Replies to This Discussion

Permalink Reply by joseph aloof on September 11, 2014 at 8:27pm

hi brenda do you have the head numbers

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Permalink Reply by Brenda Smith on September 11, 2014 at 8:48pm

No the engine is still assembled with the shrouds attached

The serial number says 1965 - 69, 95HP

Brenda

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Permalink Reply by Todd Osborne on September 13, 2014 at 10:21am

Hi Brenda. I may be interested in your engine but would have to know more about it's suitability for conversion. Serial numbers, etc. If you are bringing it anyway to the event next week I would love to take a look at it. Thanks,

Todd

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Permalink Reply by Brenda Smith on September 13, 2014 at 6:45pm

The serial number is shown in one of the pictures.

Someone with the Conversion manual can verify suitability.

I believe it is a suitable engine for conversion based on the serial number.

I would prefer to not bring it unless there is a high probability of selling it, as I will need to haul

on a trailer.

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Permalink Reply by Todd Osborne on September 13, 2014 at 11:11pm

I don't have a manual to look up the good numbers, so I probably won't know before the gathering. Not sure where you are, but if near Wisconsin maybe we could work something out later.

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Permalink Reply by Brenda Smith on September 14, 2014 at 6:42am

We are located in SW Missouri, about 250 miles from Mexico.

We have friends whom have built two Zenith aircraft (601 and 650) with WW Corvair Power.

They reviewed the numbers and say they fall in the recommended series for modification.

Perhaps someone monitoring the blog could check their reference manual to confirm. 

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Permalink Reply by Todd Osborne on September 14, 2014 at 7:24am

Thanks for looking into this. From my research, which admittedly is being done without Wynn's book, it would appear the case would work, but the heads may be an issue. Seems that the 95HP heads are considered the SMOG heads and not ideal for conversion. But, the lower horsepower could also be due a different cam they used in these years. So it would be risky. Are you flexible on price, since it would be somewhat of a gamble? Also, I will be picking up a tail kit while there. I think both would fit in my truck, but can you measure the width and length on the crate? Thank you very much.

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Permalink Reply by Brenda Smith on September 14, 2014 at 4:39pm

The shipping box measures 42" X 32" X 21" High

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Permalink Reply by Todd Osborne on September 15, 2014 at 3:54pm

Thank you. I found one a bit closer and a bit cheaper that I think I will go with. I do wish you luck selling it, sounds like it could be a great start for someone.

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Permalink Reply by Bob Pustell on September 15, 2014 at 9:43pm

95 HP smog heads (open dome combustion chamber) are NOT suitable for aircraft conversion. (The smog engines also had a belt driven air pump to put air into the exhaust manifold.) 95 HP "normal" engine heads make a great aircraft conversion head - they are lower compression but still have a "squish zone" to help control detonation. There are numbers cast into the end of the heads -- that will tell you if the head is useable or not for conversion. The bottom ends are all the same from 65 on and can be used. 64 engines can be used but the 64 heads must be used with 64 cylinders. They complicate things so it is easier to stick with a 65 or later core. If you find a really nice 64 core you can use it but will need to be sure to use compatible parts. 63 and earlier are no good for our needs.

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Permalink Reply by Todd Osborne on September 15, 2014 at 11:29pm

Thanks for posting this Bob. The one I found is a 110HP, though uncertain right now about the year. The guy that owns it is very familiar with WW and has sold several cores for aircraft conversion. Says the one he has would be perfect, but won't know for sure until next week. I will be attending the Corvair session at the gathering later this week. More knowledge needed...

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Permalink Reply by Bob Pustell on September 16, 2014 at 4:19pm

the 110 HP heads work well also, Todd. They end up being higher compression than the non-smog 95 HP heads which makes it harder to safely burn automotive premium fuel. If planning to use Avgas only, 110 HP heads are fine. If the engine is a 1964 110HP you must use 1964 cylinders with it. If it is a 1965 or later 110 HP you can use any cylinder from 1965 and on with them. Anything 1963 or earlier is a no-no.

If you want the option of burning automotive premium fuel, you really want the 1965 and later 95 HP non-smog heads. If planning Avgas only, then 110's are good too.

You then want to have those heads reworked to WW specs by Falcon machine or by "Brother Roy" of the Corvair Consortium. Don't go with a local valve job by "some guy who knows Corvairs" because he does not know how to build an aviation head for a Corvair.

When you go to the Corvair sessions, buy WW's conversion book. It gives all the particulars of engine numbers, head casting numbers, etc. By the way, just because an engine has a serial number that says it has 110 or 95 or 140 or whatever HP heads does not mean that is what the engine actually has on it now. These engines are almost half a century old and the heads can be interchanged quite easily. The only way to know for sure is to read the casting number on the end of the head and/or dismantle the engine and examine the combustion chamber. I have heard of Corvairs with two different heads on them. I have also heard of some with mismatched case halves. Strange things can happen to an engine in fourty plus years.

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