The ZF transaxle has many advantages when compared to the Corvair unit. The Corvair was a rear-engine vehicle. It had an air-cooled, flat-six cylinder engine located at the very rear of the car. In this configuration, the gearbox section of the transaxle was located in front of the rear axle centerline. To keep the overall cost of building a Valkyrie kit as low as possible, Fiberfab used an adaption method that allowed the V8 engine to be bolted to the end of the transmission section which, remember was forward of the axle centerline. An unfortunate side effect was that the engine was about 12 inches farther forward than it ideally should have been. At that time (late 60’s, early 70’s) there were very few other transaxles available at a reasonable cost that could have been used. The ZF 5-speed unit which was available, and one of the few that could handle the torque of a V8 engine, would have cost more than the Valkyrie kit itself. In fact, Fiberfab did advertise a turn-key version of the Valkyrie that included a 427 big block V8 and a ZF 5-speed transaxle for $12,000!
In the ZF 5-spd, both 4th and 5th gears are overdriven and the limited slip differential has a 4.22:1 ratio in most of the Pantera configurations.
After studying a Pantera parts and service manual, I designed a similar rod-style shift mechanism that uses four U-joints (of the same type typically used in steering shafts).
In addition to extensive modifications to the frame and new shift linkage, numerous other changes were also required, including a new fuel tank, which had been located just behind the engine (see image). Additionally, the exhaust system, the seating position, and the rear suspension were all redesigned as a result of switching to the ZF transaxle..
Next: Improving the seats
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