Introduced in 1960, the Corvair shattered Detroit's conventional car mold. It was GM's first unit-body car mass-produced within the US. It beat Corvette to market as the first American postwar car to feature front and rear independent suspensions. And the Corvair became the first mass-produced domestic car to tout a rear-mounted air-cooled engine. That alone was staggering, to say nothing of the fact that it was also a compact car that fit snugly into a rapidly growing market.
Conventional wisdom might suggest that such an unconventional car would muster only marginal sales, but such was not the case. In just one season, dealers sold 250,007 Corvairs in three trim levels, which was good for third place behind Falcon and Rambler and well ahead of the other compacts. Though skewed by the Corvan and Rampside variants in '61, total output blossomed to 329,632 as Corvair evolved into a diversified platform. Though practical and affordable, Corvair could serve aptly as a pleasure cruiser, commuter car, family hauler and versatile truck. If that were not enough, a bona fide sports car version was offered in 1962.
When it became apparent that Ford was going to offer a 164-hp 260-cu.in. V-8 in its popular Falcon, Chevy reacted by installing a turbocharger in the Corvair. Available with other goodies under the $317.45 RPO 690 code, the Spyder package was offered only on the top-of-the-line Monza Club Coupe and convertible. Introduced in April '62, the Spyder reinforced what many Corvair owners already knew: Properly equipped--either from the factory or via a vast aftermarket accessory program--it was a respectable performance car for cheap money.
Today, these pre-pony pocket performers may not pack the grunt of an LS6 big-block, but they do offer a tantalizing power-to-weight ratio for a much more affordable entry fee. They are also supported by a devoted network of enthusiasts and parts suppliers. Having already discussed the merits of the 1964-'65 Corsa turbo (HMM #11, August 2004) we're going to scrutinize its predecessor: the Monza Spyder, of which 39,808 were built in a three-year span.
Distinctive ''Turbocharged'' emblem reminds us of the logo Buick would adopt for its turbo Regals more than a decade later. Cosmetic changes between model years were limited to minor trim variations; however, the ''Turbocharged'' engine decal was consistently included.
ENGINE
Below the louvered deck lid, Monza Spyders were similar to their more mundane brethren in that the 145-cu.in. horizontally opposed six-cylinder consisted of a cast-aluminum case mounting cast-iron cylinders, capped by aluminum heads; however, the addition of the turbocharger changed a significant number of components.
The turbocharger itself was mounted above the engine, toward the rear passenger side of the engine compartment in a draw-through configuration, pulling through a single Carter side-draft carburetor. Made by TRW, the turbo's 3-inch turbine impeller--capable of withstanding 70,000 RPM--provided a maximum 10 pounds of boost, pushing output to 150 hp, a 47 percent increase over the 102-hp normally aspirated engine. Torque was also increased by 57 percent.
Because of additional heat and forces generated by the turbo, Chevy installed stronger intake/exhaust valves and guides, a forged crankshaft, upgraded camshaft, heavy-duty pistons, beefier connecting rods, cooler spark plugs, an oil separator and a special spark advance mechanism to control detonation at high boost. In addition, the compression ratio was reduced from 9:1 to 8:1. A chromed shield over the turbine housing was added to deflect heat away from the rear-mounted spare (owners often moved the spare into the front storage space) while a manifold pressure and cylinder head temperature gauge helped drivers monitor engine conditions.
Because the Spyder package was offered only in conjunction with the Monza Club Coupe and convertible, the interior reflected the upscale appointments. The major difference lay within the instrument panel, which added a 120-MPH speedometer with trip odometer and a 6,000-RPM tach. Note the electric clock placement.
There were some upgrades made to the Spyder for the 1963 season; the engine received a revised camshaft that, despite more aggressive lobe profiles, did not affect advertised power ratings. The more significant change occurred for '64, when the piston stroke was lengthened from 2.60 to 2.94 inches, increasing displacement to 164 cubic inches. In spite of the increased displacement, horsepower output remained at 150, though the longer stroke did boost the torque rating.
