V8 REGISTRY - 31 YEARS OF CORVAIR DRIVETRAIN CONVERSIONS
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  • Members Vehicles
    • Randy Abercrombie - Gray, Ga
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      • More Ron Barbee pictures
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    • Kevin Baxter's V8 Coupe
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    • John Bianchi - Pasadena, Ca
    • John & Cory Black - Moon Twnshp, Pa >
      • John & Cory Black - Transaxle
      • John & Cory Black - Hot Rod Magazine
    • John Blagg - Pendleton, Oregon
    • Mark Blakey
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    • Trey Bosson - Wellsville, NY
    • James Bottoms - Kamloops, B. C., Canada
    • Russ Brandenburg >
      • Russ's new Project - Starting October, 2014
      • Russ Brandenburg's Kelmark V-8 Coupe
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    • Jim Briggs- Visalia, California
    • David Brown - Lexington Park, Md
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    • Bob Brownell - New Project >
      • Bob Brownell - Laramie, Wy
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    • Michael Bruno
    • Sam Buck - Prescott, Arizona >
      • Sam Buck's Kelmark V8 Coupe
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    • Ron Butera - Rochester, N.Y.
    • Dave Button - Groton, NY
    • Mike Callahan - Anderson, South Carolina
    • Billy Cannon - Goodwater, Al
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    • Eric Cooprider - Terre Haute, Indiana
    • Mike Corbett - Miles City, Montana
    • Jeffrey Corton - Chesapeake, Virginia
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    • Ryan Counterman's Kelmark Coupe >
      • Counterman Corsa Project
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    • Karl Cozad - Rear Engine V8
    • Bill Crawford - Oak Ridge, North Carolina
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    • Cary Eisenlohr - Signal Hill. Ca
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    • Archibald Evans >
      • Archibald Evans
      • Archibald Evans's Mid Engine V8
    • George Evans - Franktown, Co >
      • Car and TV Shows
      • Interior
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    • Kevin Fahy - Huntsville, Alabama
    • Dennis Feragen - Anacortes, Washington
    • Mike Firestine - Grayling, Michigan
    • Gerald Fisk - Auburn, Washington
    • Mike Floyd - Frisco, Texas
    • Don Frank - Kaukauna, Wisconsin
    • Ken Freeman - Tulsa, Oklahoma
    • Charlie Friend - Alamogordo, New Mexico >
      • Charlie Friend' s 200+ mph Corvair
    • Chet Galek - Randolph, NJ
    • Randy Garren - Victorville, California >
      • Earl Fetterman - Dauphin, Pa
    • Dennis Gauerke - Hortonville, Wisconsin
    • Dean Gemberling - Columbus, Georgia >
      • Dean Gemberling - '65 Monza
      • Dean Gemberling - V8 Rampside
    • Dan Getchel - Stanton, California
    • Lonnie Gilbertson - Milwaukie, Oregon >
      • Lonnie Gilbertson - Wheel Clearance Measuring Device
      • Lonnie's Sheet Metal
    • John Given - Oak Hill, West Virginia
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    • Bob Glick - New Hartford, Iowa
    • Al Goldstone's V8 Coupe
    • Jaime Gonzalez - Alta Loma, California
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    • JB Granger - Cumming, Georgia >
      • J.B. Granger's Awards and Articles
    • Dennis Gray - Mukilteo, WA
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    • Karl Hardy - Deltona , Florida
    • Doug Hargrove - Modesto, CA >
      • Doug Hargrove's Heating & A/C
