Wikicars - User contributions [en]

Category:Electrical accessories

2008-02-05T13:21:24Z

Gzuckier:

[[Category:Technology]]

Aurora (1957 automobile)

2007-12-26T17:15:09Z

Gzuckier: deleted nonautomotive wikilinks

[[Image:aurora1957.jpg|thumb|right|Cover of magazine featuring Aurora safety car]]
:''See also the [[Oldsmobile Aurora]] from the 1990s.''

The '''Aurora''' was an [[United States|American]] [[automobile]] manufactured by Father Alfred A. Juliano, a Catholic priest, from 1957 to 1958. The Aurora is arguably the first [[Experimental Safety Vehicle]] ever made, even before the coinage of the ESV acronym. This [[safety car]] was to be available with a [[Chrysler]], [[Cadillac (automobile)|Cadillac]], or [[Lincoln (automobile)|Lincoln]] engine, built on a [[Buick]] [[chassis]]. However, the Aurora Motor Company of Branford, Connecticut, partially funded by Juliano's congregation, went bankrupt after producing just one $30,000 prototype.<ref name="nyt">"[http://www.nytimes.com/2007/12/23/automobiles/collectibles/23UGLY.html How Ugly? Put a Bag on That Car]", Jerry Garrett, [[New York Times]], December 23, 2007</ref>

Juliano had studied art before entering the priestood, and expressed a lifelong interest in automotive design. His family said that he had won a coveted scholarship from [[General Motors]] to study with [[Harley Earl]], which arrived only after he had already been ordained. He maintained his interest in automotive design, however, which he combined with a belief that there was much which could be done to make current automobiles safer. <ref name="nyt"/>

Conceived, invented and built by Juliano, the Aurora was an 18 foot long [[fibreglass]]-bodied car that was two years on the drawing board and required three years to build. The high quality of the workmanship was "astounding", particularly in the fibreglass body and the plastic windows.<ref name="nyt"/> At a retail price of $12,000.00, it would have been priced just under the most costly car in the U.S., the $13,000.00 Cadillac Eldorado Brougham. The body, said to be dent, rust and corrosion proof, was specifically designed for long distance highway travel. The vehicle had a tinted, transparent "astrodome" roof with adjustable interior metal shades. Dash controlled hydraulic jacks mounted in the frame assisted in tire changing. The spare tire, located under the hood, was mounted on a platform which would extend to lower the tire to the ground without handling. <ref name="nyt"/>

The car had many [[car safety]]-related features, novel at the time, some now routine. These features included [[seatbelt]]s, a [[roll cage]], [[Car_safety#Passive_safety|side-impact bars and collapsible steering column]], and a padded [[instrument panel]]. The placement of the spare tire under the front end [[crumple zone|served to absorb impacts]]. The most innovative safety feature, which has not been incorporated into other cars, was the ability to swivel the seats to face rearwards should a collision seem imminent. <ref name="nyt"/>

The Aurora is mainly remembered for its appearance, however, and is often cited in lists of the ugliest cars ever, frequently as the single ugliest car. This assessment is largely due to two factors, in addition to the general overwrought "swoopiness" of the car typical of the "futuristic" styling of the time: the gaping front end and the bulbous [[windshield]], both dictated by safety considerations. The bulging windshield was designed to eliminate impact with occupants' heads, in the era prior to [[air bag]]s, while the scoop-like front end served as a large, foam filled bumper, designed to scoop up not only air, but also pedestrians without injury.<ref name="nyt"/>

The prototype had a fiberglass body over a largely wooden structure built on the salvaged [[chassis]] of a [[1953]] [[Buick]], which was not adequately tested before the scheduled public unveiling in 1957 and broke down 15 times on the way to the press conference, requiring towing to 7 different garages; mainly due to clogging of the [[fuel system]], which had sat unused for the previous four years. After the inauspicious beginning of arriving hours late for its own unveiling, the car did not inspire the public due to its appearance, lack of performance, and high price, and there were no advance orders.<ref name="nyt"/>

The company's finances were called into question; Juliano stated that that had been instigated by General Motors, and compared himself to [[Preston Tucker]]. He was investigated by the IRS, accused by the Catholic Church of misappropriating parishoners' donations, and forced to leave the Order of the Holy Ghost. But in fact, he himself had gone deeply into personal debt financing the company, and eventually declared bankruptcy, forfeiting the prototype to a [[Automobile repair shop|repair shop]] as collateral for unpaid repair bills. It passed through several hands before finally being abandoned behind a Branford [[auto body shop]] in 1967. Juliano died of a brain hemorrhage in 1989.<ref name="nyt"/>

In 1993, the car was discovered by British car enthusiast [[Andy Saunders]] of Poole, Dorset, in a sketch in a book about [[dream car]]s; "It was so ugly it was unreal. I said straightaway, 'I've got to own that.'"<ref name="nyt"/> After several years of searching, he eventually tracked the car down by the name of the garage in the background of a photograph of the car, purchased it sight unseen for $1,500, and had it shipped to Britain for another $2,000. The fiberglass and wood structure of the car proved to have deteriorated terribly from exposure, as well as the interior and plastic windshield. [[Automotive restoration|Restoration]] was further complicated by a lack of adequate documentation or even photographs of the car, the absence of the late Father Juliano to assist as a consultant, and the lack of replacement parts for a prototype vehicle. However, restoration was completed in early 2005, and the car was unveiled to a newly re-astounded public at the [[Goodwood Festival of Speed]], and is now displayed in the [[Beaulieu Motor Museum]].<ref name="nyt"/>
==References==
<references/>
==External links==
*[http://www.andysaunderskustoms.com/]
*[http://www.rexfeatures.com/features/516925/ Restoration of Aurora in 2005]

[[Category:Automotive safety technologies]]
[[Category:Car safety]]
[[Category:Concept automobiles]]
[[Category:Defunct motor vehicle manufacturers of the United States]]

Aurora (1957 automobile)

2007-12-26T17:13:15Z

Gzuckier: updated according to my updating of wikipedia entry

[[Image:aurora1957.jpg|thumb|right|Cover of magazine featuring Aurora safety car]]
:''See also the [[Oldsmobile Aurora]] from the 1990s.''

The '''Aurora''' was an [[United States|American]] [[automobile]] manufactured by Father Alfred A. Juliano, a [[Catholic]] priest, from 1957 to 1958. The Aurora is arguably the first [[Experimental Safety Vehicle]] ever made, even before the coinage of the ESV [[acronym]]. This [[safety car]] was to be available with a [[Chrysler]], [[Cadillac (automobile)|Cadillac]], or [[Lincoln (automobile)|Lincoln]] engine, built on a [[Buick]] [[chassis]]. However, the Aurora Motor Company of [[Branford, Connecticut]], partially funded by Juliano's congregation, went bankrupt after producing just one $30,000 prototype.<ref name="nyt">"[http://www.nytimes.com/2007/12/23/automobiles/collectibles/23UGLY.html How Ugly? Put a Bag on That Car]", Jerry Garrett, [[New York Times]], December 23, 2007</ref>

Juliano had studied art before entering the priestood, and expressed a lifelong interest in automotive design. His family said that he had won a coveted scholarship from [[General Motors]] to study with [[Harley Earl]], which arrived only after he had already been [[ordain]]ed. He maintained his interest in automotive design, however, which he combined with a belief that there was much which could be done to make current automobiles safer. <ref name="nyt"/>

Conceived, invented and built by Juliano, the Aurora was an 18 foot long [[fibreglass]]-bodied car that was two years on the drawing board and required three years to build. The high quality of the workmanship was "astounding", particularly in the fibreglass body and the plastic windows.<ref name="nyt"/> At a retail price of $12,000.00, it would have been priced just under the most costly car in the U.S., the $13,000.00 Cadillac Eldorado Brougham. The body, said to be dent, rust and corrosion proof, was specifically designed for long distance highway travel. The vehicle had a tinted, transparent "astrodome" roof with adjustable interior metal shades. Dash controlled hydraulic jacks mounted in the frame assisted in tire changing. The spare tire, located under the hood, was mounted on a platform which would extend to lower the tire to the ground without handling. <ref name="nyt"/>

The car had many [[car safety]]-related features, novel at the time, some now routine. These features included [[seatbelt]]s, a [[roll cage]], [[Car_safety#Passive_safety|side-impact bars and collapsible steering column]], and a padded [[instrument panel]]. The placement of the spare tire under the front end [[crumple zone|served to absorb impacts]]. The most innovative safety feature, which has not been incorporated into other cars, was the ability to swivel the seats to face rearwards should a collision seem imminent. <ref name="nyt"/>

The Aurora is mainly remembered for its appearance, however, and is often cited in lists of the ugliest cars ever, frequently as the single ugliest car. This assessment is largely due to two factors, in addition to the general overwrought "swoopiness" of the car typical of the "futuristic" styling of the time: the gaping front end and the bulbous [[windshield]], both dictated by safety considerations. The bulging windshield was designed to eliminate impact with occupants' heads, in the era prior to [[air bag]]s, while the scoop-like front end served as a large, foam filled bumper, designed to scoop up not only air, but also pedestrians without injury.<ref name="nyt"/>

The prototype had a fiberglass body over a largely wooden structure built on the salvaged [[chassis]] of a [[1953]] [[Buick]], which was not adequately tested before the scheduled public unveiling in 1957 and broke down 15 times on the way to the press conference, requiring towing to 7 different garages; mainly due to clogging of the [[fuel system]], which had sat unused for the previous four years. After the inauspicious beginning of arriving hours late for its own unveiling, the car did not inspire the public due to its appearance, lack of performance, and high price, and there were no advance orders.<ref name="nyt"/>

The company's finances were called into question; Juliano stated that that had been instigated by General Motors, and compared himself to [[Preston Tucker]]. He was investigated by the [[IRS]], accused by the [[Catholic Church]] of misappropriating parishoners' donations, and forced to leave the [[Order of the Holy Ghost]]. But in fact, he himself had gone deeply into personal debt financing the company, and eventually declared bankruptcy, forfeiting the prototype to a [[Automobile repair shop|repair shop]] as collateral for unpaid repair bills. It passed through several hands before finally being abandoned behind a Branford [[auto body shop]] in 1967. Juliano died of a [[brain hemorrhage]] in [[1989]].<ref name="nyt"/>

In [[1993]], the car was discovered by British car enthusiast [[Andy Saunders]] of [[Poole]], [[Dorset]], in a sketch in a book about [[dream car]]s; "It was so ugly it was unreal. I said straightaway, 'I've got to own that.'"<ref name="nyt"/> After several years of searching, he eventually tracked the car down by the name of the garage in the background of a photograph of the car, purchased it sight unseen for $1,500, and had it shipped to Britain for another $2,000. The fiberglass and wood structure of the car proved to have deteriorated terribly from exposure, as well as the interior and plastic windshield. [[Automotive restoration|Restoration]] was further complicated by a lack of adequate documentation or even photographs of the car, the absence of the late Father Juliano to assist as a consultant, and the lack of replacement parts for a prototype vehicle. However, restoration was completed in early 2005, and the car was unveiled to a newly re-astounded public at the [[Goodwood Festival of Speed]], and is now displayed in the [[Beaulieu Motor Museum]].<ref name="nyt"/>
==References==
<references/>
==External links==
*[http://www.andysaunderskustoms.com/]
*[http://www.rexfeatures.com/features/516925/ Restoration of Aurora in 2005]

[[Category:Automotive safety technologies]]
[[Category:Car safety]]
[[Category:Concept automobiles]]
[[Category:Defunct motor vehicle manufacturers of the United States]]

Famous Cars

2007-07-18T11:45:40Z

Gzuckier: /* Racing */ first green monster was a 6

Below is a list of famous [[automobile|automobiles]]:
[[image:wiener.jpg|right|thumbnail|300px| Oscar Mayer Weinermobile]]
==Real==
===Historical===
* The Oscar Mayer [[Wienermobile]]
* The [[Popemobile]]
* The [[Moon Buggy]]

===Racing===
* [[Ford GT40]], winner of [[24 Hours of Le Mans]] race 1966 to 1969
* Swamp Rat, name of a series of [[drag racing|dragsters]] built and raced by [[Don Garlits]].
* [[Green Monster (car)|Green Monster]], name of a series of [[piston]] and jet engine [[drag racing|dragsters]] built and raced by [[Art Arfons]].
* ''Moby Dick'', nickname for the [[Porsche 935]] factory model of 1978
* [[Stanley|Stanley]], first robot car to win the [[DARPA Grand Challenge]]
* [[Grave Digger (truck)|Grave Digger]], name of a series of popular monster trucks.
* [[Bigfoot|Bigfoot]], the world's first monster truck.
* [[Panoz Q9 Hybrid]], banned from LeMans about the same time the Prius released in Japan.
* Porsche Boxster

===Land-speed records ===
{{main|Land speed record}}
* "[[La Jamais Contente]]" - The first car that reached 100 km/h.
* The [[Blue Flame]] - World land speed record holding rocket car.
* The [[Bluebird]] - Used for world land speed attempts by Sir [[Malcolm Campbell]]
* [[Green Monster (car)|Green Monster]], name of a series of jet engine land speed record cars built and raced by [[Art Arfons]].
* [[Thrust2]] - Former holder of the world land speed record.
* [[ThrustSSC]] - The world's first supersonic land vehicle.

==From fiction==
{{main|List of fictional vehicles}}
===Literature===
* [[Chitty Chitty Bang Bang]] from the book by [[Ian Fleming]]
* [[Christine]] from the Stephen King novel of the same name
* [[Rocinante]], the modified camper driven by John Steinbeck in ''Travels with Charley''
* The [[Betsy]] from the Harold Robbins novel of the same name


===Movies===
[[Image:ecto.jpg|thumb|Ectomobile from Ghostbusters]]
* [[List of James Bond vehicles|Bond Cars]] as driven by [http://en.wikipedia.org/wiki/James_bond[James Bond|007]]
* [[2054 Lexus Manglev]] - working red sports model - ''Minority Report''
* [[Lightning McQueen]] from the Disney-Pixar's 2006 film [http://en.wikipedia.org/wiki/Cars_%28film%29[Cars (film)]]
* [[Christine]] (a 1958 [[Plymouth Fury]]) from the movie of the same name (based upon the novel by Stephen King)
* [[The Mirthmobile]] from ''Wayne's World''
* [[Chitty Chitty Bang Bang (car)|Chitty Chitty Bang Bang]] from the film of the same name (based on the Ian Fleming novel)
* [[Genevieve (film)]] from the 1953 film of the same name. http://www.donbrockway.com/Genevieve%27s%20History.htm
* [[Herbie]] from ''[[The Love Bug]]'' and four sequels
* [[De Lorean]] time machine from the ''[[Back to the Future]]'' series
* The [[Ectomobile]] from ''[http://en.wikipedia.org/wiki/Ghostbusters[Ghostbusters]]''
* [[Pursuit Special]], the Interceptor from ''Mad Max''
* The [[Bluesmobile]] (a 1974 Dodge Monaco police car) from ''[http://en.wikipedia.org/wiki/Blues_Brothers[The Blues Brothers]]''
* [[Il Tempo Gigante]] from ''[[Pinchcliffe Grand Prix]]''. [http://www.caprino.no/e/pages/car.html]
* [[Peugeot 406]] [[taxicab|Taxi]] from the 1998 film ''Taxi'', the 2000 film ''Taxi 2'' and the 2003 film ''Taxi 3''.
* [[Ford Crown Victoria]] [[taxicab|taxi]] and her enemy, [[BMW 7 Series]] from the 2004 film ''Taxi''
* The Corvette from ''[[Corvette Summer]]''
* The Camaro from [http://www.betteroffdeadcamaro.com Better Off Dead]
* The Ford Mustang GT Fastback from [http://en.wikipedia.org/wiki/Bullitt[Bullitt]]
* The Shelby Mustang GT500 from [http://en.wikipedia.org/wiki/Gone_in_Sixty_Seconds_%282000_film%29[Gone in Sixty Seconds]]
* The [[Pontiac Trans Am]] From [http://en.wikipedia.org/wiki/Smokey_and_the_bandit[Smokey and the Bandit]]
* The 1970 Dodge Hemi Challenger from [http://www.imdb.com/title/tt0067927/trivia Vanishing Point]
* [[The Wraith]] - a supernatural but extremely high-tech black car featured in the eponymous film (actually the [[Dodge M4S]] [[show car]]).
* [[Cat in the Hat Mobile]]- The main conveyance of the Dr.Seuss feline classic.

===Television===
* [[The Homer]], from ''The Simpson's''
* 1928 [[Porter]] from My Mother the Car
* Al's [[Dodge]], from ''Married... with Children''
* The [[Batmobile]] from ''Batman''
* [[Ford Torino]] in Starsky and Hutch
* [[Bessie]] from ''Doctor Who''
* The [[Black Beauty|Black Beauty]] from ''The Green Hornet''
* [[Car 54]] from ''Car 54, Where Are You?''
* [[The Compact Pussycat]] driven by Penelope Pitstop in ''[[Wacky Races]]''
* The [[Wacky Races|Mean Machine]] driven by [[Dick Dastardly]] in ''[[Wacky Races]]''
* The [[General Lee|General Lee]] ([[Dodge Charger (B-body)|Dodge Charger]]) from ''The Dukes of Hazzard''
* The [[Mach Five]] from the anime ''Go Mifune'' (also known as Speed Racer).
* The [[Peugeot 403]] cabriolet from ''Columbo''
* Gladys Crabtree from ''My Mother the Car''
* The [[Grey Ghost]] from ''[[Baretta|Baretta]]''
* The Homer, Homer's ugly car from ''The Simpsons''
* [[KITT]], the talking car ([[Pontiac Trans Am]]) from ''Knight Rider''
* [[Del Boy]]'s yellow [[Reliant Regal]] Supervan in Only Fools and Horses. Later buys a 1978 [[Ford Capri|Ford Capri Ghia]], which Rodney nicknames 'The PratMobile'.
* The [[Monkeemobile]], from ''The Monkees''
* The [[Mystery Machine]] from ''Scooby Doo''
* The Flintstones' car, from ''The Flintstones''
* The [[Supercar]] was a children's TV show produced by Gerry Anderson's AP Films.
* The [[Rolls-Royce FAB 1|FAB 1]], Lady Penelope Creighton-Ward's pink six-wheeled [[Rolls-Royce]] in the Thunderbirds TV series by Gerry Anderson's AP Films.
* Ray's black 1965 [[Chevrolet Corvette|Corvette Stingray]] from the series ''Stingray''
* The [[GMC (General Motors division)|GMC]] [[van]] from the series ''The A-Team''
* The [[Dodge Viper]] RT/10 roadster and Viper GTS coupe from the series ''Viper''.
* The Green & Black [[Mini]] Minor featured in Mr. Bean TV Series.
* The Blue Bubble Car featured in the Mr. Bean TV Series.
* The Thunderhawk, a 1985 [[Chevrolet]] IROC-Z [[Camaro]] featured in the M.A.S.K. cartoon series

===Song===
* ''[[Rocket 88]]'' by Ike Turner and the Kings of Rhythm - purportedly the first rock and roll song
* ''[[409 (automobile)|409]]'' by the Beach Boys
* ''[[Little Deuce Coupe]]'' by the Beach Boys
* ''[[Little GTO]]'' by Ronnie and the Daytonas
* ''[[Little Red Corvette]]'' by Prince
* The [[Eliminator]] from the videos by ZZ Top
* ''[[Red Barchetta]]'' by [http://www.songfacts.com/detail.php?id=2376 Rush]
* ''[[Pink Cadillac]]'' by Bruce Springsteen
* ''[[Mercury Blues]]'' by Alan Jackson
* ''[[Hot Rod Lincoln]]'' by Commander Cody
* ''[[Dragula]]'' by Rob Zombie

===Comics===
* The "313," Donald Duck's 1934 "[[Belchfire Runabout]]," from the Donald Duck comic books.
* Grandma Duck's [[Detroit Electric]], also from the Donald Duck comics.
* The [[Batmobile]], Batman's specialized vehicle.
* [[Shelby Cobra GT500]], Rally Vincent's car from the manga Gunsmith Cats

==See also==
*[[Archive of fictional things]]
*[[Lists of automobiles]]

[[Category:Lists of automobiles|Famous]]

Category:Automotive suspension technologies

2007-05-08T14:24:30Z

Gzuckier:

[[Category:Automotive technologies]]

Watts linkage

2007-05-08T14:23:04Z

Gzuckier: oops

#REDIRECT [[Watt's linkage]]

Watts linkage

2007-05-08T14:22:48Z

Gzuckier:

#REDIRECT [[Watts linkage]]

Scott Russell linkage

2007-05-08T14:21:57Z

Gzuckier: I wrote a lot of the wikipedia scott russell linkage entry, so I figure i can use it here

A '''Scott Russell linkage''' converts linear motion, to (almost) linear motion in a line perpendicular to the input. These linkages are often used in [[front wheel drive]] vehicles with solid rear axles to control lateral movement, as they do not share the dissadvantages of the asymmetric [[Panhard rod]], but are simpler and more compact than a [[Watts linkage]]. <ref>[http://www.se-r.net/about/g20/scc/oct98/tb.html Article about the Scott-Russell linkage used in the Nissan Sentra]</ref>

[[Image:Scott_Russell_Linkage.jpg|thumbnail|right|A Scott Russell on the rear axle of a 2002 Nissan Sentra]]

==References==
<references/>
==External links==
* [http://www.brockeng.com/mechanism/ScottRussell.htm Animation of a Scott-Russell linkage in action]

{{automotive-tech-stub}}
[[Category:Automotive suspension technologies]]
[[Category:Linkages]]

Watt's linkage

2007-05-08T14:20:35Z

Gzuckier:

[[Image:Wattslinkage.JPG|thumb|Watt's Linkage]]
'''Watt's linkage''' was invented by [[James Watt]] (1736--1819) to constrain the movement of a [[piston]] in a [[steam engine]] to move in a straight line.

The idea of its genesis using links is contained in a letter he wrote to [[Matthew Boulton]] in June 1784.
:''I have got a glimpse of a method of causing a piston rod to move up and down perpendicularly by only fixing it to a piece of iron upon the beam, without chains or perpendicular guides [...] and one of the most ingenious simple pieces of mechanics I have invented.''