What to watch for: Thanks to advances in turbocharging technology, we have become accustomed to instant power during acceleration in any gear. Not so with the Corvair. Like many early turbocharged vehicles, it has earned a reputation for having "turbo lag," feeling sluggish at lower RPM, which is particularly evident in around-town driving. Its real power band comes into play in the higher gears.
The Corvair engine and TRW turbocharger are quite durable, but the turbo unit is primitive compared to today's incarnations. There are no electronic controls or wastegate, so the system is very sensitive to variations in ignition timing. It will take some careful patience to properly tune the system for maximum power and efficiency.
TRANSMISSION
Initially, the Spyder package mandated the purchase of a four-speed manual transmission (which was actually a modified three-speed), but after three months of production, Chevrolet shifted gears itself, and instead offered a three-speed manual as standard equipment, relegating the four-speed to the options list. Unlike other Corvairs, the Spyder was not available with the Powerglide automatic. It should also be noted that, due to its rear engine/rear-wheel drive configuration, the differential was integral--technically a transaxle--with a mandated, performance-oriented 3.55:1 gearset within, regardless of which manual transmission was selected.
What to watch for: Although the three- and four-speed transaxles remained the only two units available to customers during this three-year span, the increase in displacement--and resulting torque output--for 1964 had to be countered with regard to durability and power transfer management. To accomplish this, the ratios within each of the 1964 transaxles differed from those of the previous two years. It's also been reported that some Spyder owners have tested the stress limit of the pinion gear. It is durable enough to withstand most driving conditions; however, excessive load and more tire grip have conspired to cause its failure on occasion. This is more apt to occur under extreme cases as the Corvair, even in mildly modified form, has proven to be a competitive sports car over the last 55 years.
CHASSIS
Weighing roughly 2,500 pounds, the basic Corvair configuration remained consistent since 1960. This meant the Spyder retained the unit-body's 108-inch wheelbase and 54.5-inch track width. Lack of a full frame meant a lower center of gravity.
Supporting it was a fully independent suspension system. Up front, it consisted of a wishbone/coil spring/tubular hydraulic shock arrangement. At the opposite end was the bane of several test critics: swing axles with articulated links, coil springs and hydraulic shocks. Under some load conditions, this setup left the rear wheel(s) folding under the body; more on this in a moment. Braking was left to the task of hydraulic drums on all four corners, while 13-inch wheels shod with blackwall tires concealed the system.
Like the transmission, the Spyder package initially mandated the addition of a heavy-duty suspension (that included shorter rear-axle limit straps and a front anti-roll bar) and sintered metal brake linings for improved stopping power. These were also shifted to the option chart after three months of production and remained popular selections.
What to watch for: Part of the criticism the Corvair received was due to the fact that an overwhelming number of consumers were used to big front-engine cars that provided an understeer feel while cornering. With most of the engine weight beyond the rear axles--reversing weight distribution to the tune of 38-to-62 percent front-to-rear--the Corvair presented a definite oversteer feel in corners. Improvements, both via factory and the aftermarket, solved many of the issues including the aforementioned wheel tuck. Pay attention to Chevrolet's unusual front-rear tire-pressure differential.
Period aftermarket suppliers offered anti-roll bars and rear camber compensators, as well as an Airheart disc brake conversion package. Recognizing the need for improvements, Chevy added self-adjusting brakes in 1963, and a year later, the front anti-roll bar became standard equipment, working in concert with a rear monoleaf transverse spring to increase stability.
BODY & INTERIOR
As mentioned, the Spyder option was available only in conjunction with upscale Monza Club Coupe and convertible, but for 1964 it became its own series, though only in these two body styles. Still working with the first-generation design, the overall exterior appearance of the body was not altered through '64 with the exception of minor trim variations. Visually, the Spyder added corresponding script and "Turbocharged" emblem.
