the rear hood where the OE engine used to be. You could then reclaim all the interior space.
That was my first thought. So I went looking for someone else that had commented. I didn't want to be redundant. I think optimal weight distribution may have been the goal.
Regarding the alternator @ 5:49 ... get rid of the power steering pump and mount it there. Go with the Chevy Cobalt electric power steering if you have to have it. The front end weight can’t be that much and it should be able to handle it at low speeds. If you have to drop the engine for repair it’ll be one less fluid to drain. Just a thought!
@Whoda Hellru Thanks for the comment. I was seriously considering it but here's the problem: The Ls4 P/S pump is on top and is thin enough to stay out of the way of the intake manifold. Replacing it with a alternator would completely invade the intake space. I could substitute the a/c pump with the alternator but I really want a/c on this project. My original thought was to use the a power rack but I did like your idea about not having to deal with two more lines when removing the engine. I don't mind changing the accessory drive around but it has to be worth it. I need to stay with the LS4 accessory drive because it is very compact width wise. Keep the comments coming as I like your thought process.
John, I've only just recently subscribed to your channel. I was fascinated by your absolute genius and build quality of the V Dub. Your shoe horning of an LS4 into a Corvair is going to be equally fascinating. I have a somewhat personal question for you though. Have you ever been checked out by a gastroenterologist for a condition called GERD? GERD is actually reflux and can be a potentially serious condition. Most folks don't recognize the symptoms or discount them. Yours is this little somewhat innocuous gentle clearing of your throat. I am not a gastroenterologist, but have studied this disorder to some degree. I sincerely apologize if I am wrong, but it doesn't hurt to have it checked out.
True, and using a transverse V8 is much less common. I thought about a front engine car for a while. But then you have basically a Camaro when you're done.
What did you do about a starter? You didn’t mention that. The 4T80 is definitely a tough transmission but so is the 4T65HD. I think it would be especially tough in a lightweight car like this. I don’t think that I would’ve bothered with the 4T80 swap for this particular application. I think it’s overkill, especially when you consider all of the other problems that are created by using it. This thing is going to be a blast to drive.