This linkage does not generate a true straight line motion, and indeed Watt did not claim it did so. In a letter to Boulton on 11th September 1784 he describes the linkage as follows.
:''The convexities of the arches, lying in contrary directions, there is a certain point in the connecting-lever, which has very little sensible variation from a straight line.''

The '''Watt's linkage''' is also an automotive rear suspension designed in the early [[twentieth century]] as an improvement over the [[Panhard rod]] as a means of locating a rear [[beam axle]] of an automobile relative to the body and preventing relative movement side to side. Whereas the Panhard rod is pivoted at both axle and body forcing the axle to move in an arc, thus introducing a sideways component into the vertical movement of the axle, the Watt's linkage ensures pure vertical motion.

It consists of two almost symmetrically arranged long rods mounted one at each side of the chassis and running parallel to and behind the rear axle, where they attach to the ends of a short vertical bar whose center is mounted to the center of the axle and which is free to rotate in the plane at right angles to the automobile's longitudinal dimension. As in the Panhard rod, the sideways arms themselves are free to pivot vertically at either end. Thus, each sideways member acts as a shorter Panhard rod mounted to the center vertical member providing lateral location. In contrast to the Panhard rod's action, however, the sideways components of the motion of the two arms as they pivot around their outboard mountings cancel each other in their effect on the axle and are instead taken up by the center member's rotation about its axis.

[[Image:GSFRRearViewUnderCropped.jpg|thumb|center|500px|In the 1998 [[Ford Ranger EV]], [[carbon fiber]] [[leaf spring]]s support a [[De Dion tube]] located by Watt's linkage while the motor/transmission is attached to the chassis.]]

It should be noted that the Watt's linkage is not limited in use as an improved version of a Panhard rod. Many rearend racing suspension systems also use the Watt's linkage to locate the rear axle from front to rear. This application usually requires 2 Watt's linkages, one on the driver's side and one on the passenger's side. Suspension binding during deflection is prevented by floating the center linkage around the axle instead of welding it directly to the axle. Some means of preventing the rear axle from rotating is then needed which is a form of "caster" control. Often times only one side is "floated" which eliminates the axle rotation issue.

==External link==
* [http://web.mat.bham.ac.uk/C.J.Sangwin/Teaching/linkages/Wattlinkage.html Watt's original linkage]

[[Category:Automotive suspension technologies]]
[[Category:Linkages]]

Watt's linkage

2007-05-08T14:20:12Z

Gzuckier: I wrote a lot of the wikipedia watt's linkage entry, so I figure i can use it here

[[Image:Wattslinkage.JPG|thumb|Watt's Linkage]]
'''Watt's linkage''' was invented by [[James Watt]] (1736--1819) to constrain the movement of a [[piston]] in a [[steam engine]] to move in a straight line.

The idea of its genesis using links is contained in a letter he wrote to [[Matthew Boulton]] in June 1784.
:''I have got a glimpse of a method of causing a piston rod to move up and down perpendicularly by only fixing it to a piece of iron upon the beam, without chains or perpendicular guides [...] and one of the most ingenious simple pieces of mechanics I have invented.''

This linkage does not generate a true straight line motion, and indeed Watt did not claim it did so. In a letter to Boulton on 11th September 1784 he describes the linkage as follows.
:''The convexities of the arches, lying in contrary directions, there is a certain point in the connecting-lever, which has very little sensible variation from a straight line.''

The '''Watt's linkage''' is also an automotive rear suspension designed in the early [[twentieth century]] as an improvement over the [[Panhard rod]] as a means of locating a rear [[beam axle]] of an automobile relative to the body and preventing relative movement side to side. Whereas the Panhard rod is pivoted at both axle and body forcing the axle to move in an arc, thus introducing a sideways component into the vertical movement of the axle, the Watt's linkage ensures pure vertical motion.

It consists of two almost symmetrically arranged long rods mounted one at each side of the chassis and running parallel to and behind the rear axle, where they attach to the ends of a short vertical bar whose center is mounted to the center of the axle and which is free to rotate in the plane at right angles to the automobile's longitudinal dimension. As in the Panhard rod, the sideways arms themselves are free to pivot vertically at either end. Thus, each sideways member acts as a shorter Panhard rod mounted to the center vertical member providing lateral location. In contrast to the Panhard rod's action, however, the sideways components of the motion of the two arms as they pivot around their outboard mountings cancel each other in their effect on the axle and are instead taken up by the center member's rotation about its axis.

[[Image:GSFRRearViewUnderCropped.jpg|thumb|center|500px|In the 1998 [[Ford Ranger EV]], [[carbon fiber]] [[leaf spring]]s support a [[De Dion tube]] located by Watt's linkage while the motor/transmission is attached to the chassis.]]

It should be noted that the Watt's linkage is not limited in use as an improved version of a Panhard rod. Many rearend racing suspension systems also use the Watt's linkage to locate the rear axle from front to rear. This application usually requires 2 Watt's linkages, one on the driver's side and one on the passenger's side. Suspension binding during deflection is prevented by floating the center linkage around the axle instead of welding it directly to the axle. Some means of preventing the rear axle from rotating is then needed which is a form of "caster" control. Often times only one side is "floated" which eliminates the axle rotation issue.

==External link==
*
[http://web.mat.bham.ac.uk/C.J.Sangwin/Teaching/linkages/Wattlinkage.html Watt's original linkage]

[[Category:Automotive suspension technologies]]
[[Category:Linkages]]

Panhard rod

2007-05-08T14:19:15Z

Gzuckier: I wrote a lot of the wikipedia panhard rod entry, so I figure i can use it here

[[image:Panhard_rod.jpg|right|200px]]
A '''Panhard rod''' or '''track bar''' is a component of a [[automobile|car]] [[suspension (vehicle)|suspension]] system that provides lateral location of the [[axle]]. Originally invented by the [[Panhard]] automobile company of [[France]] in the early [[twentieth century]], this device has been widely used ever since.

While the purpose of the rear suspension of an automobile is to allow the wheels to move vertically with respect to the body, it is undesirable to allow them to move forward and backwards, or from side to side. It is this latter movement that the Panhard rod is designed to prevent. It is a simple device, consisting of a rigid bar running sideways in the same plane as the rear axle, connecting one end of the axle to the car body or [[chassis]] on the opposite side of the vehicle. The bar is attached on either end with pivots that permit it to swivel upwards and downwards only, so that the axle is in turn allowed to move in the vertical plane only. This does not effectively locate the axle longitudinally, therefore it is usually used in conjunction with [[trailing arm]]s which locate the axle in the longitudinal direction. This arrangement is not usually used with a [[leaf spring]] rear suspension, where the springs themselves supply enough lateral rigidity, but only with coil spring suspensions.

The advantage of the Panhard rod is its simplicity. Its major disadvantage is that the axle must necessarily move in an arc, relative to the body, with the radius equal to the length of the Panhard rod. If the rod is too short, there will be excessive sideways movement between the axle and the body at the ends of the spring travel; therefore the Panhard rod is less desirable on smaller cars than larger. A suspension design that is similar but eliminates the sideways component of the axle's vertical travel is the [[Watt's linkage]].

==See Also==
* [[Scott Russell linkage]]

[[Image:Solid_Axle.jpg|right|thumb|300px|[[Solid axle]] and Panhard rod on a 2002 [[Mazda MPV]]]]

[[Category:Automotive suspension technologies]]
[[Category:Linkages]]

Aurora (1957 automobile)

2007-05-02T18:21:24Z

Gzuckier: some left over vandalpoop

[[image:aurora1957.jpg|thumb|right|Cover of magazine featuring Aurora safety car]]
:''See also the [[Oldsmobile Aurora]] from the 1990s.''

The '''Aurora''' was an [[United States|American]] [[automobile]] manufactured by Father [[Alfred A. Juliano]], a Catholic priest, from 1957 to 1958. This [[safety car]] was to be available with a [[Chrysler]], [[Cadillac (automobile)|Cadillac]], or [[Lincoln (automobile)|Lincoln]] engine, built on a [[Buick]] [[chassis]]. However, the Aurora Motor Company of [[Branford, Connecticut]], partially funded by Juliano's congregation, went bankrupt after producing just one $30,000 prototype.

Conceived, invented and built by Juliano, the Aurora was an 18 foot long plastic bodied car that was two years on the drawing board and required three years to build. The body was said to be dent, rust and corrosion proof, specifically designed for long distance highway travel. The vehicle has a tinted, transparent "astrodome" roof with adjustable interior metal shades. The [[spare tire]], located under the hood, was mounted on a platform which would extend to lower the tire to the ground without handling. Dash controlled [[hydraulic jack]]s mounted in the frame assisted in [[tire changing]].

It is often cited in lists of the ugliest cars ever, frequently as the single ugliest car. This assessment is largely due to two factors, in addition to the general overwrought "swoopiness" of the car typical of the time: the gaping front end and the bulbous [[windshield]], both dictated by safety considerations. The scoop-like front end which served as a large, foam filled [[bumper]] was designed to scoop up not only air, but also pedestrians without injury, while the bulging windshield was designed to eliminate impact with occupants' heads, in the era prior to [[air bag]]s.

The car had many other [[car safety]]-related features, novel at the time, and now routine. These features included [[seatbelt]]s, a [[roll cage]], [[side-impact bar]]s, a [[collapsible steering column]], and a padded [[instrument panel]]. The most innovative safety feature, which has not been incorporated into other cars, was the ability to swivel the seats to face rearwards should a collision seem imminent. At a retail price of $12,000, it would have been priced just under the most costly car in the U.S., the $13,000 Cadillac Eldorado Brougham.

The prototype, which had a [[fiberglass]] body over a largely wooden structure, was not adequately tested before the scheduled public unveiling in 1957, and broke down 15 times on the way to the press conference, requiring towing to 7 different garages. After the company failed, it passed through several hands before finally being abandoned behind a Branford [[auto body shop]] in 1967. Its existence was discovered by British car enthusiast [[Andy Saunders]], from [[Poole]], [[Dorset]], who purchased it sight unseen for $1,500 and had it shipped to Britain for another $2,000. The fiberglass and wood structure of the car proved to have deteriorated terribly from exposure, as well as the interior and plastic windshield. Restoration was further complicated by the lack of adequate documentation or even photographs of the car, and the lack of replacement parts for a prototype vehicle. However, restoration was completed in early 2005, and the ugliest car in the world was once again on display to an astounded public, in the [[Beaulieu Motor Museum]] for the next year at least.

The Aurora is arguably the first [[Experimental Safety Vehicle]] ever made, even before the coinage of the ESV [[acronym]].

==External links==
*[http://www.rexfeatures.com/features/516925/ Restoration of Aurora in 2005]

[[Category:Automotive safety technologies]]
[[Category:Car safety]]
[[Category:Classic vehicles]]
[[Category:Concept automobiles]]

[[Category:Defunct motor vehicle manufacturers of the United States]]

Aurora (1957 automobile)

2007-05-02T15:24:39Z

Gzuckier: no sense in having cents

[[image:aurora1957.jpg|thumb|right|Cover of magazine featuring Aurora safety car]]
:''See also the [[Oldsmobile Aurora]] from the 1990s.''

The '''Aurora''' was an [[United States|American]] [[automobile]] manufactured by Father [[Alfred A. Juliano]], a Catholic priest, from 1957 to 1958. This [[safety car]] was to be available with a [[Chrysler]], [[Cadillac (automobile)|Cadillac]], or [[Lincoln (automobile)|Lincoln]] engine, built on a [[Buick]] [[chassis]]. However, the Aurora Motor Company of [[Branford, Connecticut]], partially funded by Juliano's congregation, went bankrupt after producing just one $30,000 prototype.

Conceived, invented and built by Juliano, the Aurora was an 18 foot long plastic bodied car that was two years on the drawing board and required three years to build. The body was said to be dent, rust and corrosion proof, specifically designed for long distance highway travel. The vehicle has a tinted, transparent "astrodome" roof with adjustable interior metal shades. The spare tire, located under the hood, was mounted on a platform which would extend to lower the tire to the ground without handling. Dash controlled hydraulic jacks mounted in the frame assisted in tire changing.
It is often cited in lists of the ugliest cars ever, frequently as the single ugliest car. This assessment is largely due to two factors, in addition to the general overwrought "swoopiness" of the car typical of the time: the gaping front end and the bulbous [[windshield]], both dictated by safety considerations. The scoop-like front end which served as a large, foam filled bumper was designed to scoop up not only air, but also pedestrians without injury, while the bulging windshield was designed to eliminate impact with occupants' heads, in the era prior to [[air bag]]s.

The car had many other [[car safety]]-related features, novel at the time, and now routine. These features included [[seatbelt]]s, a [[roll cage]], [[side-impact bar]]s, a [[collapsible steering column]], and a padded [[instrument panel]]. The most innovative safety feature, which has not been incorporated into other cars, was the ability to swivel the seats to face rearwards should a collision seem imminent. At a retail price of $12,000, it would have been priced just under the most costly car in the U.S., the $13,000 Cadillac Eldorado Brougham.

The prototype, which had a [[fiberglass]] body over a largely wooden structure, was not adequately tested before the scheduled public unveiling in 1957, and broke down 15 times on the way to the press conference, requiring towing to 7 different garages. After the company failed, it passed through several hands before finally being abandoned behind a Branford [[auto body shop]] in 1967. Its existence was discovered by British car enthusiast [[Andy Saunders]], from [[Poole]], [[Dorset]], who purchased it sight unseen for $1,500 and had it shipped to Britain for another $2,000. The fiberglass and wood structure of the car proved to have deteriorated terribly from exposure, as well as the interior and plastic windshield. Restoration was further complicated by the fact that Father Juliano is now dead making it imposible for him to assist as a consultant, as well as a lack of adequate documentation or even photographs of the car, and the lack of replacement parts for a prototype vehicle. However, restoration was completed in early 2005, and the ugliest car in the world was once again on display to an astounded public, in the [[Beaulieu Motor Museum]] for the next year at least.

The Aurora is arguably the first [[Experimental Safety Vehicle]] ever made, even before the coinage of the ESV [[acronym]].

==External links==
*[http://www.rexfeatures.com/features/516925/ Restoration of Aurora in 2005]

[[Category:Automotive safety technologies]]
[[Category:Car safety]]
[[Category:Classic vehicles]]
[[Category:Concept automobiles]]

[[Category:Defunct motor vehicle manufacturers of the United States]]

Aurora (1957 automobile)

2007-05-02T15:22:50Z

Gzuckier: I wrote a lot of the wikipedia aurora entry, so I figure i can use it here

[[image:aurora1957.jpg|thumb|right|Cover of magazine featuring Aurora safety car]]
:''See also the [[Oldsmobile Aurora]] from the 1990s.''

The '''Aurora''' was an [[United States|American]] [[automobile]] manufactured by Father [[Alfred A. Juliano]], a Catholic priest, from 1957 to 1958. This [[safety car]] was to be available with a [[Chrysler]], [[Cadillac (automobile)|Cadillac]], or [[Lincoln (automobile)|Lincoln]] engine, built on a [[Buick]] [[chassis]]. However, the Aurora Motor Company of [[Branford, Connecticut]], partially funded by Juliano's congregation, went bankrupt after producing just one $30,000 prototype.

Conceived, invented and built by Juliano, the Aurora was an 18 foot long plastic bodied car that was two years on the drawing board and required three years to build. The body was said to be dent, rust and corrosion proof, specifically designed for long distance highway travel. The vehicle has a tinted, transparent "astrodome" roof with adjustable interior metal shades. The spare tire, located under the hood, was mounted on a platform which would extend to lower the tire to the ground without handling. Dash controlled hydraulic jacks mounted in the frame assisted in tire changing.
It is often cited in lists of the ugliest cars ever, frequently as the single ugliest car. This assessment is largely due to two factors, in addition to the general overwrought "swoopiness" of the car typical of the time: the gaping front end and the bulbous [[windshield]], both dictated by safety considerations. The scoop-like front end which served as a large, foam filled bumper was designed to scoop up not only air, but also pedestrians without injury, while the bulging windshield was designed to eliminate impact with occupants' heads, in the era prior to [[air bag]]s.

The car had many other [[car safety]]-related features, novel at the time, and now routine. These features included [[seatbelt]]s, a [[roll cage]], [[side-impact bar]]s, a [[collapsible steering column]], and a padded [[instrument panel]]. The most innovative safety feature, which has not been incorporated into other cars, was the ability to swivel the seats to face rearwards should a collision seem imminent. At a retail price of $12,000.00, it would have been priced just under the most costly car in the U.S., the $13,000.00 Cadillac Eldorado Brougham.

The prototype, which had a [[fiberglass]] body over a largely wooden structure, was not adequately tested before the scheduled public unveiling in 1957, and broke down 15 times on the way to the press conference, requiring towing to 7 different garages. After the company failed, it passed through several hands before finally being abandoned behind a Branford [[auto body shop]] in 1967. Its existence was discovered by British car enthusiast [[Andy Saunders]], from [[Poole]], [[Dorset]], who purchased it sight unseen for $1,500 and had it shipped to Britain for another $2,000. The fiberglass and wood structure of the car proved to have deteriorated terribly from exposure, as well as the interior and plastic windshield. Restoration was further complicated by the fact that Father Juliano is now dead making it imposible for him to assist as a consultant, as well as a lack of adequate documentation or even photographs of the car, and the lack of replacement parts for a prototype vehicle. However, restoration was completed in early 2005, and the ugliest car in the world was once again on display to an astounded public, in the [[Beaulieu Motor Museum]] for the next year at least.

The Aurora is arguably the first [[Experimental Safety Vehicle]] ever made, even before the coinage of the ESV [[acronym]].

==External links==
*[http://www.rexfeatures.com/features/516925/ Restoration of Aurora in 2005]

[[Category:Automotive safety technologies]]
[[Category:Car safety]]
[[Category:Classic vehicles]]
[[Category:Concept automobiles]]

[[Category:Defunct motor vehicle manufacturers of the United States]]

Category:Saturn vehicles

2007-05-02T15:09:57Z

Gzuckier: merge

{{mergeto|Category:Saturn Vehicles}}

This category is for vehicles manufactured by Saturn.

Category:Discontinued Makes

2007-05-02T15:08:48Z

Gzuckier: categorize

This category is for makes that are no longer in production. If a make here is revived and brought back into production, then it will be removed from this page.

[[Category:Makes]]

Category:Concept Automobiles

2007-05-02T15:08:07Z

2007-05-02T15:04:35Z

Gzuckier:

{{mergeto|Category:1980s Automobiles}}

These are all models that were available from the years 1980 to 1989 from all manufacturers. '''Please Note:''' The years indicated are only the years that they were available in the 1980s decade, NOT the years they were actually made, as many models spanned more than one decade.

==Acura==

*[[Acura Integra|Integra]] (1986-1989)
*[[Acura Legend|Legend]] (1986-1989)

==AMC==

*[[AMC Concord|Concord]] (1980-1983)
*[[AMC Eagle|Eagle]] (1980-1988)
*[[AMC Pacer|Pacer]] (1980)
*[[AMC Spirit|Spirit]] (1980-1983)

==Audi==

*[[Audi 80|80]]
*[[Audi 100|100]]
*[[Audi 4000|4000]]
*[[Audi 5000|5000]]

==BMW==

*[[BMW 3 Series|3 Series]] (1980-1989)
*[[BMW 5 Series|5 Series]] (1980-1989)
*[[BMW 6 Series|6 Series]]
*[[BMW 7 Series|7 Series]] (1980-1989)

==Buick==

*[[Buick Century|Century]] (1980-1989)
*[[Buick Electra|Electra]] (1980-1989)
*[[Buick LeSabre|LeSabre]] (1980-1989)
*[[Buick Regal|Regal]] (1980-1989)
*[[Buick Riviera|Riviera]] (1980-1989)
*[[Buick Skyhawk|Skyhawk]] (1980) (1982-1989)
*[[Buick Skylark|Skylark]] (1980-1984)
*[[Buick Somerset|Somerset]]/Somerset Regal (1985-1989)

==Cadillac==

*[[Cadillac Cimarron|Cimarron]] (1982-1988)
*[[Cadillac DeVille|DeVille]] (1980-1989)
*[[Cadillac Eldorado|Eldorado]] (1980-1989)
*[[Cadillac Fleetwood|Fleetwood]] (1985-1989)
*[[Cadillac Seville|Seville]] (1980-1989)

==Chevrolet==

*[[Chevrolet Astro|Astro]] (1985-1989)
*[[Chevrolet Beretta|Beretta]] (1988-1989)
*[[Chevrolet Camaro|Camaro]] (1980-1989)
*[[Chevrolet Caprice|Caprice]] (1980-1989)
*[[Chevrolet Cavalier|Cavalier]] (1982-1989)
*[[Chevrolet Celebrity|Celebrity]] (1982-1989)
*[[Chevrolet Corsica|Corsica]] (1988-1989)
*[[Chevrolet Corvette|Corvette]] (1980-1982) (1984-1989)
*[[Chevrolet El Camino|El Camino]] (1980-1987)
*[[Chevrolet Impala|Impala]] (1980-1985)
*[[Chevrolet Malibu|Malibu]] (1980-1983)
*[[Chevrolet Monte Carlo|Monte Carlo]] (1980-1988)
*[[Chevrolet Monza|Monza]] (1980)
*[[Chevrolet Nova|Nova]] (1985-1988)

==Chrysler==

*[[Chrysler Conquest|Conquest]] (1987-1989)
*[[Chrysler Cordoba|Cordoba]] (1980-1983)
*[[Chrysler E-Class|E-Class]] (1983-1984)
*[[Chrysler Fifth Avenue|Fifth Avenue]] (1983-1989)
*[[Chrysler Laser|Laser]] (1984-1986)
*(Chrysler) [[Imperial]] (1981-1983)
*[[Chrysler LeBaron|LeBaron]] (1980-1989)
*[[Chrysler Newport|Newport]] (1980-1981)
*[[Chrysler New Yorker|New Yorker]] (1980-1989)

==Datsun==

*[[Datsun 210|210]] (1980-1982)
*[[Datsun 280Z|280Z]] (1980-1983)
*[[Datsun 310|310]] (1980-1982)
*[[Datsun 810|810]]/[[Nissan Maxima|Maxima]] (1980-1984)

