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402
TECHNICAL SECTION
ENGINE SWAPPING
Nearly any swap is possible as all bell housings bolt to all differentials, (clearance causes a problem for air cleaners and Turbos if 140 or Turbo is put
into a Wagon or Van). The following are the main things that must be changed going from early (1960-64) to late (1965-69) OR late to early.
1. Engine shrouds 4. Rear engine mount bracket
2. Generator/alternator adaptor (have a new gasket) 5. Inlet fuel lines
3. Generator/alternator and regulator
1964-69 Crank into a 1960-63 Block?
1. You must use a 1964-69 camshaft with narrow lobes.
2. There are several areas of the block walls that have to be ground to allow for the longer stroke (nothing fancy – could be done with a
grinding wheel.
3. Cylinders – you must use the 1964-69 style cylinders that are notched at the bottom (again can be done with a grinding wheel).
PG ENGINE INTO STANDARD – or VICE-VERSA
This is also an easy swap (if you are also changing from early (1960-64) or late (1965-69) – see above). The following parts should be considered
whichever way you are swapping.
1. P.G. or standard bellhousing (have a new seal and gasket).
2. Clutch pilot bushing in the end of the crankshaft has to be removed for a P.G. and installed for a standard.
3. Install clutch or torque converter parts as apply.
SWITCHING TRANS. & DIFFERENTIALS
With transmission be sure to get input shaft and transmission front crossmember. There are many possibilities here and I suggest purchasing "Keep Your
Corvair Alive" – SEE PAGE 249, which has a section on this. The most often asked question is – Does a 1965-69 differential work in a 1960-64? – Not
suggested – as no speedo and right side axle may not go in far enough. NO – A 1960-64 won't work in a 1965-69.
1961-65 4-SPEED INTO 1960-64 – This can cause trouble! even if the car had a 3-speed.
The 4-speed main crossmember was "cut out" and welded back to allow for the front of the 4-speed (which was longer than the Powerglide or 3-speed).
As well as the special large main crossmember be sure to get the 4-speed small crossmember (that bolts to the 4-speed). Yes, if worse comes to worst
you can cut out and modify the large crossmember.
POWERGLIDE TO STANDARD
This is a common switch and is not too hard BUT I personally suggest you get a parts car that you can have next to your car while doing this switch. No
matter how carefully a person tries to strip a car in the junkyard they usually leave some part they need!
FLEX PLATE – The 1960-63 PG flex plate has a slightly different contour from the 1964-69. How do you tell? The 1964-69 had a small hole next to
one of the 6 crank bolt holes. The 1960-63 just have the 6 crank bolt holes. The concave side goes against the crank gear.
PG BELLHOUSINGS & DIFFERENTIALS – The PG units have "holes" in them that are critical in cooling the torque converter. Do not use a
standard bell housing for this reason. Also do not use a PG bell housing on a standard as it is weaker.
TRANS. IDENTIFICATION These will give you a start at identifying various transmissions.
1960-65 3 SPEED – No stamped steel side cover. Has a steel cover on the top.
1966-69 3 SPEED – Heavy cast side cover, looks like a 1966-69 4 Speed except that the 4 Speed has a cast boss on the bottom that has an
expansion plug. A 3 Speed has the boss but it is solid (hasn't been drilled and plugged).
1961-65 4 SPEED – Stamped steel side cover, but check that your input shaft engages (12 splines or 14 splines!)
1966-69 4 SPEED – Heavy cast side cover. (See 1966-69 3 Speed above).
LENGTH OF TRANS. INPUT SHAFTS
Be sure you have the right transmission input shaft. This chart gives the approximate lengths and number at the transmission end. The shaft must match
the transmission. New Shafts – page 128.
Lengths
+ or - 1/16"
YEAR 4 SPEED 3 SPEED # OF SPLINES
1960 Not Available 21 3/4" 12 .620" diameter
1961-63 23 1/4" 21 3/4" 12 .655" diameter
1964-65 23 1/4" 21 3/4" 14
1966-69 24 3/8" 24 3/8" 14
REPLACED TRANS, MOUNT – ENGINE STILL SAGS?
If you have replaced your front transmission mounts and the engine/transaxle still seems to lean to one side, remove the small crossmember that bolts
to the transmission and check if the holes have elongated. These bolts can loosen and wear the upper side of the hole.
