Clutch & Brakes
My preference for activating the clutch was to use a hydraulic set-up, so I found a slave cylinder and fabricated a mounting bracket to hold it. I mounted the clutch master midway on the firewall and changed the arm that pulled on the stock clutch cable. The new arm is stronger and welded at a different angle to align properly with the clutch master. I also reinforced the bracket for the plastic pivot shaft bushing with a strong piece of angle stock due to the extra force needed to disengage the stronger Porsche pressure plate.
As part of the Version 2.0 project, I made a new bracket to tuck it up out of the way behind the skid plate. Unfortunately, I am stuck with the physics of the stock Corvair pedal travel, master/slave volume and pedal pressure. I can only get into first and reverse with the clutch all the way to the carpet, with very stiff pedal pressure. This is a focus area for the future!
The front brakes were sourced from a Corvair supplier and use the common GM mid-size metric calipers and a stout 1/4" steel adapter plate. A new set of stock front hard lines and braided steel flex lines were all that was needed for the front brakes.
In the rear I ended up building a custom set-up of my own using GM mid-size metric calipers with integral parking brakes and S-10 2WD rotors. I mocked-up the brackets with cardboard before making the final ones from aluminum. I also added a dual master cylinder/power brake booster and Wilwood proportioning valve. I also installed a nice Lokar floor lever for the parking brake to complete a real clean and functional system.
My preference for activating the clutch was to use a hydraulic set-up, so I found a slave cylinder and fabricated a mounting bracket to hold it. I mounted the clutch master midway on the firewall and changed the arm that pulled on the stock clutch cable. The new arm is stronger and welded at a different angle to align properly with the clutch master. I also reinforced the bracket for the plastic pivot shaft bushing with a strong piece of angle stock due to the extra force needed to disengage the stronger Porsche pressure plate.
As part of the Version 2.0 project, I made a new bracket to tuck it up out of the way behind the skid plate. Unfortunately, I am stuck with the physics of the stock Corvair pedal travel, master/slave volume and pedal pressure. I can only get into first and reverse with the clutch all the way to the carpet, with very stiff pedal pressure. This is a focus area for the future!
The front brakes were sourced from a Corvair supplier and use the common GM mid-size metric calipers and a stout 1/4" steel adapter plate. A new set of stock front hard lines and braided steel flex lines were all that was needed for the front brakes.
In the rear I ended up building a custom set-up of my own using GM mid-size metric calipers with integral parking brakes and S-10 2WD rotors. I mocked-up the brackets with cardboard before making the final ones from aluminum. I also added a dual master cylinder/power brake booster and Wilwood proportioning valve. I also installed a nice Lokar floor lever for the parking brake to complete a real clean and functional system.
