This is a schnieder cammed,ported Vega engine on 12 PSI Boost. It uses a Corvair Corsa turbo in a "draw through" design.
The rubber hose you see expanding and contracting is just a radiator hose we used to fire it up. That is being replaced with hard tubing.
The nasty idle is the cam..I am going to have to run it at about 1000 rmp idle.
Boost comes on at 1200rpm. Any questions,just email me.
I have been keeping Vega engines in vegas for years.
Auto Mechanics: Water Cooled Engines: "Water Boy" 1936 Chevrolet 11min
more at http://auto-parts.quickfound.net/
"A DRAMATIZATION OF THE COOLING SYSTEM OF THE AUTOMOBILE, SHOWING HOW THE
WATER CIRCULATES AROUND THE CYLINDERS, COOLING THEM AND IN TURN BEING
COOLED BY THE AIR DRAWN IN THROUGH THE RADIATOR."
Public domain film from the Library of Congress Prelinger Archive, slightly
cropped to remove uneven edges, with the aspect ratio corrected, and mild
video noise reduction applied.
The soundtrack was also processed with volume normalization, noise
reduction, clipping reduction, and equalization (the resulting sound,
though not perfect, is far less noisy than the original).
...Cars and trucks using direct air cooling (without an intermediate
liquid) were built over a long period from the very beginning and ending
with a small and generally unrecognized technical change. Before World War
II, water-cooled cars and trucks routinely overheated while climbing
mountain roads, creating geysers of boiling cooling water. This was
considered normal, and at the time, most noted mountain roads had auto
repair shops to minister to overheating engines....
... The subject of boiling engines was addressed, researched, and a
solution found. Previous radiators and engine blocks were properly designed
and survived durability tests, but used water pumps with a leaky
graphite-lubricated "rope" seal (gland) on the pump shaft. The seal was
inherited from steam engines, where water loss is accepted, since steam
engines already expend large volumes of water. Because the pump seal leaked
mainly when the pump was running and the engine was hot, the water loss
evaporated inconspicuously, leaving at best a small rusty trace when the
engine stopped and cooled, thereby not revealing significant water loss.
Automobile radiators (or heat exchangers) have an outlet that feeds cooled
water to the engine and the engine has an outlet that feeds heated water to
the top of the radiator. Water circulation is aided by a rotary pump that
has only a slight effect, having to work over such a wide range of speeds
that its impeller has only a minimal effect as a pump. While running, the
leaking pump seal drained cooling water to a level where the pump could no
longer return water to the top of the radiator, so water circulation ceased
and water in the engine boiled. However, since water loss led to overheat
and further water loss from boil-over, the original water loss was hidden.
After isolating the pump problem, cars and trucks built for the war effort
(no civilian cars were built during that time) were equipped with
carbon-seal water pumps that did not leak and caused no more geysers.
Meanwhile, air cooling advanced in memory of boiling engines... even though
boil-over was no longer a common problem. Air-cooled engines became popular
throughout Europe. After the war, Volkswagen advertised in the USA as not
boiling over, even though new water-cooled cars no longer boiled over, but
these cars sold well, and without question. But as air quality awareness
rose in the 1960s, and laws governing Exhaust emissions were passed, unleaded gas
replaced leaded gas and leaner fuel mixtures became the norm. These
reductions in the cooling effects of both the lead and the formerly rich
fuel mixture, led to overheating in the air-cooled engines. Valve failures
and other engine damage was the result. Volkswagen responded by abandoning
their (flat) horizontally opposed air-cooled engines, while Subaru took a
different course and chose liquid-cooling for their (flat) engines.
Today practically no air-cooled automotive engines are built, air cooling
being fraught with manufacturing expense and maintenance problems.
Motorcycles had an additional problem in that a water leak presented a
greater threat to reliability, their engines having small cooling water
volume, so they were loath to change; today most larger motorcycles are
water-cooled with many relying on convection circulation with no pump...