==Dodge==

*[[Dodge 400|400]] (1982-1983)
*[[Dodge 600|600]] (1983-1988)
*[[Dodge Aries|Aries]] (1981-1989)
*[[Dodge Aspen|Aspen]] (1980)
*[[Dodge Caravan|Caravan]] (1984-1989)
*[[Dodge Charger|Charger]] (1983-1987)
*[[Dodge Colt|Colt]] (1980-1989)
*[[Dodge Daytona|Daytona]] (1984-1989)
*[[Dodge Diplomat|Diplomat]] (1980-1989)
*[[Dodge Dynasty|Dynasty]] (1988-1989)
*[[Dodge Mirada|Mirada]] (1980-1983)
*[[Dodge Omni|Omni]] (1980-1989)
*[[Dodge Rampage|Rampage]] (1982-1984)
*[[Dodge Shadow|Shadow]] (1987-1989)

==Eagle==

==Ford==

*[[Ford Aerostar|Aerostar]] (1986-1989)
*[[Ford Escort|Escort]] (1981-1989)
*[[Ford Fairmont|Fairmont]] (1980-1983)
*[[Ford Fiesta|Fiesta]] (1980)
*[[Ford Granada|Granada]] (1980-1982)
*[[Ford LTD|LTD]]/[[Ford Crown Victoria|Crown Victoria]] (1980-1989)
*[[Ford Mustang|Mustang]] (1980-1989)
*[[Ford Pinto|Pinto]] (1980)
*[[Ford Tempo|Tempo]] (1984-1989)
*[[Ford Thunderbird|Thunderbird]] (1980-1989)

==Geo==

*[[Geo Prism|Prism]] (1989)
*[[Geo Tracker|Tracker]] (1989)

==Honda==

*[[Honda Accord|Accord]] (1980-1989)
*[[Honda Civic|Civic]] (1980-1989)
*[[Honda CRX|CRX]] (1984-1989)
*[[Honda Prelude|Prelude]] (1980-1989)

==Hyundai==

*[[Hyundai Elantra|Elantra]] (1988-1989)
*[[Hyundai Excel|Excel]] (1986-1989)

==Isuzu==

*[[Isuzu I-Mark|I-Mark]] (1981-1984)
*[[Isuzu Impulse|Impulse]] (1983-1989)

==Jaguar==

==Lincoln==

*[[Lincoln Continental|Continental]] (1982-1989)
*[[Lincoln Mark VI|Mark VI]] (1980-1983)
*[[Lincoln Mark VII|Mark VII]] (1984-1989)
*[[Lincoln Town Car|Town Car]] (1980-1989)
*[[Lincoln Versailles|Versailles]] (1980)

==Mazda==

*[[Mazda 323|323]] (1981-1989)
*[[Mazda 626|626]] (1980-1989)
*[[Mazda GLC|GLC]] (1980)
*[[Mazda RX-7|RX-7]] (1980-1989)

==Mercury==

*[[Mercury Bobcat|Bobcat]] (1980)
*[[Mercury Capri|Capri]] (1980-1986)
*[[Mercury Cougar|Cougar]] (1980-1989)
*[[Mercury Lynx|Lynx]] (1981-1986)
*[[Mercury Marquis|Marquis]]/[[Mercury Grand Marquis|Grand Marquis]] (1980-1989)
*[[Mercury Monarch|Monarch]] (1980)
*[[Mercury Topaz|Topaz]] (1984-1989)
*[[Mercury Zephyr|Zephyr]] (1980-1983)

==Mitsubishi==

==Nissan==

*[[Nissan 300ZX|300ZX]] (1984-1989)
*[[Nissan Maxima|Maxima]] (1981-1989)
*[[Nissan Sentra|Sentra]] (1982-1989)
*[[Nissan Stanza|Stanza]] (1982-1989)

==Oldsmobile==

*[[Oldsmobile Calais|Calais]] (1985-1989)
*[[Oldsmobile Cutlass|Cutlass]] (1980-1989)
*[[Oldsmobile Cutlass Ciera|Cutlass Ciera]] (1982-1989)
*[[Oldsmobile Delta 88|Delta 88]] (1980-1989)
*[[Oldsmobile Firenza|Firenza]] (1982-1989)
*[[Oldsmobile Ninety Eight|Ninety Eight]] (1980-1989)
*[[Oldsmobile Omega|Omega]] (1980-1984)
*[[Oldsmobile Starfire|Starfire]] (1980)

==Plymouth==

*[[Plymouth Arrow|Arrow]] (1980)
*[[Plymouth Caravelle|Caravelle]] (1985-1988)
*[[Plymouth Champ|Champ]] (1980-1982)
*[[Plymouth Colt|Colt]] (1983-1989)
*[[Plymouth Gran Fury|Gran Fury]] (1980-1989)
*[[Plymouth Horizon|Horizon]] (1980-1989)
*[[Plymouth Reliant|Reliant]] (1981-1989)
*[[Plymouth Scamp|Scamp]] (1982-1983)
*[[Plymouth Sundance|Sundance]] (1987-1989)
*[[Plymouth Turismo|Turismo]] (1983-1987)
*[[Plymouth Volare|Volare]] (1980)
*[[Plymouth Voyager|Voyager]] (1984-1989)

==Pontiac==

*[[Pontiac 1000|1000]] (1984-1987)
*[[Pontiac 2000|2000]] (1983)
*[[Pontiac 2000 Sunbird|2000 Sunbird]] (1984)
*[[Pontiac 6000|6000]] (1982-1989)
*[[Pontiac Bonneville|Bonneville]] (1980-1989)
*[[Pontiac Catalina|Catalina]] (1980-1981)
*[[Pontiac Fiero|Fiero]] (1984-1988)
*[[Pontiac Firebird|Firebird]] (1980-1989)
*[[Pontiac Grand Am|Grand Am]] (1985-1989)
*[[Pontiac Grand Prix|Grand Prix]] (1980-1989)
*[[Pontiac J2000|J2000]] (1982)
*[[Pontiac LeMans|LeMans]] (1980-1981) (1988-1989)
*[[Pontiac Parisienne|Parisienne]] (1983-1986)
*[[Pontiac Phoenix|Phoenix]] (1980-1984)
*[[Pontiac Sunbird|Sunbird]] (1980) (1985-1989)
*[[Pontiac T1000|T1000]] (1981-1983)

==Rolls Royce==

==Saab==

*[[Saab 900|900]] (1980-1989)
*[[Saab 9000|9000]]

==Sterling==

*[[Sterling 825|825]] (1987-1989)

==Toyota==

*[[Toyota Camry|Camry]] (1983-1989)
*[[Toyota Celica|Celica]] (1980-1989)
*[[Toyota Corolla|Corolla]] (1980-1989)
*[[Toyota Corona|Corona]] (1980-1982)
*[[Toyota Cressida|Cressida]] (1980-1989)
*[[Toyota Starlet|Starlet]] (1981-1984)
*[[Toyota Supra|Supra]] (1982-1989)
*[[Toyota Tercel|Tercel]] (1980-1989)

==Triumph==

*[[Triumph Spitfire|Spitfire]] (1980)
*[[Triumph TR8|TR8]] (1980-1981)

==Volkswagen==

*[[Volkswagen Corrado|Corrado]] (1989)
*[[Volkswagen Dasher|Dasher]] (1980-1981)
*[[Volkswagen Golf|Golf]] (1985-1989)
*[[Volkswagen Jetta|Jetta]] (1980-1989)
*[[Volkswagen Passat|Passat]] (1989)
*[[Volkswagen Quantum|Quantum]] (1982-1988)
*[[Volkswagen Scirocco|Scirocco]] (1980-1988)

==Volvo==

Category:1970s automobiles

2007-05-02T15:02:13Z

Gzuckier:

Category:1940s automobiles

2007-05-02T15:01:46Z

Gzuckier:

Category:1980s Automobiles

2007-05-02T14:58:27Z

Gzuckier: categorize

These are all models that were available from the years 1980 to 1989 from all manufacturers. '''Please Note:''' The years indicated are only the years that they were available in the 1980s decade, NOT the years they were actually made, as many models spanned more than one decade.

===Acura===

===Audi===

===BMW===

===Buick===

===Cadillac===

===Chevrolet===

===Chrysler===

===Daewoo===

===Dodge===

===Eagle===

===Ford===

===GMC===

===Geo===

===Honda===

===Hyundai===

===Infiniti===

===Isuzu===

===Jaguar===

===Jeep===

===Kia===

===Land Rover===

===Lexus===

===Lincoln===

===Mazda===

===Mercury===

===Mitsubishi===

===Nissan===

===Oldsmobile===

===Plymouth===

===Pontiac===

===Porsche===

===Saab===

===Saturn===

===Subaru===

===Suzuki===

===Toyota===

===Volkswagen===
*[[Volkswagen Dasher|Dasher]] (1980-1981)
*[[Volkswagen Jetta|Jetta]] (1980-1989)
*[[Volkswagen Golf|Golf]] (1983-1989)
*[[Volkswagen Passat|Passat]] (1988-1989)
*[[Volkswagen Polo|Polo]] (1980-1989)
*[[Volkswagen Quantum|Quantum]] (1981-1988)

[[Category:Automobiles by decade]]

2007-05-02T14:28:54Z

Gzuckier: /* Engineering */ would you rather be rammed by a Ram or impaled by an Impala?

[[Image:Corvair-converitble-2.jpg|250px|thumb|right|Corvair convertible]]

The '''Chevrolet Corvair''' was an [[automobile]] produced by the [[Chevrolet]] division of [[General Motors]] from 1960 to 1969. The Corvair was offered in a wide range of body styles, including four-door [[sedan]]s and [[hardtop]]s, two-door [[sedan]]s and [[hardtop]]s, [[convertible]], and [[station wagon]]. In addition, it was built as a [[compact van]] similar to the [[Volkswagen bus]], with styles including a [[pickup truck|pickup]], [[panel van]], and a passenger van called the Greenbrier. The cargo floor was raised above the rear engine, and the pickup featured an unusual side-loading ramp.

The Corvair — like the [[Ford Falcon]], [[Studebaker Lark]], [[Nash Rambler]], and the [[Plymouth Valiant]]— was created in response to the small, sporty and fuel-efficient automobiles being imported from Europe by [[Volkswagen]], [[Renault]] and others.

The Corvair was part of GM's innovative [[GM A platform (RWD)|A-body]] ("Z"-Body from 1965-on) line of cars, but this was by far the most unusual, due to the location and design of its engine. It was a air-cooled flat / opposed [[RR layout|rear-engined]] vehicle inspired by the [[Volkswagen Beetle]] and the [[Porsche 356]] Speedster. This was quite radical for American cars at the time, in contrast to later compact Chevy II / Nova and subcompact Vega. But instead of an iron 4 cylinder engine common to imported cars, the Corvair had an [[aluminum]], [[air-cooled]] 140 in³ (2.3 L) [[flat-6]] [[engine]]. The first [[Chevrolet Corvair engine]] produced as little as 80 hp (60 kW), but later developed as much as 180 hp (134 kW).

==History==
[[Image:Corvair-convertible-1.jpg|250px|thumb|right|Corvair convertible]]
[[Image:Chevrolet Corvair 164 Turbo engine.jpg|right|thumb|250px|The Corvair's innovative [[flat-6]] [[Chevrolet Corvair engine|engine]] left room for the spare tire, creating even more room in the forward trunk.]]
The Corvair name originated as a [[fastback]] [[show car]] in 1954, which, like many Chevrolet concept cars of the period, including the [[Chevrolet Nomad]] and [[Chevrolet Impala]], was based on the [[Chevrolet Corvette|Corvette]]. The design was championed by [[Ed Cole]], Chevrolet's chief engineer in the early 1950s and general manager in the late 1950s, as an answer to the growing popularity of small, lightweight imported cars.

Design began in 1956 under the auspices of [[Ed Cole]], and the first vehicles rolled off the assembly line in late 1959 as part of the 1960 model year (in which it was named ''[[Motor Trend]]'' magazine's [[Car of the Year]]). For 24 hours, two Corvairs were tested at the [[Riverside International Raceway]] in [[Riverside, California]]. One car rolled over, but the other completed the drive, only losing a quart (1 L) of oil ('''Source''': ''Riverside Raceway Palace of Speed'' by Dick Wallen).

The Corvair enjoyed a ten model year run, and was finally discontinued in May 1969 due to plummeting sales. A variety of factors contributed to the model's 96% drop in sales from 1965 to the last 1969 models. The Corvair faced increasing competition from the Ford Mustang and other 'pony cars' - ironically, a market pioneered by the 1960 Corvair Monza. Safety issues were raised, especially by [[Ralph Nader|Ralph Nader's]] 1965 book ''[[Unsafe at Any Speed]]''. The car's design was costly to produce and did not command a premium price on the showroom floor. Engineers experienced difficulties adapting the basic engine design to the tighter emissions standards proposed for 1972. Lastly, a general lack of interest at General Motors, including an almost complete lack of advertising from 1967 onwards (the company's "by-request-only" 1969 Corvair brochure was a mere 4 pages long, and the 500 Sport Coupe wasn't even illustrated) contributed to the model's demise.

The Corvair was a successful model for Chevrolet, with annual unit sales exceeding 200,000 for many years. Chevrolet deliberately designed the Corvair as a radical departure from the conventional Chevrolet. The rear engine offered enormous packaging and economy advantages, providing the car with a lower silhouette, flattening passenger compartment floor, obviating the need for power assists, reducing the need for air conditioning (due to the absence of engine heat blowing over the passenger compartment), and offering dramatic improvements in ride comfort, traction and braking balance. The radically different design also attracted customers from other makes, primarily imports. This was an important, and often under-emphasized, driver for the Corvair's success.

Unlike the Falcon and Valiant nameplates, whose conventional designs tended to poach customers from the cheaper but profit-driving full-size models from their respective manufacturers, the Corvair siphoned customers from makes such as Volvo or VW. Because such customers had not been likely to contemplate a larger Chevrolet Biscayne (which cost only slightly more), each Corvair sold did not translate into a Biscayne that was lost. This was in direct contrast to the situation at Ford, where the Falcon nearly ate its maker alive by stealing sales from the basic large Ford sedan. Corvair sales were almost entirely "extra business" for Chevrolet.

The early 1960 models were conceived as economy cars, and had boxy styling, basic trim, and few amenities to keep prices down, despite the relatively expensive and unique power train. A novel feature available for certain higher-level two-door models was a fold-down rear seat. Passenger compartment heat was supplied by a gasoline heater mounted next to the spare tire in the luggage compartment. The line quickly grew from plain, four-door [[sedan]]s with bench seats (the base '''500''' and slightly more upscale '''700''') to the '''Monza 900''', a two-door [[coupé]] with bucket seats and plush trim, introduced late in the model year. An available option was a more powerful engine, rated at 95 [[horsepower]] thanks to a more radical [[camshaft]] and low-restriction exhaust. Despite its late introduction, the Monza sold 12,000 copies, making it one of the most popular Corvairs.

===1961===
[[Image:1962 Chevrolet Corvair Lakewood station wagon.JPG|right|thumb|250px|1962 Lakewood station wagon]]
[[Image:Corvairvan.jpg|thumb|250px|1961 Corvair Van]]
1961 Chevrolet added an optional four-speed [[manual transmission]] (late in 1960, few produced prior to 1961 introduction) to augment the standard three-speed manual and optional two-speed [[Powerglide]] [[automatic transmission|automatic]]. The Corvair engine received its first size increase to 145 in³, courtesy of a slight increase in bore size. The base engine was still rated at 80 hp (60 kW) when paired with the manual transmissions and 84 hp (63 kW) when mated to the optional automatic transmission in Monza models. The high-performance engine was rated at 98 hp (73 kW). To increase luggage capacity in the front, the spare tire was relocated to the engine compartment in cars not ordered with All Weather air conditioning, and the gasoline heater was replaced by a system of ducts that redirected warmed air from the cylinder heads to the passenger compartment. The gasoline heater remained available as an option through 1964.

Corvair was the first of the compacts to offer factory air conditioning, as a mid 1961 option introduction. The large condenser lay flat atop the horizontal engine fan. A large, green painted reverse rotation version of the standard GM Frigidaire air conditioning compressor was used, and an evaporator housing was added under the dash with integrated outlets surrounding the radio housing. All Weather Air Conditioning was not available on wagons, Greenbrier/Corvair 95 or the turbocharged models introduced later, due to space conflicts in those body styles.

A [[station wagon]], the '''Lakewood''', was also added to the lineup in 1961, and it contained a total of 68 ft³ (1.9 m³) of cargo room — 58 in the main passenger compartment, and another 10 in the "trunk" under the hood.

That same year, Chevrolet also introduced the '''Corvair 95''' line of light-duty [[truck]], which used the Corvair driveline and were forward-control, with the driver sitting over the front wheels, as in the [[Volkswagen Type 2]]. The '''Corvan''' model was available in a [[myriad]] of configurations as both a [[panel van]] and a window van. There were also two models of [[pickup truck|pickup]] available. The '''Loadside''' was a fairly typical pickup of the era, except for the rear engine, forward controls, and a strange pit in the middle of the bed, The more popular pickup was the '''Rampside''' model, which, as its name implies, had a large fold-down ramp on the side of the pickup bed. Rampsides were used by the Bell System because of the ease with which cable reels could be rolled in and out of the bed. Fleet sales of Corvair commercial vehicles were poor due to an approximately $100 premium over competitive Ford products: If you bought 25 trucks, you essentially got one extra Ford for free. This disadvantage would seriously impact Corvair 95 sales, and ultimately cause the line to be discontinued in favor of a profoundly basic Chevy II based panel truck in 1964.

The '''Greenbrier Sportswagon''' used the same body as the Corvan with window option, but was marketed as a [[station wagon]] like the '''Lakewood''', and was available with trim and paint options similar to the cars, arguably making it the first American [[minivan]].

Continuing from the end of the previous year was the '''Monza''', heavily promoted and sometimes considered "the poor man's [[Porsche]]." The Monza was expanded to a four-door as well as a two-door coupe, and garnered around 144,000 sales.

===1962 – 1963===
[[Image:Corvair turbo engine.jpg|right|thumb|250px|The Corvair's innovative [[turbocharged]] engine]]
In 1962, Chevrolet introduced the 150 hp (112 kW) [[Turbocharger|turbocharged]] '''Monza Spyder''' option for Monza coupes and convertibles mid year, making the Corvair one of the first two production automobiles to come with a turbocharger as a factory option, with the [[Oldsmobile F-85]] ''Turbo Jetfire'' of the same year. The 500 station wagon was dropped in favor of the Monza wagon at introduction, however all station wagons were discontinued mid year to create more capacity for new models like the convertible and Chevy II. Metallic brake linings and a heavy duty suspension consisting of a front anti roll bar, rear axle limit straps, revised spring rates and recalibrated shock absorbers were introduced as optional equipment and recommended for Spyders. Monza Spyder featured a multi-gauge instrument cluster which included a [[tachometer]], cylinder head temperature gauge and intake manifold pressure gauge in addition to the turbocharged high performance engine.

The 1963 model year saw the end of the '''Loadside''' [[pickup truck|pickup]], and the availability of a long 3.08 gear for improved fuel economy, but the Corvair otherwise remained largely carryover with minor trim and engineering changes (self adjusting brakes) from 1962.

===1964===



Significant engineering and safety changes occurred in 1964, while the bodies and models available remained the same.

The lineup remained relatively unchanged for the 1964 model year, with the exception of the engine growing from 145 to 164 in³ (2.3 to 2.7 L) due to an increase in stroke; the base power growing from 80 to 95 hp (60 to 70 kW), and the high performance engine growing from 95 to 110 hp (70 to 80 kW). The Spyder engine remained rated at 150 hp (112 kW) despite the displacement increase of the engine. The '''Rampside''' [[pickup truck|pickup]] was discontinued at the end of the model year.

1964 also saw a critical improvement in the Corvair's suspension; the car's swing axle rear suspension was tamed by use of an additional transverse leaf spring carrying a high proportion of the rear weight, in an effort to diminish rear roll stiffness and foster more neutral handling attributes. Spring rates were much softer at both ends of the car in 1964 compared to previous models, and the heavy duty suspension was no longer optional, although all models now had an (even larger) front anti roll bar standard. Brakes were mildly improved by finned rear drums.

However, a young lawyer named [[Ralph Nader]] had written a book called ''[[Unsafe at Any Speed]]'' in which the 1960-63 Corvair (accused by Nader of a greater tendency to cause loss of driver control, spin out or even roll over in many situations) was used as a dramatic case study. The Nader book, which was published in 1965, came as a blow to sales of the Corvair line. The sporty, inexpensive [[Ford Mustang]], based on the conventionally designed Ford Falcon and introduced in April 1964 in response to the market pioneered by the Corvair Monza also impacted heavily on Corvair sales, even after the sensational 1965 redesign.

===1965===
[[Image:Corvair.JPG|right|thumb|250px|1966 Chevrolet Corvair]]
[[Image:corvairs.jpg|thumb|right|Cover of IND 1965 Cars publication, featuring Corvair]]
A dramatic redesign of the Corvair body and suspension and two powerful new engines came in 1965. The new body style showed influence from [[Chevrolet Corvette]] Stingray and the 1963 Buick Riviera, with 'coke bottle styling' that set the trend for GM cars for the next fifteen years- foreshadowing the 1967 [[Chevrolet Camaro]] that eventually replaced the Corvair. Many consider the second generation to still look contemporary in contrast to the first generation body. A new fully [[independent suspension]] similar to that used on the Corvette replaced the original [[swing axle]] rear suspension. Car and Driver magazine's David E. Davis Jr. showed wild enthusiasm for the 1965 Corvair in their October 1964 issue. For the first time, none of the passenger cars had a "B" pillar, making all closed models true hardtops.

"And it is here too, that we have to go on record and say that the Corvair is - in our opinion - the most important new car of the entire crop of '65 models, and the most beautiful car to appear in this country since before World War II."

"When the pictures of the '65 Corvair arrived in our offices, the man who opened the envelope actually let out a great shout of delight and amazement on first seeing the car, and in thirty seconds the whole staff was charging around, each wanting to be the first to show somebody else, each wanting the vicarious kick of hearing that characteristic war-whoop from the first-time viewer."

