![\"\"](\"https:\/\/stock.corvair.org\/wordpress\/wp-content\/uploads\/2024\/05\/Air-Hydraulics-18B-83-101-102.jpg\")
<\/a><\/figure>\n\n\n\nAusco<\/h2>\n\n\n\n
Auto Specialties Manufacturing Co. (Ausco) of St. Joseph, MI sold two hydraulic jacks capable of installing and removing the Corvair power train. When the 1960 Corvair was introduced, their offering was the D-8200. This jack was designed to be used with a car while on jack stands. Lifting range for this jack was 9 1\/8\u201d to 33\u201d and the capacity was 2000 lbs., with tilt angles of 37\u00b0 forward, 14 1\/2\u00b0 backward, and 11\u00b0 sideways. To mate with the Corvair power train, the new Corvair adapter (part number unknown) was required.<\/p>\n\n\n\n By 1962, Ausco had revised its product line and, as part of this effort, replaced the D-8200 with the A10-256. This jack was very similar to the D-8200, showing few visible differences. Like the D-8200, its capacity was 2000 lbs., but it had a slightly wider lifting range of 9 1\/8\u201d to 36\u201d. The available literature does not list tilt angles but they were undoubtedly similar to the D-8200. The Corvair adapter was now called the Corvair Engine Adapter, A19-10029.<\/p>\n\n\n\n The Automotive Division of Blackhawk, located in Milwaukee, WI sold three different hydraulic jacks for Corvair power train installation and removal. The T-7 was designed for use with a vehicle lift, had a capacity of 1000 lbs., a lifting range of 32″ to 37\u201d, and could tilt 28\u00b0 forward, 10\u00b0 backward, and 13\u00b0 sideways.<\/p>\n\n\n\n A close cousin of the T-7 was the T-2, which had been on the market before the Corvair\u2019s introduction. Blackhawk facilitated existing T-2 owners wishing to work on Corvairs by offering a TK-20 conversion kit, which added the elements of the T-7 that were missing from the T-2. The T-2 with TK-20 had a capacity of 1000 lbs., a lifting range of 32 1\/4\u201d to 72 3\/4\u201d, and could tilt 28\u00b0 forward, 10\u00b0 backward, and 13\u00b0 sideways. The image below highlights the TK-20 pieces on a T-2 jack.<\/p>\n\n\n\n The T-1, unlike the T-2 and T-7, was designed to be used with a car while on jack stands. Lifting range for this jack was 6 1\/2\u201d to 29 3\/8\u201d and the capacity was 1000 lbs. The pump handle rotated 360\u00b0 to allow operation by either hand. This jack could tilt 56\u00b0 forward, 6\u00b0 backward, and 12\u00b0 sideways.<\/p>\n\n\n\n All three jacks used the TK-701 Corvair Power Train Adapter. From the Blackhawk literature, it appears that the TK-701 was sold with the T-7 and available separately for the T-1 and T-2.<\/p>\n\n\n\n Fleet was a private label for Ausco, offered through its Edgewater Automotive Division. As such, their 5-35 jack was simply a rebranded D-8200. The same Corvair adapter (no part number) was also offered. Note: NAPA was featured in their ads as the recommended place to purchase products in the Fleet line.<\/p>\n\n\n\n Like Blackhawk, Hein-Werner offered hydraulic jacking solutions for lift and jack stand applications. Two of their jacks were designated for use with Corvair power trains, the 54 and the 61. The 54 was designed to be used with jack stands, had a capacity of 1000 lbs., a lifting range of 6 1\/4\u201d to 31\u201d, and could tilt 65\u00b0 forward, 18\u00b0 backward, and 13\u00b0 sideways.<\/p>\n\n\n\n The 61 was designed for use with a lift, had a capacity of 1000 lbs., a lifting range of 31 3\/4\u201d to 75 1\/2\u201d, and could tilt 45\u00b0 forward, 15\u00b0 backward, and 12\u00b0 sideways.<\/p>\n\n\n\n To use either of these jacks with the Corvair, the 5411 cradle was required, which is pictured with the 54 jack. This cradle appears very similar to those made by other manufacturers.<\/p>\n\n\n\n The official tool supplier to Chevrolet dealers in the \u201960s was Kent-Moore, located in Warren, MI. They manufactured all of the \u201cJ-\u201c tools seen in the factory shop manuals. K-M designed and built a hydraulic power train jack and cradle, J-8394 and J-7894, respectively, in time for the Corvair\u2019s launch.<\/p>\n\n\n\n The J-8394 was designed for use with a lift, had a capacity of 2000 lbs., and a lifting range of 38\u201d to 68\u201d. This jack had a unique tilting mechanism: A series of four long screws connecting two mounting plates allowed the cradle to move 15\u00b0 forward, backward, and sideways.