402TECHNICAL SECTIONENGINE SWAPPING Nearly any swap is possible as all bell housings bolt to all differentials, (clearance causes a problem for air cleaners and Turbos if 140 or Turbo is put into a Wagon or Van). The following are the main things that must be changed going from early (1960-64) to late (1965-69) OR late to early. 1. Engine shrouds 4. Rear engine mount bracket 2. Generator/alternator adaptor (have a new gasket) 5. Inlet fuel lines 3. Generator/alternator and regulator1964-69 Crank into a 1960-63 Block? 1. You must use a 1964-69 camshaft with narrow lobes. 2. There are several areas of the block walls that have to be ground to allow for the longer stroke (nothing fancy - could be done with a grinding wheel. 3. Cylinders - you must use the 1964-69 style cylinders that are notched at the bottom (again can be done with a grinding wheel).PG ENGINE INTO STANDARD - or VICE-VERSAThis is also an easy swap (if you are also changing from early (1960-64) or late (1965-69) - see above). The following parts should be considered whichever way you are swapping. 1. P.G. or standard bellhousing (have a new seal and gasket). 2. Clutch pilot bushing in the end of the crankshaft has to be removed for a P.G. and installed for a standard. 3. Install clutch or torque converter parts as apply.SWITCHING TRANS. & DIFFERENTIALSWith transmission be sure to get input shaft and transmission front crossmember. There are many possibilities here and I suggest purchasing "Keep Your Corvair Alive" - SEE PAGE 249, which has a section on this. The most often asked question is - Does a 1965-69 differential work in a 1960-64? - Not suggested - as no speedo and right side axle may not go in far enough. NO - A 1960-64 won't work in a 1965-69.1961-65 4-SPEED INTO 1960-64 - This can cause trouble! even if the car had a 3-speed.The 4-speed main crossmember was "cut out" and welded back to allow for the front of the 4-speed (which was longer than the Powerglide or 3-speed). As well as the special large main crossmember be sure to get the 4-speed small crossmember (that bolts to the 4-speed). Yes, if worse comes to worst you can cut out and modify the large crossmember.POWERGLIDE TO STANDARDThis is a common switch and is not too hard BUT I personally suggest you get a parts car that you can have next to your car while doing this switch. No matter how carefully a person tries to strip a car in the junkyard they usually leave some part they need!FLEX PLATE - The 1960-63 PG flex plate has a slightly different contour from the 1964-69. How do you tell? The 1964-69 had a small hole next to one of the 6 crank bolt holes. The 1960-63 just have the 6 crank bolt holes. The concave side goes against the crank gear.PG BELLHOUSINGS & DIFFERENTIALS - The PG units have "holes" in them that are critical in cooling the torque converter. Do not use a standard bell housing for this reason. Also do not use a PG bell housing on a standard as it is weaker.TRANS. IDENTIFICATION These will give you a start at identifying various transmissions. 1960-65 3 SPEED - No stamped steel side cover. Has a steel cover on the top. 1966-69 3 SPEED - Heavy cast side cover, looks like a 1966-69 4 Speed except that the 4 Speed has a cast boss on the bottom that has an expansion plug. A 3 Speed has the boss but it is solid (hasn't been drilled and plugged). 1961-65 4 SPEED - Stamped steel side cover, but check that your input shaft engages (12 splines or 14 splines!) 1966-69 4 SPEED - Heavy cast side cover. (See 1966-69 3 Speed above).LENGTH OF TRANS. INPUT SHAFTSBe sure you have the right transmission input shaft. This chart gives the approximate lengths and number at the transmission end. The shaft must match the transmission. New Shafts - page 128.Lengths+ or - 1/16"YEAR 4 SPEED 3 SPEED # OF SPLINES1960 Not Available 21 3/4" 12 .620" diameter1961-63 23 1/4" 21 3/4" 12 .655" diameter1964-65 23 1/4" 21 3/4" 141966-69 24 3/8" 24 3/8" 14REPLACED TRANS, MOUNT - ENGINE STILL SAGS?If you have replaced your front transmission mounts and the engine/transaxle still seems to lean to one side, remove the small crossmember that bolts to the transmission and check if the holes have elongated. These bolts can loosen and wear the upper side of the hole.

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