1963 Chevrolet Corvair History
There were around 6,000 examples of the Corvair created, of which 520 were convertibles. Today, there are about 175 survivors. They were assembled in the Willow Run plant which made B-24’s during World War II. The last 3,800 were virtually hand-assembled in a remote corner of the plant. Production ended May 14th of 1969.
By Daniel Vaughan | Dec 2008
Timemagazine named it one of ‘The 50 Worst Cars of All Time.’ Ralph Nader highlighted its design flaws in his influential book Unsafe at Any Speed. Yet the Chevrolet Corvair, which faced more negative press during its lifespan than any other car of the era, continues to have a loyal following of true enthusiasts.
Different from any American cars before or since, the unique Corvair has become most notable for its flaws. The car had its merits as well, but the more agreeable facets of the Corvair have been largely disregarded by the public and held onto only by an adoring group of fans enamored with the vehicle.
A rear-engined car, the primary flaw of the Corvair sprang from Chevrolet’s inexperience with the new drivetrain layout. The Corvair was designed to be a mass-produced compact car able to compete with the incoming wave of tidy foreign vehicles. For inspiration, Chevrolet looked to the king of the compact—Volkswagen.
With a name that translates literally to ‘People’s Car,’ Volkswagen had nailed the formula for affordable and charming transportation with the evergreen Beetle. When the Corvair was introduced, it borrowed heavily from the Beetle. Like the VW, the Corvair used an air-cooled engine mounted at the rear, with a trunk located up front. The Corvair also used a swing-axle rear suspension similar to the Volkswagen’s. While VW had many years to perfect its engine and suspension, Chevrolet jumped right in with the Corvair. With no real experience making such cars, Chevy’s new compact was bound to have some serious teething issues.
When it debuted for the 1960 model year, the Corvair suffered from grave problems. Its rigid steering column was aimed just right to impale unlucky drivers when the cars were involved with collisions. The car’s most notable fault, though, came from its suspension design. Though the light and underpowered Volkswagens could use a similar design without serious problems, the heavier and more powerful Corvairs developed dangerous handling characteristics due to the use of a swing-arm rear suspension.
Under hard cornering, the inside rear wheel of Corvairs had a tendency to tuck. When this happened, and it happened often, the cars became uncontrollable. With barely any surface area gripping the road at the back of the car, a tucked wheel could easily cause a spinout. Even worse, many cars would roll over when the suspension gave out in a turn.
Chevrolet recognized the problem and began working to remedy it as early as 1962. For 1964, a transverse spring was installed to compensate for camber changes under cornering. By 1965, with the introduction of the second generation Corvair, an entirely new suspension design had replaced the flawed swing-axle layout. Salvation came late, though. Also released for 1965 was Ralph Nader’s book Unsafe at Any Speed that targeted the glaring problems of the early Corvairs. The improved models were hurt by the infamous reputation of their predecessors. Sales slowed to a trickle, and production was ended after the 1969 model year.
Despite the follies of the early cars, there was plenty to like about the Corvair. Its styling was crisp and clean with a sporting flair that couldn’t be seen on other American compacts. The forward slanting nose with its four small headlights and absence of a grille looked distinctive and fresh. The car’s lines were taut and athletic, a welcome step away from the American excess of just a few years prior.
Later Corvairs, with their improved rear suspensions, offered engaging driving dynamics. The improved handling made Corvairs fun cars in the corners. The air-cooled, aluminum flat sixes were versatile engines. Offered in 145ci and 164ci displacements, they produced anywhere from 80 to 180 horsepower. More affordable trim levels, like the 500 and 700, made due with less power while the sportier Corsa, Monza, and Spyder trims were all given more gusto. Four carburetors were offered on some models, and for the 1965 and 1966 model years there was even a turbocharged variant of the 164ci engine. It was this turbo engine that, when ordered in the Corsa, put out a hearty 180hp at 4,000rpm. The relatively light weight of the Corvair coupled with such power provided astounding acceleration. The ¼ mile could be achieved in the 13-second range.
Ushering in such innovations in an American car was a brave move for Chevrolet. The Corvair had dire flaws—problems that ultimately led to the car’s end. It represented Chevy’s willingness to take risks, though, and in doing so showed that the American car industry could step outside its bounds and create its own distinctive brand of transportation to take on a new class of cars from all over the world. With the support of a large group of admirers who continue to voice their praise over the cynics’ criticism, the Corvair has become the car world’s most successful failure.
The car is now stripped of paint and ready for repair of all the previous repairs that were done and not done correctly.
All the metal repair has been completed and the body skim coated with filler. The car gets a coat of epoxy sealer and a couple of coats of primer to help give us a base to block sand down and get all the panels nice and flat.
The body has been completed and the paint is on the car. Now we are ready for the color sanding process.
The Corvair has moved from the paint shop back to the restoration shop for assembly. The paint is fantastic and re-assembly has begun. The trunk has been completed and the interior heat ducting and some sound deadening has been completed.
Assembly is progressing with the installation of the dash components, the glass and the assorted trim items. The windshield will be installed soon as well as the carpet, seat belts and radio.
The Corvair has had the interior completed and will be going to the Trim Shop for the convertible top installation.
The Corvair is back from the trim shop with a beautiful new top.