"Our ardor had cooled a little by the time we got to drive the cars - then we went nuts all over again. The new rear suspension, the new softer spring rates in front, the bigger brakes, the addition of some more horsepower, all these factors had us driving around like idiots - zooming around the handling loop dragging with each other, standing on the brakes - until we had to reluctantly turn the car over to some other impatient journalist. We were actually annoyed about having to drive the new Sting Ray and the new Impala SS with a great, storming 409 to propel it"

"The '65 Corvair is an outstanding car. It doesn't go fast enough, but we love it."

Many new options and refinements appeared in the beautiful (according to critics such as [http://www.corvaircorsa.com/corsa.html Car and Driver]) new 1965 redesign. Fully integrated in-dash All Weather Air Conditioning, a much better heater system, larger brakes borrowed from the Chevelle, a stronger differential ring gear, a Delcotron alternator and significant carburetor and small chassis refinements all occurred. AM/FM radio, FM stereo, telescopically adjustable steering column, and a Special Purpose Chassis Equipment ("Z17") handling package, consisting of a special performance suspension and quick ratio steering box, were significant new options that became available for 1965.

The previous 150 hp (112 kW) Monza Spyder was replaced by the normally-aspirated 140 hp (104 kW) '''Corsa''' and the 180 hp (134 kW) '''Turbocharged''' engine. The Corsa came standard with an instrument panel featuring a 140 mph speedometer with resettable trip odometer, a 6,000 rpm tachometer, cylinder head temperature gauge, analog clock with a sweeping second hand, a manifold vacuum/pressure gauge and fuel gauge. Also standard was a short throw shifter for the manual transmission (no automatic was offered). The standard equipment Corsa 140 hp (104 kW) engine was notable for the fact that the engine used 4 single-throat [[carburetors]], larger valves, and dual exhaust — the factory's response to a modification hot-rodders had been making since the car first appeared; it was available as an option on other Corvair trim levels. The base 95 hp (71 kW) and 110 hp (82 kW) high performance engines were carried forward from 1964 for the 500 and Monza models.

By this point, the more utilitarian [[station wagon]], panel van, and [[pickup truck|pickup]] body styles had all been dropped in favor of the sportier coupe, hardtop sedan and convertible styles. 1965 would be the last year for the '''Greenbrier''' window van, which was retained only because of a few fleet orders, with 1528 being built. Chevrolet replaced the Corvair-based vans with the [[General Motors van|Chevrolet Sportvan/GMC Handi-Van]], which used a traditional front engine/rear drive axle borrowed from the [[Chevy II]].

===1966 – 1969===
The 1966 lineup remained essentially unchanged from 1965, and sales began to decline as a result of Nader's book, the very popular new Mustang that offered V8s up to 271 hp compared to Corvair's 180 hp top powertrain, and rumors of the upcoming "Panther'- the code name for the forthcoming 1967 Camaro slated as the replacement for the Corvair in the sporty car market. The sales decline was also accelerated by a decision at GM to discontinue further development of the Corvair. One change of note was a more robust 4 speed synchromesh transmission for 1966, using the standard [[Saginaw]] gear set with 3.11:1 first gear ratio used by other GM 6 cylinder vehicles. The new 3 and 4 speed transmission was capable of handling more stress, though generally much more truck-like in operation than the prior 4 speed transmission which was modeled more along the lines of a Warner, but also a Saginaw product. It was a great improvement over the older 3 speed transmission, having a synchronized first gear. Also, the gear ratios were carried over from other GM cars, and were not optimal for a street-driven Corvair. A small flexible plastic air dam ("spoiler") was installed below the front apron to conceal the front suspension and underbody, and lessen crosswind sensitivity to virtually nil. It is a popular retrofit to the 1965 models both for functional and aesthetic reasons.
[[Image:1967_Corvair_Monza_Cvt.jpg|300px|thumb|right|1967 Corvair Monza]]
In 1967 the Camaro was introduced and the Corvair line was trimmed to the base 500 sedan and coupe, and the Monza sedan, coupe and convertible. The 140 hp (104 kW) and 180 hp (134 kW) engine options were deleted as well, although the 140 hp option would be later reintroduced as a regular production option and would remain available until Corvair production ended. This model year was the first equipped (along with all other domestic GM lines) with true collapsible steering columns, a final response to one of the most valid safety criticisms. GM introduced a 50,000 mile engine warranty on all 1967 models, including the Corvair. Dual circuit master cylinder with warning light, nylon reinforced brake hoses, stronger steel (instead of aluminum) door hinges and soft contoured instrument panel knobs and a vinyl edged day/night mirror were all made standard equipment as well.

In 1968 the line was trimmed even further by discontinuing the four door hardtop models, leaving just three models; 500 Sport Coupe, and Monza Sport Coupe and Convertible. Sales were down to 15,400. All Weather air conditioning was dropped as an option, due to concerns about thermal loading added by the now-standard air injection reactor ("smog pump") which probably hurt sales as factory air became more popular generally in automobiles.

Corvair production finally ceased in 1969 with sales of only 6,000 cars, less than one to each Chevrolet dealership, a victim of Nader's book, Ford's Mustang, and Chevrolet's own Camaro and Nova. Although negative publicity hurt the Corvair, ongoing litigation is believed to have extended the production life of the vehicle, as ending production would have been construed as an admission by General Motors that the product was flawed.

According to researchers such as noted GM historian Dave Newell, GM had already planned on ceasing Corvair production after the 1966 model year to make way for the Camaro. But the timing of Nader's book turned out to be an inconvenience. Not wanting to appear as though they were buckling to Nader's pressure, GM kept the Corvair in production for another three years. The only developmental changes made were to keep in line with government safety and emissions requirements. Another indication of the Corvair's imminent demise was when the 1969 models were introduced: GM equipped its 1969 models one year ahead of Government requirements, with a steering column-mounted, anti-theft ignition switch, and a new, square-shaped ignition key. Nineteen sixty-nine Corvairs got the new key but were the only GM cars to retain the ignition switch on the dashboard, no doubt due to the lack of interest by GM engineering to adapt the Corvair steering column accordingly. How those last 1969 Corvairs were assembled (and the press event held by Chevrolet when car number 6000 rolled off the assembly line) is an interesting part of the Corvair story.

Nineteen sixty-nine Corvairs and Novas were being assembled at the same facility in the Chevrolet/Fisher plant in Willow Run, Michigan. However, demand for Novas was high and almost nonexistent for Corvairs, so a decision was made in November, 1968, to move Corvair assembly to a special area in the plant, dubbed the "Corvair Room," making Corvairs built between that time and May 14, 1969 essentially hand-built (once the bodies were delivered from Fisher Body). A number of well-known Chevy collectors and GM executives expressed interest in purchasing the last Corvair, number 6000, but GM management decided that the Olympic Gold Monza hardtop would not be sold. Most accounts relate that GM scrapped it shortly after it was built. Representatives from the press, along with corporate bigwigs, were present at the small ceremony when car number 6000 got its final fittings and drove off the line to where railroad cars full of new '69 Novas were ready to be shipped to dealers. Reaction to the death of this sporty car was mixed, and extended to both ends of the spectrum, from sadness and regret that such a fine car couldn't make it in the marketplace, to sharp criticism of Chevrolet's decision to continue building the car at all.

General Motors did have plans for a 1970-on model Corvair, essentially a re-skin of the 1965-69 body with new exterior sheetmetal. The car likely would have debuted as a "1970 1/2" model, much as Corvette and Camaro did for 1970. The overall appearance of this third generation Corvair was very similar to the 1973 GM A Body intermediates-- particularly the 1973 Pontiac Grand Am. It retained Corvair proportions, with a rounded sweeping body, terminating in a tapered tail with a glassy roof, featuring fixed quarter windows. This program progressed past the point of full scale clay models before being dropped in early 1968. One interesting project at GM was the Turbo Hydramatic 350 transmission, introduced in the 1968 Camaro and later adopted by most Chevrolet models. It was laid out in a manner that would permit its use in the Corvair, unlike the Turbo Hydramatic 400 and most other designs. Had the 1970-on Corvair been built, it is clear this transmission would have been adapted for the Corvair. The last word on the 1970+ "third generation" Corvair was, "Mr. Cole (GM President Ed Cole, ex-Chevrolet General Manager during Corvair development) is not enthused about this program..."{{Fact|date=February 2007}}

In what may be the automotive industry’s greatest irony, [[NHTSA]], the federal agency created from Nader’s “consumer advocacy,” investigated the Corvair and issued a report in 1971 clearing the car’s design. But that was two years after the car went out of production, and not nearly as headline-worthy as Nader’s initial claims.

Part of Nader’s evidence against the Corvair was a promotional film created by Ford Motor Company, in which a Ford test driver purposely turned the Corvair in a way to make it spin around. Such films were not uncommon. GM also had films showing the Ford Econoline pickups standing on their noses under heavy braking.

==Engineering==
The [[Chevrolet Corvair engine]], unique for a [[United States]] car, presented a different set of requirements for mechanics, many of whom treated the engine in the same way as they would an engine of normal design, leading to problems.

An engineering weakness not generally highlighted related to fumes and gases entering the passenger area via the heater system, a problem endemic to an air-cooled engine that uses heat radiated from the engine directly to heat air for the passenger compartment. [[Carbon monoxide]] and other noxious or deadly gases could enter the passenger areas if exhaust system gaskets aged or failed using this system, since the gaskets were inside the heater box air intakes and air for engine cooling was used for passenger–compartment heating when the heater was on (or leaking). The 1960 model Corvairs used a GM Harrison division gasoline heater located in the front trunk area as its standard heater, similar to the Eberspächer heater offered as an auxiliary heater by Volkswagen as a dealer-installed option. This feature became optional in 1961 and was dropped in 1965 due to weak consumer demand.

Chronic oil leakage from the pushrod tubes, caused by GM's poor choice of pushrod tube seal material, also contaminated the passenger heating air. That air might also become noxious if a 6-inch (152 mm) wide rubber seal almost 16 feet (5 m) long, located between the engine assembly and the body, was not maintained in like-new condition. Another common problem in the earlier years was oil leakage caused by dissimilar metal thermal expansion on the aluminum–and–steel engine. Chevrolet wrestled with several problems of this nature the entire time the Corvair was in production with varying degrees of success.

The interior air would also be contaminated if the voltage regulator allowed an over-voltage condition and the original battery vent hoses were not attached. The battery, which was mounted in the engine compartment, could emit [[hydrogen]] if overcharged. Chevrolet installed special battery caps and hoses that vented the battery to air outside the engine compartment, but these were often discarded by owners during the car's life.

The [[Volkswagen Beetle]] (Type I), another automobile with an air cooled engine, had a heater system which better isolated fresh air from engine cooling air fumes, and was only susceptible to carbon monoxide contamination from the two heat exchanger to muffler seals at the rear of the engine, as opposed to the eight exhaust joints in the Corvair system.
This air contamination problem is illustrated by the fact that many American cities' taxi regulations had prohibited air-cooled engine cars from being used as taxicabs when they derived their heated air from engine exhaust heat, decades before the Corvair and VW Beetle entered the market.

A criticism in Lawyer [[Ralph Nader]]'s 1965 book concerned the [[steering column]] design. Like most cars of its era, the Corvair's steering column was rigid and could impale the driver in a front-end collision. While the Corvair's steering box was mounted ahead of the front cross-member, it was well behind the frame horns, in what would later be called a "[[crumple zone]]," and could, in a severe front-end collision, push the steering column and steering wheel toward the driver. In practice, most driver chest injuries were sustained due to the lack of a shoulder belt, rather than steering column intrusion. Any increase in risk of injury due to steering column intrusion in a front-end collision was, however, more than offset by the absence of an incompressible engine and transmission in the front of the vehicle, which commonly intruded into passenger compartments on vehicles of the era. Chevrolet, aware of Nader's criticism, changed the steering shaft to a two-part design with a frangible joint late in the 1965 model year, and a collapsible steering column was provided in 1967, towards the end of the model's life span.

The criticism of the 1960-'63 Corvair handling was not entirely groundless. Although it was a competent handling vehicle as delivered from the factory, with characteristics quite similar to many imported cars, such as Mercedes and Volkswagen, which also used [[swing axle]] suspensions with similar handling attributes, there was room for improvement. Advertising in 1960 from domestic competitors showing the results of shooting an arrow weighted at the rear end missing its target widely did little to foster confidence in many minds about the stability of the car.

Chevrolet had tailored the handling of the Corvair by using very wide tires for such a light car (6.50-13, considered wide at the time, even contemporary Corvette used only a 6.70) to bear the weight of the rear and reduced front pressures by about 11 psi to increase front slip angles to balance traction and maintain confident control. If this pressure difference was not maintained, the handling would suffer as in very hard cornering, the rear slip angles would exceed the front slip angles and could lead to spin out or loss of control at very high speeds where the car is traveling dozens of feet per second and small changes in the rate of drift between the opposing ends of the car translated into a departure from the driver's intended course down his lane or in some cases, the road.

Swing axles were a common suspension design during the Corvair era- Millions of Ford pickup trucks were sold well into the 1990's using 'Twin I Beam' which is a swing axle. The advantages of swing axles are quite numerous; very compact packaging, tremendous strength and durability on rough surfaces, very good isolation of road harshness and a very smooth ride due to the camber changes forcing the tire carcass to absorb blows sideways as well as radially on severe bumps.

The primary deficiency of swing axle suspensions is they create a high '[[roll center]]'; the theoretical point the car center of mass pivots around as it leans in cornering. Although a high roll center reduces body roll in cornering, and reduces sensitivity to cambered roads and crosswinds- all good attributes- high roll centers create 'roll stiffness' which is resistance to [[body roll]]. This roll stiffness transfers outboard weight shifts in cornering to the outboard tire in a corner. Pre-1965 Corvair has a rear roll center approximately 13" above the road surface and front roll center just slightly below the road surface. This concentration of roll loading on the rear wheels means as the severity of cornering loads increased the weight was transferred to the already heavily loaded rear tire and the car would progressively carry a larger proportion of the car weight on the outboard rear wheel, increasing its slip angle and eventually pushing the car into [[lift-off oversteer]].

Chevrolet had considered adding a front anti-roll bar for the original 1960 car, which would have shifted a significant part of this weight transfer to the FRONT outboard tire and reduced the rear slip angles considerably in severe cornering, but the extra cost ($6 per car is often cited) and confidence in the tire pressure differential adequately compensating for the inclination for [[oversteer]] led GM to delete the anti–roll bar from production models. This false economy was to come back to haunt GM later. The anti–roll bar did become available as an option in 1962, and was made standard finally in 1964. The 1964 rear suspension was modified considerably with a transverse leaf spring carrying much of the rear weight and vastly softer coil springs, in an effort to significantly reduce roll stiffness at the rear of the chassis. The redesigned 1965 suspension was a total solution, cutting the rear roll center down to half its previous height, reducing rear roll stiffness very significantly with fully articulated half-axles that offered constant camber on the rear tires in all driving situations. Although much is made of the 'jacking' (tendency for swing axle suspensions to go into very severe positive camber in extreme corners) and large camber changes generally during suspension travel in swing axle suspensions, the bias ply tires used at the time were very insensitive to camber and did not have very significant reductions in cornering power at high camber, unlike belted and radial tires which became commonplace later on.

Contemporary Volkswagens, Renaults, Porsches, and other rear-engined cars all used swing axles. As Corvair was designed to avoid terminal oversteer by using very low air pressure in the front tires, typically 15 to 19 pounds force per square inch, so that they would begin to [[understeer]] (increase slip angles faster than the rear) before the swing axle oversteer would come into play, this pressure was quite adequate for the very lightweight Corvair front end on the already quite wide tire. Owners and mechanics, either through ignorance of the necessity for this pressure differential between front and rear or thinking that the pressure was too low for the front, would frequently inflate the front tires to more "normal" pressures, thus ensuring that the rear of the car would oversteer. It should be mentioned that the Corvair is by no means unique in requiring dissimilar front and rear tire pressures for normal controllability; even the front–wheel–drive Cadillac Eldorado years later used very low REAR pressures (16 psi) to balance handling.

Although Nader possibly overstated the severity of the handling problems, as was later found by US National Highway Traffic Safety Administration investigators, Chevrolet made changes to the suspension: in 1964, adding a transverse leaf spring extending between the rear wheels to limit rear wheel camber change. In 1965 the Corvair got a state–of–the–art fully [[independent rear suspension]] closely resembling that of the contemporary [[Chevrolet Corvette|Corvette]], even sharing some components. These changes were, however, viewed by critics as Chevrolet's recognition of problems with the original design.

==Production notes==
{|class=wikitable
!Year!!Production!!Photo!!Spotting!!Notes
|- align=right
|1960||253,268||align=left|[[Image:1960 Chevrolet Corvair.JPG|50px|1960 sedan]]||align=left|Solid front with large emblem||align=left|First year, 500 and 700 4 door sedan are only models available at Introduction; 500 and 700 Club Coupe become available January 1960, Monza Club Coupe introduced spring 1960 along with 95 hp "Super TurboAir" high performance engine option, and 4 speed transmission. Gas heater optional, spare tire mounted in luggage compartment, central automatic choke. Sales impeded by US Steel strike shortly after introduction, causing a shortage of new 1960 models. Monza is first Chevrolet model with 'narrow' 1" stripe whitewall tire.
|- align=right
|1961||337,371||align=left| ||align=left|Solid front with small emblem and full-width bar||align=left|Monza sedan, Lakewood station wagon, Corvan and Greenbrier vans, and Loadside and Rampside pickups added; 145 in³ engine and optional three-speed manual; spare tire now in the rear on models not equipped with mid 1961 All Weather Air Conditioning option. Manual choke. First full year of Monza production demonstrates its sales success, pushes Ford to develop Falcon Sprint and eventually Mustang to exploit the small sporty car market uncovered by Corvair Monza.
|- align=right
|1962||336,005||align=left|[[Image:1962 Corvair Monza 900 Turbo Spyder.jpg|50px|1962 Monza 900 Turbo Spyder]]||align=left|Dual-slit front||align=left|Turbocharged Monza Spyder, Monza Convertible added mid-1962, Heavy Duty Suspension optional with front anti roll bar, rear axle limit straps, Positraction differential, Kelsey Hayes knock off wire wheels added to options. Monza wagon becomes available, 500 wagon dropped- wagons lose 'Lakewood' designation. Station wagons discontinued mid-1962 to provide capacity for other Corvair and Chevy II models.
|- align=right
|1963||288,419||align=left| ||align=left|Full-width single-slit front with small emblem above||align=left|Loadside pickup discontinued. Self adjusting brakes, and small engine improvements (belt guides, improved oil cooler).
|- align=right
|1964||214,483||align=left|[[Image:1964 Chevrolet Corvair.JPG|50px|1964 sedan]]||align=left|Full-width single-slit front with overlapping emblem||align=left|Last year of the Rampside pickup; improved rear suspension and larger 164 in³ engine
|- align=right
|1965||247,092||align=left|[[Image:1965 Chevrolet Corvair.JPG|50px|1965 coupe]]||rowspan=5 align=left|Solid front with raised bumper and full-width emblem/bar. "Corvair" script moved from hood to "grill" area in 1966 and continued there until the end of production.||align=left|First major redesign of the Corvair- all new Fisher Z body, hardtop styling in every model, 700 series discontinued, Corsa series replaces Monza Spyder series as 11th hour change; Greenbrier discontinued mid-year after 1528 built; revised front and redesigned independent rear suspension, improved heater and air conditioning systems, numerous small engine and chassis refinements. Mid year introduction of Z17 'steering and suspension" option includes special springs with rates increased approximately 25%, special shock absorbers, a 16:1 steering box and special steering arms. New options include AM/FM, FM Stereo, 140 hp engine, telescopic steering column, heavy duty oil bath air cleaner precleaner system with engine shrouding for dust control.
|- align=right
|1966||109,880||align=left|[[Image:1966 Chevrolet Corvair Monza convertible.JPG|50px|1966 Monza convertible]]||align=left|Improved 3 and 4-speed synchromesh manual transmission; last year of Corsa model and Canadian production at Oshawa. Late 1965 modification to steering shaft adds a U-joint and floor reinforcement to reduce risks of column intrusion in collisions. Tire size upgraded to 7.00-13 from 6.50-13, with narrower 5/8" whitewall. New optional equipment includes headrests, shoulder harnesses, 4 speaker Delco FM Stereo Multiplex, power rear antenna, 'Mag Style' (N96) wheelcovers.
|- align=right
|1967||27,253||align=left|[[Image:1967 Corvair Monza Cvt.jpg|50px|1967 Monza convertible]]||align=left|Last year for the sedan, new options included Speed Warning, Delco Stereo Tape system. GM Energy Absorbing steering column, dual circuit brake system, stronger door hinges introduced. 110 hp engine is only optional engine at Introduction; eventually 140 hp becomes available as Central Office Production Order in limited production as COPO 9551"B".
|- align=right
|1968||15,399||align=left| ||align=left|Air Injection Reactor standard in all markets, 140 hp engine reintroduced as a regular production option, optional All Weather Air Conditioning discontinued, fuel vapour return line and Ignition Key Warning buzzer new standard features. Front shoulder harnesses become standard after Jan 1, 1968, rear shoulder harnesses are optional all models.
|- align=right
|1969||6,000||align=left| ||align=left|Last year- production 6000 units, of which 521 are Monza Convertibles, very small changes; improved clutch cable design on manual transmission cars, wider bucket seats, wider interior mirror, refined front brake hose design, front seat head restraints. 140 hp engine, F41 'special purpose ssuspension', N44 'quick ratio steering box' Positraction and telescopic steering column remain available. The last few months of production are virtually hand-built on a special slow moving line in a smaller area of the Willow Run plant.
|-
!Total!!1,835,170!!!!
|}

==Modifications==
Many sports car purists were more interested in the Corvair (particularly the 1965 and later cars) than in more conventional designs, such as the [[Ford Mustang]], despite the latter's power advantage. From the first appearance of the Corvair, a large selection of high-performance equipment and modifications became available for it.