Interiors were finished in standard Monza trim--chiefly vinyl-wrapped buckets seats up front and a rear bench. The latter folded down in Coupe editions. The most noticeable difference between the basic Corvair and the Spyder could be seen in the Spyder's vastly different instrument cluster. Including the aforementioned engine gauges, it also featured a 120-MPH speedometer with trip odometer and a 6,000-RPM tachometer. To help keep sticker prices low, there were a minimal number of power-operated creature comforts; even the convertible top had to be manually manipulated.
What to watch for: It's always best to inspect a Corvair's lower extremities, due to its unit-body design. Typical problem areas on the Club Coupe are behind the wheel openings and lower door-hinge pillar, as well as the floorboard. Convertibles received extra bracing within the rocker panels, which had a far greater tendency to trap moisture than coupes. Opening both doors and releasing the top can help you better determine its structural integrity. Give the doors a vertical shimmy, and if the whole car moves, you almost always have solid rocker metal below the paint.
RESTORATION & PERFORMANCE PARTS
As briefly mentioned, the Corvair, including the Monza Spyder, has both a dedicated following and a vast parts supplier network. Restoring the mechanical systems is relatively easy, and turbochargers can be rebuilt if required. Structurally, repairs have to be made via fabricated replacement sections or from parts cars; however, recently a growing number of patch panels have come on the market. Replacement interior parts have been supported by vendors for many years. Likewise, it's still relatively easy to modify the brake and suspension systems to enhance the Spyder's performance either on the open road or for track-day use.
Engine:
A TRW turbocharger added to the 145-cu.in. (or 164 in '64) flat-six was the key ingredient to the Spyder option when first offered. Drawing air through a single side-draft carburetor, it provided 10 pounds of boost and increased output to 150 hp.
Brakes:
With the exception of the first three months of Spyder production, a hydraulically operated drum-brake system was enough to stop its progress; sintered metal linings were optional. In 1964, finned rear drums were added to the system to aid heat dissipation.
Transmission:
The transmission and differential were an integrated unit, also known as a transaxle. Initially a four-speed manual was mandated, but became an option three months later when the three-speed manual became standard equipment. No automatic was offered.
Interior:
To keep sticker prices low, the Corvair--even the upscale Monza Spyder--was sparsely equipped compared to other Chevy models; although bucket seats were standard. The Spyder package and turbo unit mandated a unique instrument panel.
Chassis:
Corvair development began in 1955 when Chevy began to investigate different engine and drive configurations. Testing resulted in the unit-body design and GM-unique fully independent suspension system. The latter was redesigned in the ensuing years.
Body:
The air-cooled engine concept is the reason for the cooling louvers punched into the decklid. Convertible Spyders deserve considerable scrutinizing for corrosion, particularly within the factory-reinforced rocker panels.
WHAT TO PAY
CHEVY CORVAIR MONZA SPYDER
Add: four-speed manual transmission, 5%
HARD PARTS
Disc brake kit, front: $650 Fender, front half: $100 Floorpan, left-front: $119 Rocker panel, convertible: $76 Spyder fender script: $24 Turbo impeller: $177 Turbocharged emblem: $25 Turbo rebuild kit: $255
ENGINE
*Standard engine for 1964.
TRANSMISSION
*Upon introduction, the 4-spd man. was standard; after three months, it was optional.
DIFFERENTIAL
BRAKES
Note: Rear drums were finned in 1964.
WHEELS AND TIRES
Owner's View
Mesa, Arizona, resident Joe West has owned this 1964 Spyder--the year in which it graduated from an option package to a stand-alone model--since the summer of 1991, when he found it needing a complete restoration. His desire to keep it on the road while performing the restoration prolonged the task, but his goal was to enjoy the convertible as much as possible. Joe offered some words of wisdom for others who may be interested in obtaining an example.
"If I had to do it all over again, I would have done the restoration all at once, rather than bit by bit. The Spyder is a fun car to drive, affordable to purchase and the parts supply is both plentiful and inexpensive. It's also very reliable, but I have learned to keep a spare fan belt handy, just in case--it's cheap insurance. The support by enthusiasts and vendors alike is amazing, and there's always someone knowledgeable willing to help you out."