1971 Pro Street Chevy Vega - April 2009
1971 Pro Street Chevy Vega. For Sale or trade for your super clean 2008 or
newer Polaris Razor. Not interested in a Rhino, just a Razor. Call me and
we can work out the details. - THIS CAR IS SOLD - S
1972 Vega Pro Street
A 1972 Pro Street Vega I shot while at the Shades Of The Past Rod Run
2013.....This car has been in the family since almost new...Driven by the
current owners Dad back and forth to work for sixteen year....A cool
Car...With a cool history...check it out!!!...Make sure you follow me so
that you don't miss any of the other awesome cars I shot at this show!!
My apparel provided by:
Check them out!!!
1972 Chevrolet Vega - Hot Rod for Sale
1972 Chevrolet Vega (hatchback) Hot Rod
ENGINE: 8 Cylinder - TRANSMISSION: Automatic - TITLE: Clear
WARRANTY: None - CONDITION: Excellent - MILES: 400
EXTERIOR COLOR: Cortez Silver - INTERIOR COLOR: Black
This is an excellent example of a well built, streetable Chevrolet Vega
(Hot Rod). It has show quality good looks and it's streetable, reliable and
very fast. I'm selling it because I'm getting something else and don't have
the space for both. Details are as follows: Brand new professionally built
10:1 SBC 427 stroker-roller motor (400 miles on it), Milodon oil pan, Dart
SHP block, Eagle crank and rods, Probe pistons, ported and polished
Edelbrock Performer RPM heads and Edelbrock Performer RPM Air Gap intake,
Comp Magnum cam, Holley 750 Street HP DP carb, K&N X-treme air cleaner
system, Hooker Super Competition headers (ceramic-coated), all MSD
ignition, custom Matson's aluminum radiator with fan and trans cooler,
Continental 10" 3000 stall converter, Custom built manual reverse valve
body TH400 with a trans. brake mated to a Hurst Pro Stick shifter, aluminum
drive shaft, 12 bolt rear end with Summers axles, Richmond 3.73's and an
Eaton posi, S-10 spindles & brakes, line locks, exquisitely done 3" Exhaust to the Flowmasters and 2.5" pipes over
the axle that dump out behind the MT ET Street Radials on Centerline
wheels, 6-point padded roll cage, beautiful aluminum dash with all Auto
Meter Sport Comp gauges including a Monster tach with shift light, push
button start, all new Painless wiring, new Corbeau racing seats and
harnesses. Car has many NOS parts like parking lenses, tail lenses,
bumpers, glass, moldings and much more.
New Additions as of 09/2013: New Wilwood Forged Dynalite Pro Series 15"
front and rear brakes, new Billet Specialties "STREET LITE" front and rear
wheels, new Kumho front tires, new Mickey Thompson E.T. Street Radials, new
Motive Gear 3.08:1 rear end gears, QA1 adjustable rear coil overs, Moroso
battery switch (mounted behind license plate), and Moroso battery jumper
terminals (underneath the car).
***Correction on stats: 427ci SBC engine & 457hp and 549ft/lbs torque at
1976 Chevy Vega Kammback
Here's a rare treat! The 1975 Chevrolet Vega Kammback! Only 53,012 miles on
this thing! It boasts a 70hp 2.3L in-line 4 cylinder and a 3 speed
automatic transmission. It's a rear wheel drive car that is perfect for a
V8 swap! It also has disc brakes, bucket seats, fold down rear seats, a
roof rack, and a forward tilting hood. The car is very straight, starts
and drives good, and gets great gas mileage!
1972 chevy vega 427bbc
my vega i am building it have a full studded 427 big block with 11.5 to 1
pop ups, forged crank, closed chamber heads, roller rockers, gear drive
timing, big mother thumper cam, tunnel ram and two 660 holly carb. It hase
the hooker motor mount and trans mounts and hooker super comp headers.
trans is a built 350 with 3500 stall. car is back half with a nine nich
ford rear. is a work in progess and will post more as i do more to it.