===Ultra Van===
The [http://www2.onu.edu/~kwildman/ultraVan.html Ultra Van] (or Ultravan) was a Corvair powered Motorhome that was produced from 1961-1971. Using an aircraft style monocoque body, its aerodynamic shape permitted the relatively low-output 80, 95 and 110 horsepower [[Chevrolet Corvair engine|Corvair Engine]] to power it to speeds over 70 mph. Fuel economy was quite good for this type of vehicle, in the middle teens for miles per gallon- about double what comparable V8 powered standard motorhomes could muster. An all wheel independent suspespension, and spacious interior added to comfortable accomidations for the travelling family. Ultravans are well supported even today by a chapter in the [[Corvair Society of America]] ([[CORSA]]) who's motto is 'Whales on wheels' a reference to the unique bloated shape of the UltraVan.

===Yenko Stinger===
[[Don Yenko]], who had been racing Corvettes, could not compete successfully against the [[Carroll Shelby]] Mustangs after they arrived on the scene; he therefore decided to race modified Corvairs, beginning with the 1966 model. As the stock Corvair did not fit into any of the [[SCCA]] categories, Yenko had to modify four-carburetor Corsas into "sports cars" by removing the back seat; in the process he would introduce various performance improvements. As the SCCA required 100 cars to be manufactured to [[homologate]] the model for production racing, Yenko completed 100 Stingers in one month in 1965. Although all were white, as the SCCA required for American cars at the time, there was a great deal of variety between individual cars; some had exterior modifications including fiberglass engine covers with spoilers, some did not; some received engine upgrades developing 160, 190, 220, or 240 hp (119, 142, 164, or 179 kW). All were equipped by the Chevrolet factory with heavy duty [[suspension (vehicle)|suspension]], four speed [[Transmission (mechanics)|transmission]], quicker [[steering]] ratio, [[positraction]] [[differential]]s (50 with 3.89 gears, and 50 with 3.55 when Chevrolet dropped the 3.89) and dual brake [[master cylinder]]s (the first application of this by Chevrolet, to become stock equipment the next year). The Stingers competed in Class D Production, which was dominated by the [[Triumph Motor Company|Triumph]] TR4, which was very quick in racing trim; however in its first race in January 1966, the Stinger was able to come in second by only one second. By the end of the 1966 season, [[Jerry Thompson]] had won the Central Division Championship and placed fifth in the 1966 Nationals, [[Dick Thompson]], a highly successful Corvette race driver, had won the Northeast Division Championship, and Jim Spencer had won the Central Division Championship, with Dino Milani taking second place.

The next year, however, Chevrolet dropped the Corsa line, and the Monza line was not initially available stock with the four carburetor engine; the engine was eventually offered as a special performance option, however, along with the 3.89 differential. The Monza instrumentation, however, did not have a tachometer or head temperature gauges, which had to be separately installed. The SCCA, on the other hand, had relaxed its ruling regarding color, and the cars were available in red or blue. It is believed that only fourteen 1967 Stingers were built, but [[Dana Chevrolet]], who distributed Stingers on the US West Coast, ordered an additional three similar cars to be built to Stinger specifications, but with the AIR injection system to meet California [[emissions]] laws, with Yenko's permission. A total of 185 Stingers are believed to have been built, the last being YS-9700 built for [[Goodyear Tire and Rubber Company]] as a tire test vehicle in 1969 – 1970.

[[Comedian]], television star, and car enthusiast [[Tim Allen]] currently owns and races Yenko Stinger #YS-043.

===John Fitch Corvair Sprint===
Longtime [[roadrace]]r [[John Fitch (driver)|John Fitch]] was particularly interested in the Corvair as the basis for a spirited road and track oriented car, due to its handling. The basic Sprint received only minor modifications to the engine, bringing it to 155 hp (116 kW), but upgrades to the [[shock absorber]]s and [[Spring (device)|spring]]s, adjustments to the [[wheel alignment]], quicker [[steering ratio]], alloy wheels, metallic [[brake lining]]s, the obligatory wood-rimmed steering wheel (leather available for an additional $9.95) and other such minor alterations made it extremely competitive with [[Europe]]an sports cars costing much more. Body options such as spoilers were available, but the most visually remarkable option was the "Ventop", a fiberglass overlay for the C-pillars and rear of the roof that gave the car a "flying buttress" profile.

Fitch went on to design and build a prototype of the Fitch Phoenix, a Corvair-based two-seat [[sports car]], superficially resembling a smaller version of the [[Mako Shark]] based Corvette. With a total weight of 1,950 pounds (885 kg), even with a steel body, and with the Corvair engine modified with [[Weber carburetor]]s to deliver 175 hp (130 kW), the car delivered spirited performance for $8,760. Unfortunately, the [[Traffic Safety Act]] of 1966 placed restrictions on the ability to produce automobiles on a small scale; this was followed by Chevrolet's decision to terminate production of the Corvair, which confirmed the end of Fitch's plan. He still retains the prototype however, and occasionally exhibits it at car shows. The car may be glimpsed briefly in the documentary film ''Gullwing at Twilight: The Bonneville Ride of John Fitch''[http://szwedo.com/gullwing.htm].

===V8 Corvairs===
The ultimate Corvair modification was replacement of the engine with a V8. As daunting as this might seem, two things made it possible:
# The Corvair engine rotated in the opposite direction from most other engines, so that if a V8 was placed in the rear seat area (the added weight of a V8 in the original location of the Corvair engine would be abominable to drive) and coupled to the front of the transmission via a supplied custom made clutch gear and input shaft, this would drive the car in the proper direction with four speeds forward and one reverse.
# The switch in 1966 to using standard Chevrolet [[Saginaw]] gear sets in the manual transmission could handle the torque of a V8.
A radiator occupies the former trunk, in the front of the vehicle. However, the former engine compartment in the rear now is available as luggage space. A complete kit to adapt a Chevrolet small-block V8 to a Corvair was manufactured by a company named Crown Manufacturing, for $600. The resulting vehicle weighed only 2,750 pounds (1250 kg), compared to 3,700 pounds (1680 kg) for a small block Corvette, and possessed independent rear suspension of almost the same design. Crown's prototype with 350 hp (261 kW) Corvette engine recorded an elapsed time of 12.22 seconds and 105 miles per hour (169 km/h) in the quarter mile (402 m). An advantage of this modification is that the [[mid-engine]] design provides optimal handling characteristics for the road, as well as excellent [[drag strip]] traction without the need for [[Slick tire|slick]] or "[[Slick tire|cheater slick]]" tires as seen in front engine cars, let alone modifying the wheelbase as on the FX [[funny car]]s of the time. Although a few Corvairs have been modified to accept the Chevrolet big-block engine, the added size of the engine makes the work significantly more difficult, and the result, although a great performer, tends to be unreliable.
Yenko Corvair YS99 was one of the 300 or so CORV8 conversions made.
It is also possible to install a reverse rotation small block chevy in place of the flat six with many modifications.

===Eshelman Golden Eagle===
The first Eshelman Golden Eagle was an ordinary mid-1960s Chevrolet Corvair retrimmed with special emblems and other ornamentation and marketed through used-car dealers by [[Eshelman Motors Corporation]] of [[Baltimore, Maryland]].

By 1967 the model was called the Eshelman Golden Eagle Safety Car and was based on the contemporary Chevrolet line, but now each Golden Eagle had a patented standard 15MPH impact-resistant "crash absorber" fashioned by incorporating each car's spare tire into the front bumper. Advertising claimed the cars were "Designed for the owner who has a special value for his life and the lives of his loved ones." Known Golden Eagle dealerships included the former Kislack Kar Sales in Houtzdale, Pennsylania and Plaza Motors in [[Niagara Falls, New York]], but exact sales numbers are not known.

==Dune Buggies==

Corvair flat-six engines were a popular alternative to Volkswagen engines in [[dune buggy]] applications, and racing.

==See also==
* [[Chevrolet Corvair engine]]
* Chevrolet [[Corvair Powerglide]]
* [[Unsafe at Any Speed]]

==External links==
{{commonscat|Chevrolet Corvair}}
* [http://www.corvair.org/ CORSA home page — Corvair Society of America]
* [http://www.corvaircorsa.com/ The Corvair Corsa — An exceptional Corvair resource]
* [http://rearenginespecialists.com/ Rear Engine Specialists — Corvair History and Customization]
* [http://www.corvairproject.com/ Corvair Project — Massive Corvair Internet Link Resource]
* [http://autoxer.skiblack.com/stinger_prep/ Complete Preparation Of Yenko Stingers For Road Racing (applies to all Corvairs)]
* [http://corvair.us Large number of photos and some information about Corvairs]
* [http://www.corvair.de Corvair Club Germany]
* [http://www.failuremag.com/arch_history_corvair.html "Failure at any Speed?" ]

[[Category:Chevrolet vehicles|Corvair]]
[[Category:Rear wheel drive vehicles]]
[[Category:Rear-engined vehicles]]
[[Category:Compact cars]]
[[Category:Pickup trucks]]

Chevrolet Corvair

2007-05-02T14:24:54Z

Gzuckier: /* 1965 */ dewikipediafy

[[Image:Corvair-converitble-2.jpg|250px|thumb|right|Corvair convertible]]

The '''Chevrolet Corvair''' was an [[automobile]] produced by the [[Chevrolet]] division of [[General Motors]] from 1960 to 1969. The Corvair was offered in a wide range of body styles, including four-door [[sedan]]s and [[hardtop]]s, two-door [[sedan]]s and [[hardtop]]s, [[convertible]], and [[station wagon]]. In addition, it was built as a [[compact van]] similar to the [[Volkswagen bus]], with styles including a [[pickup truck|pickup]], [[panel van]], and a passenger van called the Greenbrier. The cargo floor was raised above the rear engine, and the pickup featured an unusual side-loading ramp.

The Corvair — like the [[Ford Falcon]], [[Studebaker Lark]], [[Nash Rambler]], and the [[Plymouth Valiant]]— was created in response to the small, sporty and fuel-efficient automobiles being imported from Europe by [[Volkswagen]], [[Renault]] and others.

The Corvair was part of GM's innovative [[GM A platform (RWD)|A-body]] ("Z"-Body from 1965-on) line of cars, but this was by far the most unusual, due to the location and design of its engine. It was a air-cooled flat / opposed [[RR layout|rear-engined]] vehicle inspired by the [[Volkswagen Beetle]] and the [[Porsche 356]] Speedster. This was quite radical for American cars at the time, in contrast to later compact Chevy II / Nova and subcompact Vega. But instead of an iron 4 cylinder engine common to imported cars, the Corvair had an [[aluminum]], [[air-cooled]] 140 in³ (2.3 L) [[flat-6]] [[engine]]. The first [[Chevrolet Corvair engine]] produced as little as 80 hp (60 kW), but later developed as much as 180 hp (134 kW).

==History==
[[Image:Corvair-convertible-1.jpg|250px|thumb|right|Corvair convertible]]
[[Image:Chevrolet Corvair 164 Turbo engine.jpg|right|thumb|250px|The Corvair's innovative [[flat-6]] [[Chevrolet Corvair engine|engine]] left room for the spare tire, creating even more room in the forward trunk.]]
The Corvair name originated as a [[fastback]] [[show car]] in 1954, which, like many Chevrolet concept cars of the period, including the [[Chevrolet Nomad]] and [[Chevrolet Impala]], was based on the [[Chevrolet Corvette|Corvette]]. The design was championed by [[Ed Cole]], Chevrolet's chief engineer in the early 1950s and general manager in the late 1950s, as an answer to the growing popularity of small, lightweight imported cars.

Design began in 1956 under the auspices of [[Ed Cole]], and the first vehicles rolled off the assembly line in late 1959 as part of the 1960 model year (in which it was named ''[[Motor Trend]]'' magazine's [[Car of the Year]]). For 24 hours, two Corvairs were tested at the [[Riverside International Raceway]] in [[Riverside, California]]. One car rolled over, but the other completed the drive, only losing a quart (1 L) of oil ('''Source''': ''Riverside Raceway Palace of Speed'' by Dick Wallen).

The Corvair enjoyed a ten model year run, and was finally discontinued in May 1969 due to plummeting sales. A variety of factors contributed to the model's 96% drop in sales from 1965 to the last 1969 models. The Corvair faced increasing competition from the Ford Mustang and other 'pony cars' - ironically, a market pioneered by the 1960 Corvair Monza. Safety issues were raised, especially by [[Ralph Nader|Ralph Nader's]] 1965 book ''[[Unsafe at Any Speed]]''. The car's design was costly to produce and did not command a premium price on the showroom floor. Engineers experienced difficulties adapting the basic engine design to the tighter emissions standards proposed for 1972. Lastly, a general lack of interest at General Motors, including an almost complete lack of advertising from 1967 onwards (the company's "by-request-only" 1969 Corvair brochure was a mere 4 pages long, and the 500 Sport Coupe wasn't even illustrated) contributed to the model's demise.

The Corvair was a successful model for Chevrolet, with annual unit sales exceeding 200,000 for many years. Chevrolet deliberately designed the Corvair as a radical departure from the conventional Chevrolet. The rear engine offered enormous packaging and economy advantages, providing the car with a lower silhouette, flattening passenger compartment floor, obviating the need for power assists, reducing the need for air conditioning (due to the absence of engine heat blowing over the passenger compartment), and offering dramatic improvements in ride comfort, traction and braking balance. The radically different design also attracted customers from other makes, primarily imports. This was an important, and often under-emphasized, driver for the Corvair's success.

Unlike the Falcon and Valiant nameplates, whose conventional designs tended to poach customers from the cheaper but profit-driving full-size models from their respective manufacturers, the Corvair siphoned customers from makes such as Volvo or VW. Because such customers had not been likely to contemplate a larger Chevrolet Biscayne (which cost only slightly more), each Corvair sold did not translate into a Biscayne that was lost. This was in direct contrast to the situation at Ford, where the Falcon nearly ate its maker alive by stealing sales from the basic large Ford sedan. Corvair sales were almost entirely "extra business" for Chevrolet.

The early 1960 models were conceived as economy cars, and had boxy styling, basic trim, and few amenities to keep prices down, despite the relatively expensive and unique power train. A novel feature available for certain higher-level two-door models was a fold-down rear seat. Passenger compartment heat was supplied by a gasoline heater mounted next to the spare tire in the luggage compartment. The line quickly grew from plain, four-door [[sedan]]s with bench seats (the base '''500''' and slightly more upscale '''700''') to the '''Monza 900''', a two-door [[coupé]] with bucket seats and plush trim, introduced late in the model year. An available option was a more powerful engine, rated at 95 [[horsepower]] thanks to a more radical [[camshaft]] and low-restriction exhaust. Despite its late introduction, the Monza sold 12,000 copies, making it one of the most popular Corvairs.

===1961===
[[Image:1962 Chevrolet Corvair Lakewood station wagon.JPG|right|thumb|250px|1962 Lakewood station wagon]]
[[Image:Corvairvan.jpg|thumb|250px|1961 Corvair Van]]
1961 Chevrolet added an optional four-speed [[manual transmission]] (late in 1960, few produced prior to 1961 introduction) to augment the standard three-speed manual and optional two-speed [[Powerglide]] [[automatic transmission|automatic]]. The Corvair engine received its first size increase to 145 in³, courtesy of a slight increase in bore size. The base engine was still rated at 80 hp (60 kW) when paired with the manual transmissions and 84 hp (63 kW) when mated to the optional automatic transmission in Monza models. The high-performance engine was rated at 98 hp (73 kW). To increase luggage capacity in the front, the spare tire was relocated to the engine compartment in cars not ordered with All Weather air conditioning, and the gasoline heater was replaced by a system of ducts that redirected warmed air from the cylinder heads to the passenger compartment. The gasoline heater remained available as an option through 1964.

Corvair was the first of the compacts to offer factory air conditioning, as a mid 1961 option introduction. The large condenser lay flat atop the horizontal engine fan. A large, green painted reverse rotation version of the standard GM Frigidaire air conditioning compressor was used, and an evaporator housing was added under the dash with integrated outlets surrounding the radio housing. All Weather Air Conditioning was not available on wagons, Greenbrier/Corvair 95 or the turbocharged models introduced later, due to space conflicts in those body styles.

A [[station wagon]], the '''Lakewood''', was also added to the lineup in 1961, and it contained a total of 68 ft³ (1.9 m³) of cargo room — 58 in the main passenger compartment, and another 10 in the "trunk" under the hood.

That same year, Chevrolet also introduced the '''Corvair 95''' line of light-duty [[truck]], which used the Corvair driveline and were forward-control, with the driver sitting over the front wheels, as in the [[Volkswagen Type 2]]. The '''Corvan''' model was available in a [[myriad]] of configurations as both a [[panel van]] and a window van. There were also two models of [[pickup truck|pickup]] available. The '''Loadside''' was a fairly typical pickup of the era, except for the rear engine, forward controls, and a strange pit in the middle of the bed, The more popular pickup was the '''Rampside''' model, which, as its name implies, had a large fold-down ramp on the side of the pickup bed. Rampsides were used by the Bell System because of the ease with which cable reels could be rolled in and out of the bed. Fleet sales of Corvair commercial vehicles were poor due to an approximately $100 premium over competitive Ford products: If you bought 25 trucks, you essentially got one extra Ford for free. This disadvantage would seriously impact Corvair 95 sales, and ultimately cause the line to be discontinued in favor of a profoundly basic Chevy II based panel truck in 1964.

The '''Greenbrier Sportswagon''' used the same body as the Corvan with window option, but was marketed as a [[station wagon]] like the '''Lakewood''', and was available with trim and paint options similar to the cars, arguably making it the first American [[minivan]].

Continuing from the end of the previous year was the '''Monza''', heavily promoted and sometimes considered "the poor man's [[Porsche]]." The Monza was expanded to a four-door as well as a two-door coupe, and garnered around 144,000 sales.

===1962 – 1963===
[[Image:Corvair turbo engine.jpg|right|thumb|250px|The Corvair's innovative [[turbocharged]] engine]]
In 1962, Chevrolet introduced the 150 hp (112 kW) [[Turbocharger|turbocharged]] '''Monza Spyder''' option for Monza coupes and convertibles mid year, making the Corvair one of the first two production automobiles to come with a turbocharger as a factory option, with the [[Oldsmobile F-85]] ''Turbo Jetfire'' of the same year. The 500 station wagon was dropped in favor of the Monza wagon at introduction, however all station wagons were discontinued mid year to create more capacity for new models like the convertible and Chevy II. Metallic brake linings and a heavy duty suspension consisting of a front anti roll bar, rear axle limit straps, revised spring rates and recalibrated shock absorbers were introduced as optional equipment and recommended for Spyders. Monza Spyder featured a multi-gauge instrument cluster which included a [[tachometer]], cylinder head temperature gauge and intake manifold pressure gauge in addition to the turbocharged high performance engine.

The 1963 model year saw the end of the '''Loadside''' [[pickup truck|pickup]], and the availability of a long 3.08 gear for improved fuel economy, but the Corvair otherwise remained largely carryover with minor trim and engineering changes (self adjusting brakes) from 1962.

===1964===



Significant engineering and safety changes occurred in 1964, while the bodies and models available remained the same.

The lineup remained relatively unchanged for the 1964 model year, with the exception of the engine growing from 145 to 164 in³ (2.3 to 2.7 L) due to an increase in stroke; the base power growing from 80 to 95 hp (60 to 70 kW), and the high performance engine growing from 95 to 110 hp (70 to 80 kW). The Spyder engine remained rated at 150 hp (112 kW) despite the displacement increase of the engine. The '''Rampside''' [[pickup truck|pickup]] was discontinued at the end of the model year.

1964 also saw a critical improvement in the Corvair's suspension; the car's swing axle rear suspension was tamed by use of an additional transverse leaf spring carrying a high proportion of the rear weight, in an effort to diminish rear roll stiffness and foster more neutral handling attributes. Spring rates were much softer at both ends of the car in 1964 compared to previous models, and the heavy duty suspension was no longer optional, although all models now had an (even larger) front anti roll bar standard. Brakes were mildly improved by finned rear drums.

However, a young lawyer named [[Ralph Nader]] had written a book called ''[[Unsafe at Any Speed]]'' in which the 1960-63 Corvair (accused by Nader of a greater tendency to cause loss of driver control, spin out or even roll over in many situations) was used as a dramatic case study. The Nader book, which was published in 1965, came as a blow to sales of the Corvair line. The sporty, inexpensive [[Ford Mustang]], based on the conventionally designed Ford Falcon and introduced in April 1964 in response to the market pioneered by the Corvair Monza also impacted heavily on Corvair sales, even after the sensational 1965 redesign.

===1965===
[[Image:Corvair.JPG|right|thumb|250px|1966 Chevrolet Corvair]]
[[Image:corvairs.jpg|thumb|right|Cover of IND 1965 Cars publication, featuring Corvair]]
A dramatic redesign of the Corvair body and suspension and two powerful new engines came in 1965. The new body style showed influence from [[Chevrolet Corvette]] Stingray and the 1963 Buick Riviera, with 'coke bottle styling' that set the trend for GM cars for the next fifteen years- foreshadowing the 1967 [[Chevrolet Camaro]] that eventually replaced the Corvair. Many consider the second generation to still look contemporary in contrast to the first generation body. A new fully [[independent suspension]] similar to that used on the Corvette replaced the original [[swing axle]] rear suspension. Car and Driver magazine's David E. Davis Jr. showed wild enthusiasm for the 1965 Corvair in their October 1964 issue. For the first time, none of the passenger cars had a "B" pillar, making all closed models true hardtops.

"And it is here too, that we have to go on record and say that the Corvair is - in our opinion - the most important new car of the entire crop of '65 models, and the most beautiful car to appear in this country since before World War II."

"When the pictures of the '65 Corvair arrived in our offices, the man who opened the envelope actually let out a great shout of delight and amazement on first seeing the car, and in thirty seconds the whole staff was charging around, each wanting to be the first to show somebody else, each wanting the vicarious kick of hearing that characteristic war-whoop from the first-time viewer."

"Our ardor had cooled a little by the time we got to drive the cars - then we went nuts all over again. The new rear suspension, the new softer spring rates in front, the bigger brakes, the addition of some more horsepower, all these factors had us driving around like idiots - zooming around the handling loop dragging with each other, standing on the brakes - until we had to reluctantly turn the car over to some other impatient journalist. We were actually annoyed about having to drive the new Sting Ray and the new Impala SS with a great, storming 409 to propel it"

"The '65 Corvair is an outstanding car. It doesn't go fast enough, but we love it."

