Electric conversion ! Any one who has accomplished the task??

There have been discussions of Corvair conversions in this forum, generally with plans to use the original transmission. It's worth doing a search within the forum to find them and do some reading. Most projects are not completed (and most are not even started), but there should still be some good information there.

Billkorte said:

Has anyone replaced the corvair engine with a dc motor ? And if so, is the transmission being used with the electric motor or a direct drive unit replacement of transmission?

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Yes, I have thought about that. I own a 1961 Monza 900 and I would keep the transmission and clutch. The 4 speed transmission with synchro low would be recommended. Batteries in the light weight front frunk would make Ralph Nader happy. Perhaps the front wheel cylinders from a Chevy II would help equalize braking,

Why a "DC" motor?

I'm considering a Corvair conversion myself. This person has done a very good job of it...

I though most motors in conversions were DC powered haven't seen a AC battery yet.

remy_martian said:

Why a "DC" motor?

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Series brushed, kinda old fashioned and inefficient

I guess 1990's-tech conversions are hip these days

Billkorte said:

Has anyone replaced the corvair engine with a dc motor ? And if so, is the transmission being used with the electric motor or a direct drive unit replacement of transmission?

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Mine is hooked up to the PG …. Looking to replace it with a manual. HPEVS AC-51 motor.

ampitup_co said:

Mine is hooked up to the PG …. Looking to replace it with a manual. HPEVS AC-51 motor.

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How well does your Corvair EV run with the PowerGlide? Do you have an external pump to drive the transmission hydraulics when stopped at a traffic light, or do you just start up from zero each time? I've heard that most EV conversions with manual transmission are set permanently in 2nd or 3rd gear, so there's really no need to bother with installing a shifter mechanism if you're switching from an automatic.

northcoast said:

How well does your Corvair EV run with the PowerGlide? Do you have an external pump to drive the transmission hydraulics when stopped at a traffic light, or do you just start up from zero each time?

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The controller is set to idle the motor at around 750 RPM when the car is stopped. It works pretty well, but I do think I'd prefer a manual transmission.

In other words, the torque converter is still there.

remy_martian said:

In other words, the torque converter is still there.

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My sixth EV conversion by a company in Utah has an automatic transmission with torque converter. Tried it both with an idle speed and no idle speed. Works fine either way. I would have used a manual transmission, but that's the way it came. The Park position is worth its weight in gold, for it assures the car won't roll away. Safety first.

ampitup_co said:

The controller is set to idle the motor at around 750 RPM when the car is stopped. It works pretty well, but I do think I'd prefer a manual transmission.

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Ampitup... Thanks for that tip. I have a Corvair with PG and have been hearing mixed reviews regarding EV conversions. Sounds like it works OK.

There's a whole thread about powerslides, their conversion thereof and assorted issues at stops, plus care and feeding. Mizlplix is the author.

piotrsko said:

There's a whole thread about powerslides, their conversion thereof and assorted issues at stops, plus care and feeding. Mizlplix is the author.

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Thanks... I'll take a look.

northcoast said:

Thanks... I'll take a look.

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Note that the Corvair PG is not quite the same as a GM PG.

I know there's no 'Park' function. What else is different?

Learned something new looking into this one, including the "switch-pitch" torque converter of the Turboglide:

"Corvair Powerglide was an all-new design, but borrowed a couple small parts from Chevrolet Turboglide and its operating concept is very similar to conventional Chevy Powerglide. Aluminum Powerglide, introduced in the conventional Chevrolet models in 1962 (starting with Chevy II) incorporated many features pioneered by Corvair Powerglide, scaled up slightly for the larger passenger car and light truck lines."

remy_martian said:

Learned something new looking into this one, including the "switch-pitch" torque converter of the Turboglide:

"Corvair Powerglide was an all-new design, but borrowed a couple small parts from Chevrolet Turboglide and its operating concept is very similar to conventional Chevy Powerglide. Aluminum Powerglide, introduced in the conventional Chevrolet models in 1962 (starting with Chevy II) incorporated many features pioneered by Corvair Powerglide, scaled up slightly for the larger passenger car and light truck lines."

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en.m.wikipedia.org

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Thanks! So the Corvair PG influenced the larger models instead of the other way around.

northcoast said:

I know there's no 'Park' function. What else is different?

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The biggest difference is simply the placement and connection of components. The output is at the rear of the main transmission section, but that is into the final drive (differential) housing that is directly attached, rather than to an open shaft. The torque converter is mounted to the engine but that's behind everything else instead of in front, so hollow shafts are used to take the drive into the transmission. That arrangement changes major shafts and every housing.

northcoast said:

Thanks! So the Corvair PG influenced the larger models instead of the other way around.

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I think that the article is saying that the path of evolution was original Chevrolet Powerglide, then Turboglide, then Corvair Powerglide, then aluminum Powerglide... but the point is that while all are related they're not quite the same so specific parts and modification techniques for one may not work for the others. The details would need to be verified before assuming anything about a modification.