[FC] UltraVan cylinder head temperatures

Wed May 13 09:57:12 EDT 2015

I am using Dakota Digital cylinder head gauges with the "J" type probes 
in the 140 heads in the stock location.  The temps run 340 F with the 
lower shrouds on ambient temps in the 60s.  With the lower shrouds off 
and 100 F ambient temps the cylinder temps run 310 F.  I do run Clarks 
Ultimate headers.  I use a 1961 style fan and top shroud.  By-the-way, 
wind is more important factor in cylinder head temperatures than road 
grades.   With 64 sqft of frontal area and a coefficient of drag of  
0.85, wind is not your friend.
Jim Davis

On 5/13/2015 8:17 AM, Eric Lucas via Corvanatics wrote:
> Jim,
>   
> At what high temperature does the engine stabilize? That sounds like a real torture test. Very impressive!
>
> Eric in Indiana
>   
>> Date: Tue, 12 May 2015 22:09:25 -0500
>> To: corvanatics at corvair.org
>> Subject: Re: [FC] Springs for "working" Rampside
>> From: corvanatics at corvair.org
>>
>> I just had to comment.
>>
>> We (the wife and I) have driven 5,400 lb UltraVan for just over 180,000
>> miles in the last 15 years.  It is Corvair powered with Corvair
>> PowerGlide.  It is true than bone stock Corvair engines won't live for
>> long in an UltraVan if driven at Interstate speeds.  There are a
>> multitude of performance parts available that will allow the little 164
>> cuin engine to survive.  Proof is the 180 mile drive from Grand Junction
>> to the Eisenhower Tunnel on I-70.  It is a 180 mile trip with an
>> elevation change from 4,600 ft to 11,150+ ft.   Average speed is about
>> 45 mph (4,400 rpm in low range) so it takes about 4 hours in an
>> UltraVan.  The only time the gas petal is not on the floor is passing
>> through Vale. We have made that run four times in UltraVan #388.
>> By-the-way, all four times my wife was driving.
>> On 5/12/2015 8:36 PM, Joel McGregor via Corvanatics wrote:
>>> Doc,
>>>
>>> If the Corvair engine is such a weak link how do you think all those UltraVans manage?
>>> I don't know firsthand but I've always been told that people didn't like the 102 in automatics or FCs because it didn't have much bottom end.
>>> I've personally run a stock Corvair engine at full throttle for 30 minutes at a time often in 100 degree plus temperatures.  Did it every Saturday on the way to work for a couple of years with no problems.
>>> Yes, detonation, pre-ignition, knock or whatever will quickly destroy most engines and the 102 and it's higher compression is more prone to it.
>>>
>>> Hank,
>>>
>>> Be sure to de-flash the heads.  It will make it run considerably cooler and leave the bottom shrouds off unless the weather is cold.
>>>
>>> Of course we are answering questions you didn't ask but here's one that is related -  wider 15" wheels and appropriate tires help the FCs a bunch with handling loaded or not.
>>>
>>> Joel McGregor
>>>
>>> -----Original Message-----
>>> From: Corvanatics [mailto:corvanatics-bounces at corvair.org] On Behalf Of Doc via Corvanatics
>>> Subject: [FC] Springs for "working" Rampside
>>>
>>> Hank,
>>>    
>>> It doesn't appear so but looking at the  specs for the Rampside, it is a
>>> 3/4 ton pickup.  However, consider that  this rating is based on the ability of the suspension and frame to carry the  weight.  You do the math on what topsoil weighs.  On the other hand,  you need to be concerned about the drive train.  Even "in the day,"  the FCs had a tendency to fry motors.  This was partially due to the poor  aerodynamics of the FCs when driven at speed but also that people would overload  the trucks and not pamper them while driving.  An air cooled aluminum  engine is not as forgiving as an iron water pumper.  In  short, the suspension and frame were up to the task but the drive train and  especially the motor were weak links.  You can easily overload the drive  train without overloading the suspension.
>>>    
>>> This motor problem is especially a concern with certain  motors.  I have a
>>> 102 HP FC engine.  These motors are extremely rare  and for good reason.
>>> Very few of them were made and very few of those  survived.  This is because the 102 HP motors fried very quickly in real  world use so Chevy eliminated them as an option early on.  Because of the  high compression ratio, the motors would overheat and knock themselves to death  when driven fully loaded.
>>> I will modify my 102 HP motor with lower  compression heads before I install it.
>>>    
>>> Doc
>>> 1960 Corvette, 1961 Rampside Pickup, 1962 Rampside Pickup,  1964 Spyder coupe, 1965 Greenbrier, 1966 Canadian Corsa turbo coupe, 1967 Nova  SS, 1968 Camaro ragtop.
>>> ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
>>>    
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>>>
>>>
>>
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