Many new options and refinements appeared in the beautiful (according to critics such as [http://www.corvaircorsa.com/corsa.html Car and Driver]) new 1965 redesign. Fully integrated in-dash All Weather Air Conditioning, a much better heater system, larger brakes borrowed from the Chevelle, a stronger differential ring gear, a Delcotron alternator and significant carburetor and small chassis refinements all occurred. AM/FM radio, FM stereo, telescopically adjustable steering column, and a Special Purpose Chassis Equipment ("Z17") handling package, consisting of a special performance suspension and quick ratio steering box, were significant new options that became available for 1965.

The previous 150 hp (112 kW) Monza Spyder was replaced by the normally-aspirated 140 hp (104 kW) '''Corsa''' and the 180 hp (134 kW) '''Turbocharged''' engine. The Corsa came standard with an instrument panel featuring a 140 mph speedometer with resettable trip odometer, a 6,000 rpm tachometer, cylinder head temperature gauge, analog clock with a sweeping second hand, a manifold vacuum/pressure gauge and fuel gauge. Also standard was a short throw shifter for the manual transmission (no automatic was offered). The standard equipment Corsa 140 hp (104 kW) engine was notable for the fact that the engine used 4 single-throat [[carburetors]], larger valves, and dual exhaust — the factory's response to a modification hot-rodders had been making since the car first appeared; it was available as an option on other Corvair trim levels. The base 95 hp (71 kW) and 110 hp (82 kW) high performance engines were carried forward from 1964 for the 500 and Monza models.

By this point, the more utilitarian [[station wagon]], panel van, and [[pickup truck|pickup]] body styles had all been dropped in favor of the sportier coupe, hardtop sedan and convertible styles. 1965 would be the last year for the '''Greenbrier''' window van, which was retained only because of a few fleet orders, with 1528 being built. Chevrolet replaced the Corvair-based vans with the [[General Motors van|Chevrolet Sportvan/GMC Handi-Van]], which used a traditional front engine/rear drive axle borrowed from the [[Chevy II]].

===1966 – 1969===
The 1966 lineup remained essentially unchanged from 1965, and sales began to decline as a result of Nader's book, the very popular new Mustang that offered V8s up to 271 hp compared to Corvair's 180 hp top powertrain, and rumors of the upcoming "Panther'- the code name for the forthcoming 1967 Camaro slated as the replacement for the Corvair in the sporty car market. The sales decline was also accelerated by a decision at GM to discontinue further development of the Corvair. One change of note was a more robust 4 speed synchromesh transmission for 1966, using the standard [[Saginaw]] gear set with 3.11:1 first gear ratio used by other GM 6 cylinder vehicles. The new 3 and 4 speed transmission was capable of handling more stress, though generally much more truck-like in operation than the prior 4 speed transmission which was modeled more along the lines of a Warner, but also a Saginaw product. It was a great improvement over the older 3 speed transmission, having a synchronized first gear. Also, the gear ratios were carried over from other GM cars, and were not optimal for a street-driven Corvair. A small flexible plastic air dam ("spoiler") was installed below the front apron to conceal the front suspension and underbody, and lessen crosswind sensitivity to virtually nil. It is a popular retrofit to the 1965 models both for functional and aesthetic reasons.
[[Image:1967_Corvair_Monza_Cvt.jpg|300px|thumb|right|1967 Corvair Monza]]
In 1967 the Camaro was introduced and the Corvair line was trimmed to the base 500 sedan and coupe, and the Monza sedan, coupe and convertible. The 140 hp (104 kW) and 180 hp (134 kW) engine options were deleted as well, although the 140 hp option would be later reintroduced as a regular production option and would remain available until Corvair production ended. This model year was the first equipped (along with all other domestic GM lines) with true collapsible steering columns, a final response to one of the most valid safety criticisms. GM introduced a 50,000 mile engine warranty on all 1967 models, including the Corvair. Dual circuit master cylinder with warning light, nylon reinforced brake hoses, stronger steel (instead of aluminum) door hinges and soft contoured instrument panel knobs and a vinyl edged day/night mirror were all made standard equipment as well.

In 1968 the line was trimmed even further by discontinuing the four door hardtop models, leaving just three models; 500 Sport Coupe, and Monza Sport Coupe and Convertible. Sales were down to 15,400. All Weather air conditioning was dropped as an option, due to concerns about thermal loading added by the now-standard air injection reactor ("smog pump") which probably hurt sales as factory air became more popular generally in automobiles.

Corvair production finally ceased in 1969 with sales of only 6,000 cars, less than one to each Chevrolet dealership, a victim of Nader's book, Ford's Mustang, and Chevrolet's own Camaro and Nova. Although negative publicity hurt the Corvair, ongoing litigation is believed to have extended the production life of the vehicle, as ending production would have been construed as an admission by General Motors that the product was flawed.

According to researchers such as noted GM historian Dave Newell, GM had already planned on ceasing Corvair production after the 1966 model year to make way for the Camaro. But the timing of Nader's book turned out to be an inconvenience. Not wanting to appear as though they were buckling to Nader's pressure, GM kept the Corvair in production for another three years. The only developmental changes made were to keep in line with government safety and emissions requirements. Another indication of the Corvair's imminent demise was when the 1969 models were introduced: GM equipped its 1969 models one year ahead of Government requirements, with a steering column-mounted, anti-theft ignition switch, and a new, square-shaped ignition key. Nineteen sixty-nine Corvairs got the new key but were the only GM cars to retain the ignition switch on the dashboard, no doubt due to the lack of interest by GM engineering to adapt the Corvair steering column accordingly. How those last 1969 Corvairs were assembled (and the press event held by Chevrolet when car number 6000 rolled off the assembly line) is an interesting part of the Corvair story.

Nineteen sixty-nine Corvairs and Novas were being assembled at the same facility in the Chevrolet/Fisher plant in Willow Run, Michigan. However, demand for Novas was high and almost nonexistent for Corvairs, so a decision was made in November, 1968, to move Corvair assembly to a special area in the plant, dubbed the "Corvair Room," making Corvairs built between that time and May 14, 1969 essentially hand-built (once the bodies were delivered from Fisher Body). A number of well-known Chevy collectors and GM executives expressed interest in purchasing the last Corvair, number 6000, but GM management decided that the Olympic Gold Monza hardtop would not be sold. Most accounts relate that GM scrapped it shortly after it was built. Representatives from the press, along with corporate bigwigs, were present at the small ceremony when car number 6000 got its final fittings and drove off the line to where railroad cars full of new '69 Novas were ready to be shipped to dealers. Reaction to the death of this sporty car was mixed, and extended to both ends of the spectrum, from sadness and regret that such a fine car couldn't make it in the marketplace, to sharp criticism of Chevrolet's decision to continue building the car at all.

General Motors did have plans for a 1970-on model Corvair, essentially a re-skin of the 1965-69 body with new exterior sheetmetal. The car likely would have debuted as a "1970 1/2" model, much as Corvette and Camaro did for 1970. The overall appearance of this third generation Corvair was very similar to the 1973 GM A Body intermediates-- particularly the 1973 Pontiac Grand Am. It retained Corvair proportions, with a rounded sweeping body, terminating in a tapered tail with a glassy roof, featuring fixed quarter windows. This program progressed past the point of full scale clay models before being dropped in early 1968. One interesting project at GM was the Turbo Hydramatic 350 transmission, introduced in the 1968 Camaro and later adopted by most Chevrolet models. It was laid out in a manner that would permit its use in the Corvair, unlike the Turbo Hydramatic 400 and most other designs. Had the 1970-on Corvair been built, it is clear this transmission would have been adapted for the Corvair. The last word on the 1970+ "third generation" Corvair was, "Mr. Cole (GM President Ed Cole, ex-Chevrolet General Manager during Corvair development) is not enthused about this program..."{{Fact|date=February 2007}}

In what may be the automotive industry’s greatest irony, [[NHTSA]], the federal agency created from Nader’s “consumer advocacy,” investigated the Corvair and issued a report in 1971 clearing the car’s design. But that was two years after the car went out of production, and not nearly as headline-worthy as Nader’s initial claims.

Part of Nader’s evidence against the Corvair was a promotional film created by Ford Motor Company, in which a Ford test driver purposely turned the Corvair in a way to make it spin around. Such films were not uncommon. GM also had films showing the Ford Econoline pickups standing on their noses under heavy braking.

==Engineering==
The [[Chevrolet Corvair engine]], unique for a [[United States]] car, presented a different set of requirements for mechanics, many of whom treated the engine in the same way as they would an engine of normal design, leading to problems.

An engineering weakness not generally highlighted related to fumes and gases entering the passenger area via the heater system, a problem endemic to an air-cooled engine that uses heat radiated from the engine directly to heat air for the passenger compartment. [[Carbon monoxide]] and other noxious or deadly gases could enter the passenger areas if exhaust system gaskets aged or failed using this system, since the gaskets were inside the heater box air intakes and air for engine cooling was used for passenger–compartment heating when the heater was on (or leaking). The 1960 model Corvairs used a GM Harrison division gasoline heater located in the front trunk area as its standard heater, similar to the Eberspächer heater offered as an auxiliary heater by Volkswagen as a dealer-installed option. This feature became optional in 1961 and was dropped in 1965 due to weak consumer demand.

Chronic oil leakage from the pushrod tubes, caused by GM's poor choice of pushrod tube seal material, also contaminated the passenger heating air. That air might also become noxious if a 6-inch (152 mm) wide rubber seal almost 16 feet (5 m) long, located between the engine assembly and the body, was not maintained in like-new condition. Another common problem in the earlier years was oil leakage caused by dissimilar metal thermal expansion on the aluminum–and–steel engine. Chevrolet wrestled with several problems of this nature the entire time the Corvair was in production with varying degrees of success.

The interior air would also be contaminated if the voltage regulator allowed an over-voltage condition and the original battery vent hoses were not attached. The battery, which was mounted in the engine compartment, could emit [[hydrogen]] if overcharged. Chevrolet installed special battery caps and hoses that vented the battery to air outside the engine compartment, but these were often discarded by owners during the car's life.

The [[Volkswagen Beetle]] (Type I), another automobile with an air cooled engine, had a heater system which better isolated fresh air from engine cooling air fumes, and was only susceptible to carbon monoxide contamination from the two heat exchanger to muffler seals at the rear of the engine, as opposed to the eight exhaust joints in the Corvair system.
This air contamination problem is illustrated by the fact that many American cities' taxi regulations had prohibited air-cooled engine cars from being used as taxicabs when they derived their heated air from engine exhaust heat, decades before the Corvair and VW Beetle entered the market.

A criticism in Lawyer [[Ralph Nader]]'s 1965 book concerned the [[steering column]] design. Like most cars of its era, the Corvair's steering column was rigid and could [[impale]] the driver in a front-end collision. While the Corvair's steering box was mounted ahead of the front cross-member, it was well behind the frame horns, in what would later be called a "[[crumple zone]]," and could, in a severe front-end collision, push the steering column and steering wheel toward the driver. In practice, most driver chest injuries were sustained due to the lack of a shoulder belt, rather than steering column intrusion. Any increase in risk of injury due to steering column intrusion in a front-end collision was, however, more than offset by the absence of an incompressible engine and transmission in the front of the vehicle, which commonly intruded into passenger compartments on vehicles of the era. Chevrolet, aware of Nader's criticism, changed the steering shaft to a two-part design with a frangible joint late in the 1965 model year, and a collapsible steering column was provided in 1967, towards the end of the model's life span.

The criticism of the 1960-'63 Corvair handling was not entirely groundless. Although it was a competent handling vehicle as delivered from the factory, with characteristics quite similar to many imported cars, such as Mercedes and Volkswagen, which also used [[swing axle]] suspensions with similar handling attributes, there was room for improvement. Advertising in 1960 from domestic competitors showing the results of shooting an arrow weighted at the rear end missing its target widely did little to foster confidence in many minds about the stability of the car.

Chevrolet had tailored the handling of the Corvair by using very wide tires for such a light car (6.50-13, considered wide at the time, even contemporary Corvette used only a 6.70) to bear the weight of the rear and reduced front pressures by about 11 psi to increase front slip angles to balance traction and maintain confident control. If this pressure difference was not maintained, the handling would suffer as in very hard cornering, the rear slip angles would exceed the front slip angles and could lead to spin out or loss of control at very high speeds where the car is traveling dozens of feet per second and small changes in the rate of drift between the opposing ends of the car translated into a departure from the driver's intended course down his lane or in some cases, the road.

Swing axles were a common suspension design during the Corvair era- Millions of Ford pickup trucks were sold well into the 1990's using 'Twin I Beam' which is a swing axle. The advantages of swing axles are quite numerous; very compact packaging, tremendous strength and durability on rough surfaces, very good isolation of road harshness and a very smooth ride due to the camber changes forcing the tire carcass to absorb blows sideways as well as radially on severe bumps.

The primary deficiency of swing axle suspensions is they create a high '[[roll center]]'; the theoretical point the car center of mass pivots around as it leans in cornering. Although a high roll center reduces body roll in cornering, and reduces sensitivity to cambered roads and crosswinds- all good attributes- high roll centers create 'roll stiffness' which is resistance to [[body roll]]. This roll stiffness transfers outboard weight shifts in cornering to the outboard tire in a corner. Pre-1965 Corvair has a rear roll center approximately 13" above the road surface and front roll center just slightly below the road surface. This concentration of roll loading on the rear wheels means as the severity of cornering loads increased the weight was transferred to the already heavily loaded rear tire and the car would progressively carry a larger proportion of the car weight on the outboard rear wheel, increasing its slip angle and eventually pushing the car into [[lift-off oversteer]].

Chevrolet had considered adding a front anti-roll bar for the original 1960 car, which would have shifted a significant part of this weight transfer to the FRONT outboard tire and reduced the rear slip angles considerably in severe cornering, but the extra cost ($6 per car is often cited) and confidence in the tire pressure differential adequately compensating for the inclination for [[oversteer]] led GM to delete the anti–roll bar from production models. This false economy was to come back to haunt GM later. The anti–roll bar did become available as an option in 1962, and was made standard finally in 1964. The 1964 rear suspension was modified considerably with a transverse leaf spring carrying much of the rear weight and vastly softer coil springs, in an effort to significantly reduce roll stiffness at the rear of the chassis. The redesigned 1965 suspension was a total solution, cutting the rear roll center down to half its previous height, reducing rear roll stiffness very significantly with fully articulated half-axles that offered constant camber on the rear tires in all driving situations. Although much is made of the 'jacking' (tendency for swing axle suspensions to go into very severe positive camber in extreme corners) and large camber changes generally during suspension travel in swing axle suspensions, the bias ply tires used at the time were very insensitive to camber and did not have very significant reductions in cornering power at high camber, unlike belted and radial tires which became commonplace later on.

Contemporary Volkswagens, Renaults, Porsches, and other rear-engined cars all used swing axles. As Corvair was designed to avoid terminal oversteer by using very low air pressure in the front tires, typically 15 to 19 pounds force per square inch, so that they would begin to [[understeer]] (increase slip angles faster than the rear) before the swing axle oversteer would come into play, this pressure was quite adequate for the very lightweight Corvair front end on the already quite wide tire. Owners and mechanics, either through ignorance of the necessity for this pressure differential between front and rear or thinking that the pressure was too low for the front, would frequently inflate the front tires to more "normal" pressures, thus ensuring that the rear of the car would oversteer. It should be mentioned that the Corvair is by no means unique in requiring dissimilar front and rear tire pressures for normal controllability; even the front–wheel–drive Cadillac Eldorado years later used very low REAR pressures (16 psi) to balance handling.

Although Nader possibly overstated the severity of the handling problems, as was later found by US National Highway Traffic Safety Administration investigators, Chevrolet made changes to the suspension: in 1964, adding a transverse leaf spring extending between the rear wheels to limit rear wheel camber change. In 1965 the Corvair got a state–of–the–art fully [[independent rear suspension]] closely resembling that of the contemporary [[Chevrolet Corvette|Corvette]], even sharing some components. These changes were, however, viewed by critics as Chevrolet's recognition of problems with the original design.

==Production notes==
{|class=wikitable
!Year!!Production!!Photo!!Spotting!!Notes
|- align=right
|1960||253,268||align=left|[[Image:1960 Chevrolet Corvair.JPG|50px|1960 sedan]]||align=left|Solid front with large emblem||align=left|First year, 500 and 700 4 door sedan are only models available at Introduction; 500 and 700 Club Coupe become available January 1960, Monza Club Coupe introduced spring 1960 along with 95 hp "Super TurboAir" high performance engine option, and 4 speed transmission. Gas heater optional, spare tire mounted in luggage compartment, central automatic choke. Sales impeded by US Steel strike shortly after introduction, causing a shortage of new 1960 models. Monza is first Chevrolet model with 'narrow' 1" stripe whitewall tire.
|- align=right
|1961||337,371||align=left| ||align=left|Solid front with small emblem and full-width bar||align=left|Monza sedan, Lakewood station wagon, Corvan and Greenbrier vans, and Loadside and Rampside pickups added; 145 in³ engine and optional three-speed manual; spare tire now in the rear on models not equipped with mid 1961 All Weather Air Conditioning option. Manual choke. First full year of Monza production demonstrates its sales success, pushes Ford to develop Falcon Sprint and eventually Mustang to exploit the small sporty car market uncovered by Corvair Monza.
|- align=right
|1962||336,005||align=left|[[Image:1962 Corvair Monza 900 Turbo Spyder.jpg|50px|1962 Monza 900 Turbo Spyder]]||align=left|Dual-slit front||align=left|Turbocharged Monza Spyder, Monza Convertible added mid-1962, Heavy Duty Suspension optional with front anti roll bar, rear axle limit straps, Positraction differential, Kelsey Hayes knock off wire wheels added to options. Monza wagon becomes available, 500 wagon dropped- wagons lose 'Lakewood' designation. Station wagons discontinued mid-1962 to provide capacity for other Corvair and Chevy II models.
|- align=right
|1963||288,419||align=left| ||align=left|Full-width single-slit front with small emblem above||align=left|Loadside pickup discontinued. Self adjusting brakes, and small engine improvements (belt guides, improved oil cooler).
|- align=right
|1964||214,483||align=left|[[Image:1964 Chevrolet Corvair.JPG|50px|1964 sedan]]||align=left|Full-width single-slit front with overlapping emblem||align=left|Last year of the Rampside pickup; improved rear suspension and larger 164 in³ engine
|- align=right
|1965||247,092||align=left|[[Image:1965 Chevrolet Corvair.JPG|50px|1965 coupe]]||rowspan=5 align=left|Solid front with raised bumper and full-width emblem/bar. "Corvair" script moved from hood to "grill" area in 1966 and continued there until the end of production.||align=left|First major redesign of the Corvair- all new Fisher Z body, hardtop styling in every model, 700 series discontinued, Corsa series replaces Monza Spyder series as 11th hour change; Greenbrier discontinued mid-year after 1528 built; revised front and redesigned independent rear suspension, improved heater and air conditioning systems, numerous small engine and chassis refinements. Mid year introduction of Z17 'steering and suspension" option includes special springs with rates increased approximately 25%, special shock absorbers, a 16:1 steering box and special steering arms. New options include AM/FM, FM Stereo, 140 hp engine, telescopic steering column, heavy duty oil bath air cleaner precleaner system with engine shrouding for dust control.
|- align=right
|1966||109,880||align=left|[[Image:1966 Chevrolet Corvair Monza convertible.JPG|50px|1966 Monza convertible]]||align=left|Improved 3 and 4-speed synchromesh manual transmission; last year of Corsa model and Canadian production at Oshawa. Late 1965 modification to steering shaft adds a U-joint and floor reinforcement to reduce risks of column intrusion in collisions. Tire size upgraded to 7.00-13 from 6.50-13, with narrower 5/8" whitewall. New optional equipment includes headrests, shoulder harnesses, 4 speaker Delco FM Stereo Multiplex, power rear antenna, 'Mag Style' (N96) wheelcovers.
|- align=right
|1967||27,253||align=left|[[Image:1967 Corvair Monza Cvt.jpg|50px|1967 Monza convertible]]||align=left|Last year for the sedan, new options included Speed Warning, Delco Stereo Tape system. GM Energy Absorbing steering column, dual circuit brake system, stronger door hinges introduced. 110 hp engine is only optional engine at Introduction; eventually 140 hp becomes available as Central Office Production Order in limited production as COPO 9551"B".
|- align=right
|1968||15,399||align=left| ||align=left|Air Injection Reactor standard in all markets, 140 hp engine reintroduced as a regular production option, optional All Weather Air Conditioning discontinued, fuel vapour return line and Ignition Key Warning buzzer new standard features. Front shoulder harnesses become standard after Jan 1, 1968, rear shoulder harnesses are optional all models.
|- align=right
|1969||6,000||align=left| ||align=left|Last year- production 6000 units, of which 521 are Monza Convertibles, very small changes; improved clutch cable design on manual transmission cars, wider bucket seats, wider interior mirror, refined front brake hose design, front seat head restraints. 140 hp engine, F41 'special purpose ssuspension', N44 'quick ratio steering box' Positraction and telescopic steering column remain available. The last few months of production are virtually hand-built on a special slow moving line in a smaller area of the Willow Run plant.
|-
!Total!!1,835,170!!!!
|}

==Modifications==
Many sports car purists were more interested in the Corvair (particularly the 1965 and later cars) than in more conventional designs, such as the [[Ford Mustang]], despite the latter's power advantage. From the first appearance of the Corvair, a large selection of high-performance equipment and modifications became available for it.

===Ultra Van===
The [http://www2.onu.edu/~kwildman/ultraVan.html Ultra Van] (or Ultravan) was a Corvair powered Motorhome that was produced from 1961-1971. Using an aircraft style monocoque body, its aerodynamic shape permitted the relatively low-output 80, 95 and 110 horsepower [[Chevrolet Corvair engine|Corvair Engine]] to power it to speeds over 70 mph. Fuel economy was quite good for this type of vehicle, in the middle teens for miles per gallon- about double what comparable V8 powered standard motorhomes could muster. An all wheel independent suspespension, and spacious interior added to comfortable accomidations for the travelling family. Ultravans are well supported even today by a chapter in the [[Corvair Society of America]] ([[CORSA]]) who's motto is 'Whales on wheels' a reference to the unique bloated shape of the UltraVan.