      • Doug's Mission To Proper Cooling
    • Rick Harland - Trenton, On Canada
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    • John Hawley - Crown V8 Coupe
    • John Hawley - St Joseph, Mi
    • Richard Haworth - Midlothian, Virginia
    • James Hayes - Dallas, Texas >
      • Jim Hayes's Monza Project
    • Scott Heller - Burlington , Wa
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    • Brandon Henny - Nobleboro, Maine
    • Jason Hewitt - Easton, Pa
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    • Ken Klassen - Calgary, Alberta B.C.
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    • Don Kosanka - Chapin, South Carolina
    • Alan Koharcheck - Ivins, Utah
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    • Dale Kuykendall - Washington, Illinois
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    • Pat Lance - Fort Thomas, Kentucky
    • John Lanning - Crestwood, KY >
      • Lanning's Build Book
      • Lanning's Build Book - 2
    • James Lees - Ravenna, Ohio
    • Thomas Le May - Arroyo Grande, Ca
    • Charles Leunig - Williamson, New York
    • Mike Levine's V8 Coupe >
      • Mike Levine - Transaxle
      • Mike Levine - Mechanics
      • Mike Levine - Interior
    • Dan Lok - Battle Creek, Michigan
    • Jack Lynch - Rockhall, Maryland
    • Jay Maechtlen - El Monte, California
    • Joseph Magoto - Houston, Texas
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    • Aaron Maughan - Bountiful, Utah
    • Tony Maxson - New Buffalo, Michigan
    • Mike McCrae - Lemon Grove, Ca
    • James McCloskey - Centerburg, Ohio
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    • Freeman McCullough - Bellflower, California
    • Scott McVicker - Danville, IN
    • Christian Mejia - Thousand Oaks, California
    • Jim Mehrl - Burbank, Ohio
    • Kent Meyers - Sherburn, MN
    • Matthew Meyers - Moro, Illinois
    • Mike Meyers - Wood River, Illinois
    • Pat Miceli - St Charles, Missouri
    • Stephen Mikkelsen - Tacoma, Washington
    • David Miller - Westlake, Ohio
    • Jon Miller - Elma, New York
    • J.J. Miller
    • Richard Miller - West Covina, Ca
    • Bruce Mills - Pomona, California
    • Don Millspaugh - Hobe Sound, Fl
    • Greg Mitchell - Yucaipa, CA
    • Randy Mitchell - Marseilles, Illinois
    • Jeff Moore - Rogersville, Arkansas >
      • Jeff Moore, Rogersville, Mo
    • Jim Moore
    • Charles Morgan
    • Thomas K Morgan - Louisville, Kentucky
    • Robert Morris - Kimbolton, Oh
    • Dan Morrison - Louisville, Kentucky
    • Charles Moss - Sharon, PA
    • Nelson Munn - Pensacola, Florida
    • Matt Nall - Charleston, Or
    • Perry Nantz - Mooresville, North Carolina
    • Brian Nekvasil - Thornton, Colorado
    • Donald Nickel - Kenai, Alaska
    • Craig Nicol - Coeur d'Alene, Ida
    • Rick Norris
    • Drew Oetjen - Omaha, Nebraska
    • Phillip OGuinn - Livonia, Mi
    • Mike Olynnger - Orchard Lake, Michigan
    • Manuel Ortiz - National City, Ca
    • Mark Ortiz - Kannapolis, North Carolina >
      • Mark's Chassis Newsletter
    • Michael Ostrom - Manton, Michigan
    • Kerry Owen - Farmington, Missouri
    • John Palladini - Baden, Pennsylvania
    • Chance Parker - Scottsdale, Arizona
    • Frank Parker - Saline, Mi >
      • Building the Engine Compartment
      • The Rear Quarter Panels
      • Brakes, Suspension and Steering
    • Robert Parker - Abilene, Texas
    • Lynn Patterson - Bartlesville, Oklahoma
    • Ted Paulus - Scappoose, Oregon
    • Lloyd Perdue
    • Tom Perry - San Diego, California
    • Derek Peters - Newberg, Oregon
    • Bill Peterson - Henderson, Nevada