<\/p>\n\n\n\n Like Air Hydraulics did with its Aerol Lift 18B, K-M promoted the J-8394 as being designed for the Corvair but useful for other auto transmissions by using other adapters they supplied.<\/p>\n\n\n\n Given that K-M was the official tool supplier for the GM, it\u2019s likely that the J-7894 Power Train Cradle is the prototype upon which other manufacturers based their designs. Certainly, the designs were all very similar. In the picture below, a knurled-knob bolt is not shown but one was included with the cradle, based on other photos in K-M literature.<\/p>\n\n\n\n Stephenson Industries of Detroit, MI offered two different solutions for Corvair power train installation and removal in their hydraulic \u201cStep-Draulic\u201d line of jacks.<\/p>\n\n\n\n The 3250 Hi-Jack was a dead ringer for the Blackhawk T-7 described earlier. According to Bob Schwensen, owner of Universal Repair in Seattle, WA, Blackhawk made jacks for several other companies so undoubtedly that was the case here. (Universal Repair is a third-generation family-owned service company for hydraulic jacks and has a literature library going back several decades.)<\/p>\n\n\n\n The 3250, which included the 7090 heavy-duty positioning carrier (\u201cK\u201d in the image below), had identical specs to the T-7: designed for use with a lift, a capacity of 1000 lbs., a lifting range of 32\u201d to 72\u201d, and could tilt 28\u00b0 forward, 10\u00b0 backward, and 13\u00b0 sideways.<\/p>\n\n\n\n The 5500 Lo-Jack had a capacity of 2000 lbs., a lifting range of 8 1\/2″ to 38\u201d, and could tilt 45\u00b0 forward, 12\u00b0 backward, and 10\u00b0 sideways. This jack could be used with the 5550 bumper lift adapter (\u201cB\u201d in the image below), to raise and lower the car for placement on jack stands.<\/p>\n\n\n\n Both jacks used the 32080 Corvair Power Train Adapter to interface with the power train. This cradle was nearly identical to the K-M J-7894, and likely could interchange since the hole spacing appears to be the same. The design of the tangs is slightly different but functionally identical.<\/p>\n\n\n\n Walker Manufacturing, of Racine, WI first started selling jacks in 1912. They purchased Ajax Manufacturing in 1929 and became the largest U.S. jack manufacturer. The jack part of the business was sold some years ago to Lincoln and the muffler part of the business to Tenneco.<\/p>\n\n\n\n Walker sold three different jacks, the J-44, J-45, and J-47. The J-44, designed for jack stand operation, was unique in its gear-driven approach. The gears provided for very fine control of pitch and roll, a great help when trying to position the ungainly Corvair \u201cUni-Pack\u201d. The J-44 had a lifting range of 8 3\/4\u201d to 26 3\/4\u201d and could tilt forward 75\u00b0, rearward 18\u00b0, and 10\u00b0 sideways. This jack had a split capacity: 500 lbs. for lifting and 750 lbs. for positioning.<\/p>\n\n\n\n CORSA member Rich Thompson explained that the J-44 went through five revisions (A through E) and the revision level can be found on the manufacturer\u2019s plate. \u201cThe AD-28 engine cradle was for use with series A, C, and E only. The head design changed a bit with series B and D.\u201d<\/p>\n\n\n\n The J-45 and J-47 were hydraulic jacks. The J-45, like the J-44, was designed for on-the-floor work, had a capacity of 1000 lbs., a lifting range of 8 1\/4″ to 27 1\/8\u201d, and could tilt 60\u00b0 forward, 18\u00b0 backward, and 12\u00b0 sideways.<\/p>\n\n\n\n The J-47 was designed for use with a lift, had a capacity of 750 lbs., a lifting range of 38 1\/2″ to 77\u201d, and could tilt 80\u00b0 forward, 18\u00b0 backward, and 10\u00b0 sideways. This jack required a \u201cmicro foot pedal adapter\u201d so that finer adjustments could be made. This adapter plus the AD-28 were sold together as AD-15.<\/p>\n\n\n\n The AD-28 cradle was very similar to other manufacturers\u2019 designs, with minor differences in the tangs. Rich commented, \u201cThe Walker cradle varied from the K-M cradle in that the rear of the cradle did not curve up like the K-M. It went out straight such that sometimes the left and right tangs rubbed up against or interfered with the thermostat doors if they were twisted or dented.