===Yenko Stinger===
[[Don Yenko]], who had been racing Corvettes, could not compete successfully against the [[Carroll Shelby]] Mustangs after they arrived on the scene; he therefore decided to race modified Corvairs, beginning with the 1966 model. As the stock Corvair did not fit into any of the [[SCCA]] categories, Yenko had to modify four-carburetor Corsas into "sports cars" by removing the back seat; in the process he would introduce various performance improvements. As the SCCA required 100 cars to be manufactured to [[homologate]] the model for production racing, Yenko completed 100 Stingers in one month in 1965. Although all were white, as the SCCA required for American cars at the time, there was a great deal of variety between individual cars; some had exterior modifications including fiberglass engine covers with spoilers, some did not; some received engine upgrades developing 160, 190, 220, or 240 hp (119, 142, 164, or 179 kW). All were equipped by the Chevrolet factory with heavy duty [[suspension (vehicle)|suspension]], four speed [[Transmission (mechanics)|transmission]], quicker [[steering]] ratio, [[positraction]] [[differential]]s (50 with 3.89 gears, and 50 with 3.55 when Chevrolet dropped the 3.89) and dual brake [[master cylinder]]s (the first application of this by Chevrolet, to become stock equipment the next year). The Stingers competed in Class D Production, which was dominated by the [[Triumph Motor Company|Triumph]] TR4, which was very quick in racing trim; however in its first race in January 1966, the Stinger was able to come in second by only one second. By the end of the 1966 season, [[Jerry Thompson]] had won the Central Division Championship and placed fifth in the 1966 Nationals, [[Dick Thompson]], a highly successful Corvette race driver, had won the Northeast Division Championship, and Jim Spencer had won the Central Division Championship, with Dino Milani taking second place.

The next year, however, Chevrolet dropped the Corsa line, and the Monza line was not initially available stock with the four carburetor engine; the engine was eventually offered as a special performance option, however, along with the 3.89 differential. The Monza instrumentation, however, did not have a tachometer or head temperature gauges, which had to be separately installed. The SCCA, on the other hand, had relaxed its ruling regarding color, and the cars were available in red or blue. It is believed that only fourteen 1967 Stingers were built, but [[Dana Chevrolet]], who distributed Stingers on the US West Coast, ordered an additional three similar cars to be built to Stinger specifications, but with the AIR injection system to meet California [[emissions]] laws, with Yenko's permission. A total of 185 Stingers are believed to have been built, the last being YS-9700 built for [[Goodyear Tire and Rubber Company]] as a tire test vehicle in 1969 – 1970.

[[Comedian]], television star, and car enthusiast [[Tim Allen]] currently owns and races Yenko Stinger #YS-043.

===John Fitch Corvair Sprint===
Longtime [[roadrace]]r [[John Fitch (driver)|John Fitch]] was particularly interested in the Corvair as the basis for a spirited road and track oriented car, due to its handling. The basic Sprint received only minor modifications to the engine, bringing it to 155 hp (116 kW), but upgrades to the [[shock absorber]]s and [[Spring (device)|spring]]s, adjustments to the [[wheel alignment]], quicker [[steering ratio]], alloy wheels, metallic [[brake lining]]s, the obligatory wood-rimmed steering wheel (leather available for an additional $9.95) and other such minor alterations made it extremely competitive with [[Europe]]an sports cars costing much more. Body options such as spoilers were available, but the most visually remarkable option was the "Ventop", a fiberglass overlay for the C-pillars and rear of the roof that gave the car a "flying buttress" profile.

Fitch went on to design and build a prototype of the Fitch Phoenix, a Corvair-based two-seat [[sports car]], superficially resembling a smaller version of the [[Mako Shark]] based Corvette. With a total weight of 1,950 pounds (885 kg), even with a steel body, and with the Corvair engine modified with [[Weber carburetor]]s to deliver 175 hp (130 kW), the car delivered spirited performance for $8,760. Unfortunately, the [[Traffic Safety Act]] of 1966 placed restrictions on the ability to produce automobiles on a small scale; this was followed by Chevrolet's decision to terminate production of the Corvair, which confirmed the end of Fitch's plan. He still retains the prototype however, and occasionally exhibits it at car shows. The car may be glimpsed briefly in the documentary film ''Gullwing at Twilight: The Bonneville Ride of John Fitch''[http://szwedo.com/gullwing.htm].

===V8 Corvairs===
The ultimate Corvair modification was replacement of the engine with a V8. As daunting as this might seem, two things made it possible:
# The Corvair engine rotated in the opposite direction from most other engines, so that if a V8 was placed in the rear seat area (the added weight of a V8 in the original location of the Corvair engine would be abominable to drive) and coupled to the front of the transmission via a supplied custom made clutch gear and input shaft, this would drive the car in the proper direction with four speeds forward and one reverse.
# The switch in 1966 to using standard Chevrolet [[Saginaw]] gear sets in the manual transmission could handle the torque of a V8.
A radiator occupies the former trunk, in the front of the vehicle. However, the former engine compartment in the rear now is available as luggage space. A complete kit to adapt a Chevrolet small-block V8 to a Corvair was manufactured by a company named Crown Manufacturing, for $600. The resulting vehicle weighed only 2,750 pounds (1250 kg), compared to 3,700 pounds (1680 kg) for a small block Corvette, and possessed independent rear suspension of almost the same design. Crown's prototype with 350 hp (261 kW) Corvette engine recorded an elapsed time of 12.22 seconds and 105 miles per hour (169 km/h) in the quarter mile (402 m). An advantage of this modification is that the [[mid-engine]] design provides optimal handling characteristics for the road, as well as excellent [[drag strip]] traction without the need for [[Slick tire|slick]] or "[[Slick tire|cheater slick]]" tires as seen in front engine cars, let alone modifying the wheelbase as on the FX [[funny car]]s of the time. Although a few Corvairs have been modified to accept the Chevrolet big-block engine, the added size of the engine makes the work significantly more difficult, and the result, although a great performer, tends to be unreliable.
Yenko Corvair YS99 was one of the 300 or so CORV8 conversions made.
It is also possible to install a reverse rotation small block chevy in place of the flat six with many modifications.

===Eshelman Golden Eagle===
The first Eshelman Golden Eagle was an ordinary mid-1960s Chevrolet Corvair retrimmed with special emblems and other ornamentation and marketed through used-car dealers by [[Eshelman Motors Corporation]] of [[Baltimore, Maryland]].

By 1967 the model was called the Eshelman Golden Eagle Safety Car and was based on the contemporary Chevrolet line, but now each Golden Eagle had a patented standard 15MPH impact-resistant "crash absorber" fashioned by incorporating each car's spare tire into the front bumper. Advertising claimed the cars were "Designed for the owner who has a special value for his life and the lives of his loved ones." Known Golden Eagle dealerships included the former Kislack Kar Sales in Houtzdale, Pennsylania and Plaza Motors in [[Niagara Falls, New York]], but exact sales numbers are not known.

==Dune Buggies==

Corvair flat-six engines were a popular alternative to Volkswagen engines in [[dune buggy]] applications, and racing.

==See also==
* [[Chevrolet Corvair engine]]
* Chevrolet [[Corvair Powerglide]]
* [[Unsafe at Any Speed]]

==External links==
{{commonscat|Chevrolet Corvair}}
* [http://www.corvair.org/ CORSA home page — Corvair Society of America]
* [http://www.corvaircorsa.com/ The Corvair Corsa — An exceptional Corvair resource]
* [http://rearenginespecialists.com/ Rear Engine Specialists — Corvair History and Customization]
* [http://www.corvairproject.com/ Corvair Project — Massive Corvair Internet Link Resource]
* [http://autoxer.skiblack.com/stinger_prep/ Complete Preparation Of Yenko Stingers For Road Racing (applies to all Corvairs)]
* [http://corvair.us Large number of photos and some information about Corvairs]
* [http://www.corvair.de Corvair Club Germany]
* [http://www.failuremag.com/arch_history_corvair.html "Failure at any Speed?" ]

[[Category:Chevrolet vehicles|Corvair]]
[[Category:Rear wheel drive vehicles]]
[[Category:Rear-engined vehicles]]
[[Category:Compact cars]]
[[Category:Pickup trucks]]

Chevrolet Corvair

2007-05-02T14:23:35Z

Gzuckier: /* 1961 */ dewipediafy

[[Image:Corvair-converitble-2.jpg|250px|thumb|right|Corvair convertible]]

The '''Chevrolet Corvair''' was an [[automobile]] produced by the [[Chevrolet]] division of [[General Motors]] from 1960 to 1969. The Corvair was offered in a wide range of body styles, including four-door [[sedan]]s and [[hardtop]]s, two-door [[sedan]]s and [[hardtop]]s, [[convertible]], and [[station wagon]]. In addition, it was built as a [[compact van]] similar to the [[Volkswagen bus]], with styles including a [[pickup truck|pickup]], [[panel van]], and a passenger van called the Greenbrier. The cargo floor was raised above the rear engine, and the pickup featured an unusual side-loading ramp.

The Corvair — like the [[Ford Falcon]], [[Studebaker Lark]], [[Nash Rambler]], and the [[Plymouth Valiant]]— was created in response to the small, sporty and fuel-efficient automobiles being imported from Europe by [[Volkswagen]], [[Renault]] and others.

The Corvair was part of GM's innovative [[GM A platform (RWD)|A-body]] ("Z"-Body from 1965-on) line of cars, but this was by far the most unusual, due to the location and design of its engine. It was a air-cooled flat / opposed [[RR layout|rear-engined]] vehicle inspired by the [[Volkswagen Beetle]] and the [[Porsche 356]] Speedster. This was quite radical for American cars at the time, in contrast to later compact Chevy II / Nova and subcompact Vega. But instead of an iron 4 cylinder engine common to imported cars, the Corvair had an [[aluminum]], [[air-cooled]] 140 in³ (2.3 L) [[flat-6]] [[engine]]. The first [[Chevrolet Corvair engine]] produced as little as 80 hp (60 kW), but later developed as much as 180 hp (134 kW).

==History==
[[Image:Corvair-convertible-1.jpg|250px|thumb|right|Corvair convertible]]
[[Image:Chevrolet Corvair 164 Turbo engine.jpg|right|thumb|250px|The Corvair's innovative [[flat-6]] [[Chevrolet Corvair engine|engine]] left room for the spare tire, creating even more room in the forward trunk.]]
The Corvair name originated as a [[fastback]] [[show car]] in 1954, which, like many Chevrolet concept cars of the period, including the [[Chevrolet Nomad]] and [[Chevrolet Impala]], was based on the [[Chevrolet Corvette|Corvette]]. The design was championed by [[Ed Cole]], Chevrolet's chief engineer in the early 1950s and general manager in the late 1950s, as an answer to the growing popularity of small, lightweight imported cars.

Design began in 1956 under the auspices of [[Ed Cole]], and the first vehicles rolled off the assembly line in late 1959 as part of the 1960 model year (in which it was named ''[[Motor Trend]]'' magazine's [[Car of the Year]]). For 24 hours, two Corvairs were tested at the [[Riverside International Raceway]] in [[Riverside, California]]. One car rolled over, but the other completed the drive, only losing a quart (1 L) of oil ('''Source''': ''Riverside Raceway Palace of Speed'' by Dick Wallen).

The Corvair enjoyed a ten model year run, and was finally discontinued in May 1969 due to plummeting sales. A variety of factors contributed to the model's 96% drop in sales from 1965 to the last 1969 models. The Corvair faced increasing competition from the Ford Mustang and other 'pony cars' - ironically, a market pioneered by the 1960 Corvair Monza. Safety issues were raised, especially by [[Ralph Nader|Ralph Nader's]] 1965 book ''[[Unsafe at Any Speed]]''. The car's design was costly to produce and did not command a premium price on the showroom floor. Engineers experienced difficulties adapting the basic engine design to the tighter emissions standards proposed for 1972. Lastly, a general lack of interest at General Motors, including an almost complete lack of advertising from 1967 onwards (the company's "by-request-only" 1969 Corvair brochure was a mere 4 pages long, and the 500 Sport Coupe wasn't even illustrated) contributed to the model's demise.

The Corvair was a successful model for Chevrolet, with annual unit sales exceeding 200,000 for many years. Chevrolet deliberately designed the Corvair as a radical departure from the conventional Chevrolet. The rear engine offered enormous packaging and economy advantages, providing the car with a lower silhouette, flattening passenger compartment floor, obviating the need for power assists, reducing the need for air conditioning (due to the absence of engine heat blowing over the passenger compartment), and offering dramatic improvements in ride comfort, traction and braking balance. The radically different design also attracted customers from other makes, primarily imports. This was an important, and often under-emphasized, driver for the Corvair's success.

Unlike the Falcon and Valiant nameplates, whose conventional designs tended to poach customers from the cheaper but profit-driving full-size models from their respective manufacturers, the Corvair siphoned customers from makes such as Volvo or VW. Because such customers had not been likely to contemplate a larger Chevrolet Biscayne (which cost only slightly more), each Corvair sold did not translate into a Biscayne that was lost. This was in direct contrast to the situation at Ford, where the Falcon nearly ate its maker alive by stealing sales from the basic large Ford sedan. Corvair sales were almost entirely "extra business" for Chevrolet.

The early 1960 models were conceived as economy cars, and had boxy styling, basic trim, and few amenities to keep prices down, despite the relatively expensive and unique power train. A novel feature available for certain higher-level two-door models was a fold-down rear seat. Passenger compartment heat was supplied by a gasoline heater mounted next to the spare tire in the luggage compartment. The line quickly grew from plain, four-door [[sedan]]s with bench seats (the base '''500''' and slightly more upscale '''700''') to the '''Monza 900''', a two-door [[coupé]] with bucket seats and plush trim, introduced late in the model year. An available option was a more powerful engine, rated at 95 [[horsepower]] thanks to a more radical [[camshaft]] and low-restriction exhaust. Despite its late introduction, the Monza sold 12,000 copies, making it one of the most popular Corvairs.

===1961===
[[Image:1962 Chevrolet Corvair Lakewood station wagon.JPG|right|thumb|250px|1962 Lakewood station wagon]]
[[Image:Corvairvan.jpg|thumb|250px|1961 Corvair Van]]
1961 Chevrolet added an optional four-speed [[manual transmission]] (late in 1960, few produced prior to 1961 introduction) to augment the standard three-speed manual and optional two-speed [[Powerglide]] [[automatic transmission|automatic]]. The Corvair engine received its first size increase to 145 in³, courtesy of a slight increase in bore size. The base engine was still rated at 80 hp (60 kW) when paired with the manual transmissions and 84 hp (63 kW) when mated to the optional automatic transmission in Monza models. The high-performance engine was rated at 98 hp (73 kW). To increase luggage capacity in the front, the spare tire was relocated to the engine compartment in cars not ordered with All Weather air conditioning, and the gasoline heater was replaced by a system of ducts that redirected warmed air from the cylinder heads to the passenger compartment. The gasoline heater remained available as an option through 1964.

Corvair was the first of the compacts to offer factory air conditioning, as a mid 1961 option introduction. The large condenser lay flat atop the horizontal engine fan. A large, green painted reverse rotation version of the standard GM Frigidaire air conditioning compressor was used, and an evaporator housing was added under the dash with integrated outlets surrounding the radio housing. All Weather Air Conditioning was not available on wagons, Greenbrier/Corvair 95 or the turbocharged models introduced later, due to space conflicts in those body styles.

A [[station wagon]], the '''Lakewood''', was also added to the lineup in 1961, and it contained a total of 68 ft³ (1.9 m³) of cargo room — 58 in the main passenger compartment, and another 10 in the "trunk" under the hood.

That same year, Chevrolet also introduced the '''Corvair 95''' line of light-duty [[truck]], which used the Corvair driveline and were forward-control, with the driver sitting over the front wheels, as in the [[Volkswagen Type 2]]. The '''Corvan''' model was available in a [[myriad]] of configurations as both a [[panel van]] and a window van. There were also two models of [[pickup truck|pickup]] available. The '''Loadside''' was a fairly typical pickup of the era, except for the rear engine, forward controls, and a strange pit in the middle of the bed, The more popular pickup was the '''Rampside''' model, which, as its name implies, had a large fold-down ramp on the side of the pickup bed. Rampsides were used by the Bell System because of the ease with which cable reels could be rolled in and out of the bed. Fleet sales of Corvair commercial vehicles were poor due to an approximately $100 premium over competitive Ford products: If you bought 25 trucks, you essentially got one extra Ford for free. This disadvantage would seriously impact Corvair 95 sales, and ultimately cause the line to be discontinued in favor of a profoundly basic Chevy II based panel truck in 1964.

The '''Greenbrier Sportswagon''' used the same body as the Corvan with window option, but was marketed as a [[station wagon]] like the '''Lakewood''', and was available with trim and paint options similar to the cars, arguably making it the first American [[minivan]].

Continuing from the end of the previous year was the '''Monza''', heavily promoted and sometimes considered "the poor man's [[Porsche]]." The Monza was expanded to a four-door as well as a two-door coupe, and garnered around 144,000 sales.

===1962 – 1963===
[[Image:Corvair turbo engine.jpg|right|thumb|250px|The Corvair's innovative [[turbocharged]] engine]]
In 1962, Chevrolet introduced the 150 hp (112 kW) [[Turbocharger|turbocharged]] '''Monza Spyder''' option for Monza coupes and convertibles mid year, making the Corvair one of the first two production automobiles to come with a turbocharger as a factory option, with the [[Oldsmobile F-85]] ''Turbo Jetfire'' of the same year. The 500 station wagon was dropped in favor of the Monza wagon at introduction, however all station wagons were discontinued mid year to create more capacity for new models like the convertible and Chevy II. Metallic brake linings and a heavy duty suspension consisting of a front anti roll bar, rear axle limit straps, revised spring rates and recalibrated shock absorbers were introduced as optional equipment and recommended for Spyders. Monza Spyder featured a multi-gauge instrument cluster which included a [[tachometer]], cylinder head temperature gauge and intake manifold pressure gauge in addition to the turbocharged high performance engine.

The 1963 model year saw the end of the '''Loadside''' [[pickup truck|pickup]], and the availability of a long 3.08 gear for improved fuel economy, but the Corvair otherwise remained largely carryover with minor trim and engineering changes (self adjusting brakes) from 1962.

===1964===



Significant engineering and safety changes occurred in 1964, while the bodies and models available remained the same.

The lineup remained relatively unchanged for the 1964 model year, with the exception of the engine growing from 145 to 164 in³ (2.3 to 2.7 L) due to an increase in stroke; the base power growing from 80 to 95 hp (60 to 70 kW), and the high performance engine growing from 95 to 110 hp (70 to 80 kW). The Spyder engine remained rated at 150 hp (112 kW) despite the displacement increase of the engine. The '''Rampside''' [[pickup truck|pickup]] was discontinued at the end of the model year.

1964 also saw a critical improvement in the Corvair's suspension; the car's swing axle rear suspension was tamed by use of an additional transverse leaf spring carrying a high proportion of the rear weight, in an effort to diminish rear roll stiffness and foster more neutral handling attributes. Spring rates were much softer at both ends of the car in 1964 compared to previous models, and the heavy duty suspension was no longer optional, although all models now had an (even larger) front anti roll bar standard. Brakes were mildly improved by finned rear drums.

However, a young lawyer named [[Ralph Nader]] had written a book called ''[[Unsafe at Any Speed]]'' in which the 1960-63 Corvair (accused by Nader of a greater tendency to cause loss of driver control, spin out or even roll over in many situations) was used as a dramatic case study. The Nader book, which was published in 1965, came as a blow to sales of the Corvair line. The sporty, inexpensive [[Ford Mustang]], based on the conventionally designed Ford Falcon and introduced in April 1964 in response to the market pioneered by the Corvair Monza also impacted heavily on Corvair sales, even after the sensational 1965 redesign.

===1965===
[[Image:Corvair.JPG|right|thumb|250px|1966 Chevrolet Corvair]]
[[Image:corvairs.jpg|thumb|right|Cover of IND 1965 Cars publication, featuring Corvair]]
A dramatic redesign of the Corvair body and suspension and two powerful new engines came in 1965. The new body style showed influence from [[Chevrolet Corvette]] Stingray and the 1963 Buick Riviera, with '[[coke bottle]] styling' that set the trend for GM cars for the next fifteen years- foreshadowing the 1967 [[Chevrolet Camaro]] that eventually replaced the Corvair. Many consider the second generation to still look contemporary in contrast to the first generation body. A new fully [[independent suspension]] similar to that used on the Corvette replaced the original [[swing axle]] rear suspension. Car and Driver magazine's David E. Davis Jr. showed wild enthusiasm for the 1965 Corvair in their October 1964 issue. For the first time, none of the passenger cars had a "B" pillar, making all closed models true hardtops.

"And it is here too, that we have to go on record and say that the Corvair is - in our opinion - the most important new car of the entire crop of '65 models, and the most beautiful car to appear in this country since before World War II."

"When the pictures of the '65 Corvair arrived in our offices, the man who opened the envelope actually let out a great shout of delight and amazement on first seeing the car, and in thirty seconds the whole staff was charging around, each wanting to be the first to show somebody else, each wanting the vicarious kick of hearing that characteristic war-whoop from the first-time viewer."

"Our ardor had cooled a little by the time we got to drive the cars - then we went nuts all over again. The new rear suspension, the new softer spring rates in front, the bigger brakes, the addition of some more horsepower, all these factors had us driving around like idiots - zooming around the handling loop dragging with each other, standing on the brakes - until we had to reluctantly turn the car over to some other impatient journalist. We were actually annoyed about having to drive the new Sting Ray and the new Impala SS with a great, storming 409 to propel it"

"The '65 Corvair is an outstanding car. It doesn't go fast enough, but we love it."

Many new options and refinements appeared in the beautiful (according to critics such as [http://www.corvaircorsa.com/corsa.html Car and Driver]) new 1965 redesign. Fully integrated in-dash All Weather Air Conditioning, a much better heater system, larger brakes borrowed from the Chevelle, a stronger differential ring gear, a Delcotron alternator and significant carburetor and small chassis refinements all occurred. AM/FM radio, FM stereo, telescopically adjustable steering column, and a Special Purpose Chassis Equipment ("Z17") handling package, consisting of a special performance suspension and quick ratio steering box, were significant new options that became available for 1965.