    • Louis Pinard - Bossier City, Louisiana
    • Luke Pitts - Urbandale, Iowa
    • Brian Poff
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    • Dave Poortinga - Loveland, Colorado
    • Sam Porteous - Westerville, Ohio
    • Peter Preus - Ridgefield, Ct.
    • Bernie Pringle
    • Kevin Rafferty - Raytown, Missouri
    • Jeff Rand - Wildomar, CA
    • Bob Ransom - Kenosee Lake Sask, Canada
    • Randy Redmond - Sierra Vista, AZ
    • Gordon Rexin - British Columbia, Canada
    • John Reynolds - Agua Dulce, Ca
    • Lee Richards - San Leandro, California
    • Johathan Richter - Las Vegas, Nevada
    • Dooee Riley - Garden Grove, California
    • Todd Robin
    • Carl Robertson - Springville, Tennessee
    • Larry Roe - Emeryville, California
    • Bill Rogers - Portland, Or
    • Howard Rogers - Westfield, NJ
    • Ron Rose - Littleton, Colorado
    • David Roth - Minden, Nevada
    • John Rowe - Calimesa , California
    • John Rowland Palm Beach Gardens, Florida
    • Chuck Rust - Los Angeles, California V8 Coupe
    • Joe Salmestrelli - Trenton, New Jersey
    • Scott Sanders - Freedom , Wisconsin
    • Aaron & Bob Sandrock - Versailles, Ky
    • Ethan Schoonover - Oregon City, Or
    • Carl Schulz - Bayfield, CO
    • Scott Seavens '65 Land Speed Car
    • Dan Sewell
    • Shaneman V8 Coupe
    • Dale Shanholtzer - Quincy, Illinois
    • James Shaw - Fullerton, California
    • Mason Shields - Louisville, KY
    • Curtis Shimp
    • David Short - Louisville, Kentucky
    • Paul Siano - Lecanto, Fla
    • David Simmons
    • Skip Smith - Grantville, Pennsylvania
    • Fred Smoyer - Solar Coupe
    • Bart Snyder - Stony Point, New York
    • Robert Snyder - Hilton, New York
    • Bob Sottos
    • Mark Spies - San Diego, California
    • Ed Steinhoff
    • Paul Strohl - Prescott, Arizona
    • James Stukenborg - Beavercreek, Oh
    • Boyd Summers - San Rafael, California
    • Sean Sutorius - Elyria, Ohio
    • Michael Svinth's Subaru Powered Coupe
    • Michael Sweeney - Carlsbad, New Mexico
    • Robert Tate - Seguin, Texas
    • Erin Tatlock
    • Bruce Tester - Glendale, Az
    • Dale Tester - Naples, Florida
    • Rod Tetrault - El Cajon, Ca
    • Larry Thomas - Pt Charlotte, Florida
    • Ron Thomas
    • Howard Trevor - Moultonborough, New Hampshire
    • Charles Troutman Jr - Phoenix, Arizona
    • Charles Troutman Jr - Glendale, AzArizona
    • Charles Troutman Sr - Phoenix, Arizona
    • Jerry Upchurch - Oregon City, Oregon
    • David Valencia - Monmouth, Oregon
    • Bruce VanHaren
    • Michael Wade - Las Vegas, Nv
    • Bill Warren - Decatur, Alabama
    • Keith Waters - Oliver Springs, Tn
    • Alan Way - San Bernardino, Ca
    • James Weaver - Rockingham, VA
    • Bruce Weeks - Easton, MD
    • Randall Weller - Reading, Pa
    • Dave Wenzlick, Toronado V8 Conversions
    • Phillip West - Alma, Michigan >
      • Phil West - '01 Build Photos
    • Cliff White - Litchfield Park, Arizona
    • Steve White - Brooklin, Maine
    • Ernest Whitley - Collinsville, Virginia
    • Gerald Whitworth - Kearney, Missouri
    • Wiley Wilhelm - Anchorage, AK
    • Richard Williams - Lake Worth, Florida
    • Chris Wills - Redwood City, Ca
    • Rick Wilson - Richmond Hill, Ga
    • Steve Wright
    • Wayne Yost, Kansas City, Mo.
    • Don Young - Millcreek, Utah
    • Tom Zimmermann's Coupe
    • Jeff Brekke's Buick Rear Engine
    • John Burkett's Mid Engine Buick V6
    • Larry Claypool's V8 Coupe
    • Unknown Rau V8 Coupe
    • Unknown Owner V8 Coupe
    • Jay Eitel's Front Engine V12
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Frequently Asked Questions