\u201d<\/p>\n\n\n\n Rich also provided this word to the wise, \u201cThe cast center gear that moves on the threaded shaft in the center of the jack is subject to damage if you do not lube it properly. You can easily strip out the threads inside the cast gear causing the jack to collapse. I had that happen to me with a powertrain sitting on it for my \u201964 500 and if my hands were in the wrong place, that would have been a quick trip to the hospital. Those gears can have threaded steel inserts put into them and can be repaired at a machine shop.\u201d<\/p>\n\n\n\n While not exactly ubiquitous, the Walker J-44 jack is much more common today than the rare Walker AD-28 cradle. I believe this is because more Walker jacks were purchased for \u201cbig car\u201d transmission work than Corvair powertrain work. One \u201cbonus\u201d when buying a used Walker jack is that almost all of them come with an assortment of adapters for Ford, Chrysler, and even Studebaker & Olds Toronado transmissions, as shown in the dealer literature.<\/p>\n\n\n\n The Weaver Manufacturing Division of Dura Corporation was located in Springfield, IL and offered the WA-140 two-stage hydraulic transmission jack and WA-142 Corvair engine cradle. The jack had a capacity of 1000 lbs., a lifting range of 34 1\/2\u201d to 77 1\/2″, and could tilt 25\u00b0 forward, 10\u00b0 backward, and 12\u00b0 sideways. The lifting pad could also be slid up to 3 1\/2″ side-to-side, apparently a unique feature among the solutions reviewed in this article.<\/p>\n\n\n\n The WA-142 cradle was very similar to the other cradles discussed, with minor differences in the tangs.<\/p>\n\n\n\n The Edward J. Wudel Manufacturing Company, located in Los Angeles, CA offered two different solutions for Corvair power train installation and removal. The 711 two-stage hydraulic jack was designed for use with a vehicle lift, had a capacity of 1000 lbs., a lifting range of 32\u201d to 72\u201d, and could tilt 80\u00b0 forward, 20\u00b0 backward, and 22\u00b0 sideways.<\/p>\n\n\n\n The 700 was designed to be used with jack stands, had a capacity of 1000 lbs., a lifting range of 7 1\/2\u201d to 32\u201d, and could tilt 90\u00b0 forward, 8\u00b0 backward, and 22\u00b0 sideways.<\/p>\n\n\n\n Both jacks used the 57C Corvair Engine Adapter to interface with the power train. For some period of time, Wudel packaged the 700 jack with the 57C cradle as the 700C. Wudel also sold the 56 K-M Adapter Plate to allow the K-M J-7894 cradle to be used instead.<\/p>\n\n\n\n Wudel offered a further convenience with two engine stands designed for holding the power train once removed. The 58 stand was designed for use with the 700 jack and held the power train at a 30\u201d height while the 58-1 stand was designed for use with the 711 jack and held it at a slightly-higher 35\u201d height, necessary due to higher minimum lift height of this jack. These stands featured a portable arm on the side of the frame, which could be locked into a parallel position on either end of the engine so that items could be removed at either end, such as the bell housing. Either stand also had an open underside to allow the oil pan to be removed. Wudel also recommended use of the 50 Universal Adapter for adjusting the position of the power train while on the stand.<\/p>\n\n\n\n In later years, Wudel also sold the 70 stand for use with the 700 jack. This stand was designed for the 700 jack to sit on it and therefore add enough additional height to be usable with a vehicle lift. The stand was adjustable to provide 42\u201d, 44 1\/2″, or 47\u201d of additional height.<\/p>\n\n\n\n<\/a><\/figure>\n\n\n\n<\/a><\/figure>\n\n\n\nBlackhawk<\/h2>\n\n\n\n
<\/a><\/figure>\n\n\n\n<\/a><\/figure>\n\n\n\n<\/a><\/figure>\n\n\n\n<\/a><\/figure>\n\n\n\nFleet (Edgewater)<\/h2>\n\n\n\n
<\/a><\/figure>\n\n\n\nHein-Werner<\/h2>\n\n\n\n
<\/a><\/figure>\n\n\n\n<\/a><\/figure>\n\n\n\nKent-Moore<\/h2>\n\n\n\n
<\/a><\/figure>\n\n\n\n<\/a><\/figure>\n\n\n\nStephenson<\/h2>\n\n\n\n
<\/a><\/figure>\n\n\n\n<\/a><\/figure>\n\n\n\nWalker<\/h2>\n\n\n\n
<\/a><\/figure>\n\n\n\n<\/a><\/figure>\n\n\n\n<\/a><\/figure>\n\n\n\nWeaver<\/h2>\n\n\n\n
<\/a><\/figure>\n\n\n\n<\/a><\/figure>\n\n\n\nWudel<\/h2>\n\n\n\n
<\/a><\/figure>\n\n\n\n<\/a><\/figure>\n\n\n\n<\/a><\/figure>\n\n\n\nFloor Jack Summary<\/h2>\n\n\n\n