1966 Chevrolet Corvair UNIQUE PROJECT - Chevy 4.3l FI, Muncie Tran, Corvette IRS

1966 Chevrolet Corvair Monza Description

For sale is my 1966 Chevrolet Corvair, with over $20,000 invested.
The plan was to build an executive style 60's sedan that can travel any number of miles with no worries about overheating, air-cooled engines. I wanted to build how GM should have built the Corvair in the 60's.
Hence, I put a Chevy 4.3l in the front, mated to a Muncie 4-speed transmission, and a Corvette rear differential (removed from a 1980 Corvette).
DRIVETRAIN
The 4.3l is a cast iron block based off the Chevy 350. It sports "2.02" Vortec cylinder heads and fuel injection manifold from a 2002 S10. The short block was built by Tech Machine in Livermore, to run 10.5 compression. It also has an upgraded cam compared to stock. The rebuild cost over $2500.
The engine has a 10.5" clutch and flywheel on it, along with a brand new Novak hydraulic clutch slave cylinder.
The Muncie is a good used unit and shows usual wear on the gears, nothing excessive. It does come with a rebuilt Hurst Shifter, as purchased from previous owner.
The Corvette differential was taken apart and checked out by a diff shop in Modesto, CA. It was put back together with new seals after inspection checked out okay. There is no drive shaft, but the half shafts connecting to the trailing arms are included.
SUSPENSION/STEERING
The front suspension has completely been rebuilt with new bushings, ball joints, and tie rods back in early 2015, just right before the car was decommissioned. The shocks were also replaced at this point.
The front wheel hubs were taken apart, and the bearings were regreased/replaced as necessary.
The steering gear box was replaced with a Flaming River gear box, along with the steering shaft and coupler conversion. The column has a replacement hub also, to fit a GM-style six-bolt steering wheel. A Corvette steering leather steering wheel is now on it.
The rear trailing arms were rebuilt with new bearings and bushings. They were also cleaned up and POR-15'ed.
The hubs and spindles had their lugs replaced with longer studs to fit alloy wheels.
Most of the undercarriage, floor pans, frame rails were applied with POR-15 AND truck bed liner.
The engine mounts were added to the frame rails near the subframe. The transmission mount is temporary and will need to be redone. The differential mounts were added to the rear frame rails, and a removable crossmember was added to the front of the differential. The engine and transmission mounts were done professionally with geometry in mind.
BRAKES
The front brakes were converted to discs using the S10 conversion. The brackets alone were $100, and new rotors, pads, and calipers are now installed.
The hubs were milled to retro-fit the S10 rotors, per the conversion instructions. Again, this was professionally done by Tech Machine in Livermore, CA.
The rears stayed stock. They do have new drums, and the shoes are still fresh. The hardware was refurbished.
The bins (pics below) have brand new brake hoses and rear wheel cylinders, none of which are installed.None of the brakes are hooked up as there is no master cylinder.
WIRING
The wiring was replaced with EZ Wiring 21-Circuit Fuse Box. The gauges were replaced with quad gauges from Classic Instruments (P/N TR03SLF), which are about $560 and they are hooked up.
The center of the dash also has a RetroSound radio unit with bluetooth and USB aux. The USB/Aux combo was placed in the cigarette lighter opening.
The window regulators were fitted with power window mechanisms, and the door lock rods were fitted with door lock electric actuators. The switches, key fobs, alarm system, and harnesses are in the bins.
The taillights and headlights wiring are done, and the fuel delivery aspects are done, along with the sending unit.
The column turn signals are done, and so is the ignition switch. Everything else in the interior and windshield wiper will need to get hooked up.
The fuel injection comes with the stock harness that was converted to a standalone. It has provisions for O2 sensors, and it does have the fuse boxes. It has had its VATS, rear O2, and other smog-related provisions deleted, as it was a good running unit that was used in a dune buggy that had a 4.3l. The manuals are included.
The front lighting is wired so that all four headlights are on all the time. All four are equipped with low beams and high beams, which are HID's. All parts are included in the parts bins, including the housings.A battery box is installed in the rear.
FUEL DELIVERY
The old engine bay was retro-fitted with a brand new 1968 Mustang gas tank. The filler neck was added behind the license plate. The sending unit and the fuel pump are both internal, and are already hooked up. A correct fuel pump correct for fuel injection application is installed.
There are steel lines that run under the car, but there are no flex hoses that connect the fuel pump to the hard lines, nor from the steel lines to the fuel rail on the intake.
EXTERIOR MISCThe old gas tank lid, antenna hole, fender emblem mount holes were all welded properly then finished with body filler.
Most of the body is nice and straight, and 90% of the body work is done already and ready for primer. All glass pieces are there. I would suggest re-sealing the rear window glass and front windshield with new adhesive.
New weatherstrips are needed as well.
The front fender wells are cut as this used to be a trunk. This area will need to be refinished. The center of the floor pan is cut, and it will need a tunnel once a driveshaft is installed.
The car sits on a very expensive set of bolt-on 1967 Corvette alloy wheels. This is a $2500 set of wheels from Corvette America, bought brand new, and there is fifth one included for a spare. The four on the car are fitted with Hankook Optimos.
The fronts rub and the fenders will need to be rolled.
All windshield moldings, drip moldings, rear glass moldings, rear tail light moldings, and scuff plates are off the car but are included and labeled properly.
The chrome bumpers are also off the car, but included. They actually don't look too bad and can benefit from a mere polish and cleaning.
INTERIOR
The interior is obviously gutted. The front is fitted with ProCar racing bucket seats, while the rear is fitted with C5 Corvette seats. They are bolted to the floor pan.
There are no pedals, we considered putting a floor mounted tri-pedal set up for the clutch/brake/gas combo. Again, there is no tunnel, but the firewall is done.
All the original interior pieces are included, as we did not throw anything away. Door panels, carpet, dash, and upper windshield interior molding are there.
The headliner was NOT removed as it was recently replaced by the previous owner.
The car never came with the sun visors when we purchased it. The original seat belts are there, as are the pillar trims.
EXHAUST
The engine has exhaust manifolds that are stock cast iron.
You can buy headers for the engine, as they are readily available. But the cast irons are included, with new studs. The down pipes are included and are bung'ed for O2 sensors (already attached).
Aside from that, I have a pair of 1978-1982 Corvette ANSA mufflers, manufactured by ANSA - the maker of Ferrari exhaust. These are low mileage pieces that are SUPER hard to find.
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Final notes - The car is obviously a project. I've invested over $20,000 into parts and fabrication. The hard parts are done, and the tiny checklist items are what's needed to complete the car. Unfortunately, the shop working on the car closed down and I have lost interest in the project. I am willing to share any other information I have about the project to the buyer.
I am also willing to deliver within California, potentially even as far as Nevada for an additional fee. Aside from the car and misc. exterior and interior pieces, there are about seven to ten parts bins that are included.
Please ask questions. Selling a project car may leave out some details unintentionally. I'm completely honest and transparent with my car, but again, if there are concerns, just shoot me a message or give me a call.
$500 non refundable deposit is due within 24 hours and full payment is due within five days.
Arvin(925) 864-2127