Lonnie Gilbertson - Milwaukie, Oregonhat drives people toward "Water Pumper" conversions
Lightweight cars + lots of horsepower = plenty of acceleration and speed
Weight distributions close to 50% front / 50% rear + 4 wheel independent suspension = tremendous handling
Acceleration + speed + handling = a great sports car     
 
Where can I find the parts to do a conversion?
There are not many places to purchase parts. Clarks Corvair Parts has a few of  the original parts but most will have to be sourced from individuals or buy a completed V8. Check out our VENDORS page on this site or dig around on our V8 Registry Forum.   

What is the difference between the Crown Conversion and the Kelmark Conversion?                   
The  Crown Conversion retains the transaxle in the stock location, opens up the  forward end of the transmission, and adapts the V8 bellhousing and clutch to it.  This works because the stock Corvair engine rotates in the opposite direction of  a Chevy V8.  The Kelmark Conversion turns the transaxle around 180 degrees  and uses a special bellhousing and input shaft to bolt the V8 where the stock engine would normally be connected. This makes the rotation of the differential  backwards.

What is the main advantage of the Crown Conversion?    
The Crown Conversion has a near perfect engine placement in terms of weight distribution. The Crown setup has a 40/60 to a 50/50 distribution ratio which is ideal.

What is the main disadvantage of the Crown Conversion? 
The cockpit space is limited. The driver sits somewhat close to the steering wheel and for those who are tall it can be somewhat uncomfortable.

What is  the main advantage of the Kelmark Conversion?        
The engine is mounted 11 inches further back in the car allowing for more room for the driver and the use of the stock seats.

What is the main disadvantage of the Kelmark Conversion?    
The Kelmark requires the turning of the trans-axle 180 degrees flat to the rear end and connecting it to the engine with a bell housing adapter. A stronger shaft is needed to withstand the torque of a V8. Also, since the ring gear turns backwards it requires a correction for the oiling function or a reverse cut ring and pinion gear set.  

What is a Crown four spider diff?
 In the early days Crown created a modified Volkswagen differential carrier by adding two extra pinion gears to the existing two gears which in effect lessened the load and made the differentials last longer. It was called a Beef-a-diff.  When the Crown Corv-8 was created the differential again being a weak spot was modified by adding two more pinion gears. This created a cross legged look whence the "spider" nickname was derived. Clarks Corvair Parts sells the parts to do this modification.

What is a CIDCO diff?
CIDCO, which stands for Corvair Improvement Distributing Company is owned by Bob Anderson. At one time he developed Corvair transaxles with many improvements, not only for Corvairs but the kit car industry as well. Bob improved the longevity of the differentials thru many modifications,  re-manufacture and re-engineering, along with careful assembly. This included having reverse cut ring and pinion gears made for the Kelmark  transaxle setup which ran in reverse. His setup was in great demand from the mid engine Corv-8 people. One of the trademarks of the CIDCO diff is the shoulder bolted steel plate cover on top of the
differential in place of the tin cover. At this time CIDCO  modified differentials are not available.

What do I look for in an abused differential in a V-8 Conversion?
The Corvair differential was not designed to handle more than 250 horsepower. When you put the power and torque of even a mild V8 to the stock differential, it tries to split the case from the pinion gear being forced against the ring gear. 

Is the interior Hot?   
The car is not hot with insulation and a proper engine cover in place.

Is the interior noisy
With insulation and the engine cover in place the interior is not any louder than any high performance car depending on the insulation and design.

Is there a forum where I can ask specific questions?
The Corvair Society sponsors a V8 Vair Email List. It can be found at  http://www.vv.corvair.org/mailman/listinfo/v8vairs  You can also review previous postings or post your won questions on the V8 Registry Forum (www.v8registryforum.com)

Any new or more modern innovations showing up in V8 conversions?
The newest innovation appears to be integrating a Corvette C5 differential rather than using the original Corvair differential. There are several sources showing up with adapters for both manual Saginaw 4 speed transmissions and Powerglide automatic transmissions. This setup provides several advantages - Strength and Legroom. The strength aspect comes from the fact that the C5 differential was engineered for plenty of horsepower and the legroom aspect comes from the use of constant velocity u-joints (cv joints) that allow the entire drivetrain to be positioned further to the rear of the vehicle than the Crown design. Several V8 Registry members are already running this type of setup. Here is a partial list of members who have incorporated the use of a Corvette C5 or C6 differential - 
Mark Allen - Decatur, IL
Paul Beck - Pearl, IL
John & Cory Black - Moon Township, Pa
Robert Depalo - Hot Springs, Arkansas
Lonnie Gilbertson - Milwaukie, Oregon
Mike Levine's V8 Coupe - Cumming, Georgia
Rod Tetrault - El Cajon, Ca
Phillip West - Alma, Michigan
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