The previous 150 hp (112 kW) Monza Spyder was replaced by the normally-aspirated 140 hp (104 kW) '''Corsa''' and the 180 hp (134 kW) '''Turbocharged''' engine. The Corsa came standard with an instrument panel featuring a 140 mph speedometer with resettable trip odometer, a 6,000 rpm tachometer, cylinder head temperature gauge, analog clock with a sweeping second hand, a manifold vacuum/pressure gauge and fuel gauge. Also standard was a short throw shifter for the manual transmission (no automatic was offered). The standard equipment Corsa 140 hp (104 kW) engine was notable for the fact that the engine used 4 single-throat [[carburetors]], larger valves, and dual exhaust — the factory's response to a modification hot-rodders had been making since the car first appeared; it was available as an option on other Corvair trim levels. The base 95 hp (71 kW) and 110 hp (82 kW) high performance engines were carried forward from 1964 for the 500 and Monza models.

By this point, the more utilitarian [[station wagon]], panel van, and [[pickup truck|pickup]] body styles had all been dropped in favor of the sportier coupe, hardtop sedan and convertible styles. 1965 would be the last year for the '''Greenbrier''' window van, which was retained only because of a few fleet orders, with 1528 being built. Chevrolet replaced the Corvair-based vans with the [[General Motors van|Chevrolet Sportvan/GMC Handi-Van]], which used a traditional front engine/rear drive axle borrowed from the [[Chevy II]].

===1966 – 1969===
The 1966 lineup remained essentially unchanged from 1965, and sales began to decline as a result of Nader's book, the very popular new Mustang that offered V8s up to 271 hp compared to Corvair's 180 hp top powertrain, and rumors of the upcoming "Panther'- the code name for the forthcoming 1967 Camaro slated as the replacement for the Corvair in the sporty car market. The sales decline was also accelerated by a decision at GM to discontinue further development of the Corvair. One change of note was a more robust 4 speed synchromesh transmission for 1966, using the standard [[Saginaw]] gear set with 3.11:1 first gear ratio used by other GM 6 cylinder vehicles. The new 3 and 4 speed transmission was capable of handling more stress, though generally much more truck-like in operation than the prior 4 speed transmission which was modeled more along the lines of a Warner, but also a Saginaw product. It was a great improvement over the older 3 speed transmission, having a synchronized first gear. Also, the gear ratios were carried over from other GM cars, and were not optimal for a street-driven Corvair. A small flexible plastic air dam ("spoiler") was installed below the front apron to conceal the front suspension and underbody, and lessen crosswind sensitivity to virtually nil. It is a popular retrofit to the 1965 models both for functional and aesthetic reasons.
[[Image:1967_Corvair_Monza_Cvt.jpg|300px|thumb|right|1967 Corvair Monza]]
In 1967 the Camaro was introduced and the Corvair line was trimmed to the base 500 sedan and coupe, and the Monza sedan, coupe and convertible. The 140 hp (104 kW) and 180 hp (134 kW) engine options were deleted as well, although the 140 hp option would be later reintroduced as a regular production option and would remain available until Corvair production ended. This model year was the first equipped (along with all other domestic GM lines) with true collapsible steering columns, a final response to one of the most valid safety criticisms. GM introduced a 50,000 mile engine warranty on all 1967 models, including the Corvair. Dual circuit master cylinder with warning light, nylon reinforced brake hoses, stronger steel (instead of aluminum) door hinges and soft contoured instrument panel knobs and a vinyl edged day/night mirror were all made standard equipment as well.

In 1968 the line was trimmed even further by discontinuing the four door hardtop models, leaving just three models; 500 Sport Coupe, and Monza Sport Coupe and Convertible. Sales were down to 15,400. All Weather air conditioning was dropped as an option, due to concerns about thermal loading added by the now-standard air injection reactor ("smog pump") which probably hurt sales as factory air became more popular generally in automobiles.

Corvair production finally ceased in 1969 with sales of only 6,000 cars, less than one to each Chevrolet dealership, a victim of Nader's book, Ford's Mustang, and Chevrolet's own Camaro and Nova. Although negative publicity hurt the Corvair, ongoing litigation is believed to have extended the production life of the vehicle, as ending production would have been construed as an admission by General Motors that the product was flawed.

According to researchers such as noted GM historian Dave Newell, GM had already planned on ceasing Corvair production after the 1966 model year to make way for the Camaro. But the timing of Nader's book turned out to be an inconvenience. Not wanting to appear as though they were buckling to Nader's pressure, GM kept the Corvair in production for another three years. The only developmental changes made were to keep in line with government safety and emissions requirements. Another indication of the Corvair's imminent demise was when the 1969 models were introduced: GM equipped its 1969 models one year ahead of Government requirements, with a steering column-mounted, anti-theft ignition switch, and a new, square-shaped ignition key. Nineteen sixty-nine Corvairs got the new key but were the only GM cars to retain the ignition switch on the dashboard, no doubt due to the lack of interest by GM engineering to adapt the Corvair steering column accordingly. How those last 1969 Corvairs were assembled (and the press event held by Chevrolet when car number 6000 rolled off the assembly line) is an interesting part of the Corvair story.

Nineteen sixty-nine Corvairs and Novas were being assembled at the same facility in the Chevrolet/Fisher plant in Willow Run, Michigan. However, demand for Novas was high and almost nonexistent for Corvairs, so a decision was made in November, 1968, to move Corvair assembly to a special area in the plant, dubbed the "Corvair Room," making Corvairs built between that time and May 14, 1969 essentially hand-built (once the bodies were delivered from Fisher Body). A number of well-known Chevy collectors and GM executives expressed interest in purchasing the last Corvair, number 6000, but GM management decided that the Olympic Gold Monza hardtop would not be sold. Most accounts relate that GM scrapped it shortly after it was built. Representatives from the press, along with corporate bigwigs, were present at the small ceremony when car number 6000 got its final fittings and drove off the line to where railroad cars full of new '69 Novas were ready to be shipped to dealers. Reaction to the death of this sporty car was mixed, and extended to both ends of the spectrum, from sadness and regret that such a fine car couldn't make it in the marketplace, to sharp criticism of Chevrolet's decision to continue building the car at all.

General Motors did have plans for a 1970-on model Corvair, essentially a re-skin of the 1965-69 body with new exterior sheetmetal. The car likely would have debuted as a "1970 1/2" model, much as Corvette and Camaro did for 1970. The overall appearance of this third generation Corvair was very similar to the 1973 GM A Body intermediates-- particularly the 1973 Pontiac Grand Am. It retained Corvair proportions, with a rounded sweeping body, terminating in a tapered tail with a glassy roof, featuring fixed quarter windows. This program progressed past the point of full scale clay models before being dropped in early 1968. One interesting project at GM was the Turbo Hydramatic 350 transmission, introduced in the 1968 Camaro and later adopted by most Chevrolet models. It was laid out in a manner that would permit its use in the Corvair, unlike the Turbo Hydramatic 400 and most other designs. Had the 1970-on Corvair been built, it is clear this transmission would have been adapted for the Corvair. The last word on the 1970+ "third generation" Corvair was, "Mr. Cole (GM President Ed Cole, ex-Chevrolet General Manager during Corvair development) is not enthused about this program..."{{Fact|date=February 2007}}

In what may be the automotive industry’s greatest irony, [[NHTSA]], the federal agency created from Nader’s “consumer advocacy,” investigated the Corvair and issued a report in 1971 clearing the car’s design. But that was two years after the car went out of production, and not nearly as headline-worthy as Nader’s initial claims.

Part of Nader’s evidence against the Corvair was a promotional film created by Ford Motor Company, in which a Ford test driver purposely turned the Corvair in a way to make it spin around. Such films were not uncommon. GM also had films showing the Ford Econoline pickups standing on their noses under heavy braking.

==Engineering==
The [[Chevrolet Corvair engine]], unique for a [[United States]] car, presented a different set of requirements for mechanics, many of whom treated the engine in the same way as they would an engine of normal design, leading to problems.

An engineering weakness not generally highlighted related to fumes and gases entering the passenger area via the heater system, a problem endemic to an air-cooled engine that uses heat radiated from the engine directly to heat air for the passenger compartment. [[Carbon monoxide]] and other noxious or deadly gases could enter the passenger areas if exhaust system gaskets aged or failed using this system, since the gaskets were inside the heater box air intakes and air for engine cooling was used for passenger–compartment heating when the heater was on (or leaking). The 1960 model Corvairs used a GM Harrison division gasoline heater located in the front trunk area as its standard heater, similar to the Eberspächer heater offered as an auxiliary heater by Volkswagen as a dealer-installed option. This feature became optional in 1961 and was dropped in 1965 due to weak consumer demand.

Chronic oil leakage from the pushrod tubes, caused by GM's poor choice of pushrod tube seal material, also contaminated the passenger heating air. That air might also become noxious if a 6-inch (152 mm) wide rubber seal almost 16 feet (5 m) long, located between the engine assembly and the body, was not maintained in like-new condition. Another common problem in the earlier years was oil leakage caused by dissimilar metal thermal expansion on the aluminum–and–steel engine. Chevrolet wrestled with several problems of this nature the entire time the Corvair was in production with varying degrees of success.

The interior air would also be contaminated if the voltage regulator allowed an over-voltage condition and the original battery vent hoses were not attached. The battery, which was mounted in the engine compartment, could emit [[hydrogen]] if overcharged. Chevrolet installed special battery caps and hoses that vented the battery to air outside the engine compartment, but these were often discarded by owners during the car's life.

The [[Volkswagen Beetle]] (Type I), another automobile with an air cooled engine, had a heater system which better isolated fresh air from engine cooling air fumes, and was only susceptible to carbon monoxide contamination from the two heat exchanger to muffler seals at the rear of the engine, as opposed to the eight exhaust joints in the Corvair system.
This air contamination problem is illustrated by the fact that many American cities' taxi regulations had prohibited air-cooled engine cars from being used as taxicabs when they derived their heated air from engine exhaust heat, decades before the Corvair and VW Beetle entered the market.

A criticism in Lawyer [[Ralph Nader]]'s 1965 book concerned the [[steering column]] design. Like most cars of its era, the Corvair's steering column was rigid and could [[impale]] the driver in a front-end collision. While the Corvair's steering box was mounted ahead of the front cross-member, it was well behind the frame horns, in what would later be called a "[[crumple zone]]," and could, in a severe front-end collision, push the steering column and steering wheel toward the driver. In practice, most driver chest injuries were sustained due to the lack of a shoulder belt, rather than steering column intrusion. Any increase in risk of injury due to steering column intrusion in a front-end collision was, however, more than offset by the absence of an incompressible engine and transmission in the front of the vehicle, which commonly intruded into passenger compartments on vehicles of the era. Chevrolet, aware of Nader's criticism, changed the steering shaft to a two-part design with a frangible joint late in the 1965 model year, and a collapsible steering column was provided in 1967, towards the end of the model's life span.

The criticism of the 1960-'63 Corvair handling was not entirely groundless. Although it was a competent handling vehicle as delivered from the factory, with characteristics quite similar to many imported cars, such as Mercedes and Volkswagen, which also used [[swing axle]] suspensions with similar handling attributes, there was room for improvement. Advertising in 1960 from domestic competitors showing the results of shooting an arrow weighted at the rear end missing its target widely did little to foster confidence in many minds about the stability of the car.

Chevrolet had tailored the handling of the Corvair by using very wide tires for such a light car (6.50-13, considered wide at the time, even contemporary Corvette used only a 6.70) to bear the weight of the rear and reduced front pressures by about 11 psi to increase front slip angles to balance traction and maintain confident control. If this pressure difference was not maintained, the handling would suffer as in very hard cornering, the rear slip angles would exceed the front slip angles and could lead to spin out or loss of control at very high speeds where the car is traveling dozens of feet per second and small changes in the rate of drift between the opposing ends of the car translated into a departure from the driver's intended course down his lane or in some cases, the road.

Swing axles were a common suspension design during the Corvair era- Millions of Ford pickup trucks were sold well into the 1990's using 'Twin I Beam' which is a swing axle. The advantages of swing axles are quite numerous; very compact packaging, tremendous strength and durability on rough surfaces, very good isolation of road harshness and a very smooth ride due to the camber changes forcing the tire carcass to absorb blows sideways as well as radially on severe bumps.

The primary deficiency of swing axle suspensions is they create a high '[[roll center]]'; the theoretical point the car center of mass pivots around as it leans in cornering. Although a high roll center reduces body roll in cornering, and reduces sensitivity to cambered roads and crosswinds- all good attributes- high roll centers create 'roll stiffness' which is resistance to [[body roll]]. This roll stiffness transfers outboard weight shifts in cornering to the outboard tire in a corner. Pre-1965 Corvair has a rear roll center approximately 13" above the road surface and front roll center just slightly below the road surface. This concentration of roll loading on the rear wheels means as the severity of cornering loads increased the weight was transferred to the already heavily loaded rear tire and the car would progressively carry a larger proportion of the car weight on the outboard rear wheel, increasing its slip angle and eventually pushing the car into [[lift-off oversteer]].

Chevrolet had considered adding a front anti-roll bar for the original 1960 car, which would have shifted a significant part of this weight transfer to the FRONT outboard tire and reduced the rear slip angles considerably in severe cornering, but the extra cost ($6 per car is often cited) and confidence in the tire pressure differential adequately compensating for the inclination for [[oversteer]] led GM to delete the anti–roll bar from production models. This false economy was to come back to haunt GM later. The anti–roll bar did become available as an option in 1962, and was made standard finally in 1964. The 1964 rear suspension was modified considerably with a transverse leaf spring carrying much of the rear weight and vastly softer coil springs, in an effort to significantly reduce roll stiffness at the rear of the chassis. The redesigned 1965 suspension was a total solution, cutting the rear roll center down to half its previous height, reducing rear roll stiffness very significantly with fully articulated half-axles that offered constant camber on the rear tires in all driving situations. Although much is made of the 'jacking' (tendency for swing axle suspensions to go into very severe positive camber in extreme corners) and large camber changes generally during suspension travel in swing axle suspensions, the bias ply tires used at the time were very insensitive to camber and did not have very significant reductions in cornering power at high camber, unlike belted and radial tires which became commonplace later on.

Contemporary Volkswagens, Renaults, Porsches, and other rear-engined cars all used swing axles. As Corvair was designed to avoid terminal oversteer by using very low air pressure in the front tires, typically 15 to 19 pounds force per square inch, so that they would begin to [[understeer]] (increase slip angles faster than the rear) before the swing axle oversteer would come into play, this pressure was quite adequate for the very lightweight Corvair front end on the already quite wide tire. Owners and mechanics, either through ignorance of the necessity for this pressure differential between front and rear or thinking that the pressure was too low for the front, would frequently inflate the front tires to more "normal" pressures, thus ensuring that the rear of the car would oversteer. It should be mentioned that the Corvair is by no means unique in requiring dissimilar front and rear tire pressures for normal controllability; even the front–wheel–drive Cadillac Eldorado years later used very low REAR pressures (16 psi) to balance handling.

Although Nader possibly overstated the severity of the handling problems, as was later found by US National Highway Traffic Safety Administration investigators, Chevrolet made changes to the suspension: in 1964, adding a transverse leaf spring extending between the rear wheels to limit rear wheel camber change. In 1965 the Corvair got a state–of–the–art fully [[independent rear suspension]] closely resembling that of the contemporary [[Chevrolet Corvette|Corvette]], even sharing some components. These changes were, however, viewed by critics as Chevrolet's recognition of problems with the original design.

==Production notes==
{|class=wikitable
!Year!!Production!!Photo!!Spotting!!Notes
|- align=right
|1960||253,268||align=left|[[Image:1960 Chevrolet Corvair.JPG|50px|1960 sedan]]||align=left|Solid front with large emblem||align=left|First year, 500 and 700 4 door sedan are only models available at Introduction; 500 and 700 Club Coupe become available January 1960, Monza Club Coupe introduced spring 1960 along with 95 hp "Super TurboAir" high performance engine option, and 4 speed transmission. Gas heater optional, spare tire mounted in luggage compartment, central automatic choke. Sales impeded by US Steel strike shortly after introduction, causing a shortage of new 1960 models. Monza is first Chevrolet model with 'narrow' 1" stripe whitewall tire.
|- align=right
|1961||337,371||align=left| ||align=left|Solid front with small emblem and full-width bar||align=left|Monza sedan, Lakewood station wagon, Corvan and Greenbrier vans, and Loadside and Rampside pickups added; 145 in³ engine and optional three-speed manual; spare tire now in the rear on models not equipped with mid 1961 All Weather Air Conditioning option. Manual choke. First full year of Monza production demonstrates its sales success, pushes Ford to develop Falcon Sprint and eventually Mustang to exploit the small sporty car market uncovered by Corvair Monza.
|- align=right
|1962||336,005||align=left|[[Image:1962 Corvair Monza 900 Turbo Spyder.jpg|50px|1962 Monza 900 Turbo Spyder]]||align=left|Dual-slit front||align=left|Turbocharged Monza Spyder, Monza Convertible added mid-1962, Heavy Duty Suspension optional with front anti roll bar, rear axle limit straps, Positraction differential, Kelsey Hayes knock off wire wheels added to options. Monza wagon becomes available, 500 wagon dropped- wagons lose 'Lakewood' designation. Station wagons discontinued mid-1962 to provide capacity for other Corvair and Chevy II models.
|- align=right
|1963||288,419||align=left| ||align=left|Full-width single-slit front with small emblem above||align=left|Loadside pickup discontinued. Self adjusting brakes, and small engine improvements (belt guides, improved oil cooler).
|- align=right
|1964||214,483||align=left|[[Image:1964 Chevrolet Corvair.JPG|50px|1964 sedan]]||align=left|Full-width single-slit front with overlapping emblem||align=left|Last year of the Rampside pickup; improved rear suspension and larger 164 in³ engine
|- align=right
|1965||247,092||align=left|[[Image:1965 Chevrolet Corvair.JPG|50px|1965 coupe]]||rowspan=5 align=left|Solid front with raised bumper and full-width emblem/bar. "Corvair" script moved from hood to "grill" area in 1966 and continued there until the end of production.||align=left|First major redesign of the Corvair- all new Fisher Z body, hardtop styling in every model, 700 series discontinued, Corsa series replaces Monza Spyder series as 11th hour change; Greenbrier discontinued mid-year after 1528 built; revised front and redesigned independent rear suspension, improved heater and air conditioning systems, numerous small engine and chassis refinements. Mid year introduction of Z17 'steering and suspension" option includes special springs with rates increased approximately 25%, special shock absorbers, a 16:1 steering box and special steering arms. New options include AM/FM, FM Stereo, 140 hp engine, telescopic steering column, heavy duty oil bath air cleaner precleaner system with engine shrouding for dust control.
|- align=right
|1966||109,880||align=left|[[Image:1966 Chevrolet Corvair Monza convertible.JPG|50px|1966 Monza convertible]]||align=left|Improved 3 and 4-speed synchromesh manual transmission; last year of Corsa model and Canadian production at Oshawa. Late 1965 modification to steering shaft adds a U-joint and floor reinforcement to reduce risks of column intrusion in collisions. Tire size upgraded to 7.00-13 from 6.50-13, with narrower 5/8" whitewall. New optional equipment includes headrests, shoulder harnesses, 4 speaker Delco FM Stereo Multiplex, power rear antenna, 'Mag Style' (N96) wheelcovers.
|- align=right
|1967||27,253||align=left|[[Image:1967 Corvair Monza Cvt.jpg|50px|1967 Monza convertible]]||align=left|Last year for the sedan, new options included Speed Warning, Delco Stereo Tape system. GM Energy Absorbing steering column, dual circuit brake system, stronger door hinges introduced. 110 hp engine is only optional engine at Introduction; eventually 140 hp becomes available as Central Office Production Order in limited production as COPO 9551"B".
|- align=right
|1968||15,399||align=left| ||align=left|Air Injection Reactor standard in all markets, 140 hp engine reintroduced as a regular production option, optional All Weather Air Conditioning discontinued, fuel vapour return line and Ignition Key Warning buzzer new standard features. Front shoulder harnesses become standard after Jan 1, 1968, rear shoulder harnesses are optional all models.
|- align=right
|1969||6,000||align=left| ||align=left|Last year- production 6000 units, of which 521 are Monza Convertibles, very small changes; improved clutch cable design on manual transmission cars, wider bucket seats, wider interior mirror, refined front brake hose design, front seat head restraints. 140 hp engine, F41 'special purpose ssuspension', N44 'quick ratio steering box' Positraction and telescopic steering column remain available. The last few months of production are virtually hand-built on a special slow moving line in a smaller area of the Willow Run plant.
|-
!Total!!1,835,170!!!!
|}

==Modifications==
Many sports car purists were more interested in the Corvair (particularly the 1965 and later cars) than in more conventional designs, such as the [[Ford Mustang]], despite the latter's power advantage. From the first appearance of the Corvair, a large selection of high-performance equipment and modifications became available for it.

===Ultra Van===
The [http://www2.onu.edu/~kwildman/ultraVan.html Ultra Van] (or Ultravan) was a Corvair powered Motorhome that was produced from 1961-1971. Using an aircraft style monocoque body, its aerodynamic shape permitted the relatively low-output 80, 95 and 110 horsepower [[Chevrolet Corvair engine|Corvair Engine]] to power it to speeds over 70 mph. Fuel economy was quite good for this type of vehicle, in the middle teens for miles per gallon- about double what comparable V8 powered standard motorhomes could muster. An all wheel independent suspespension, and spacious interior added to comfortable accomidations for the travelling family. Ultravans are well supported even today by a chapter in the [[Corvair Society of America]] ([[CORSA]]) who's motto is 'Whales on wheels' a reference to the unique bloated shape of the UltraVan.

===Yenko Stinger===
[[Don Yenko]], who had been racing Corvettes, could not compete successfully against the [[Carroll Shelby]] Mustangs after they arrived on the scene; he therefore decided to race modified Corvairs, beginning with the 1966 model. As the stock Corvair did not fit into any of the [[SCCA]] categories, Yenko had to modify four-carburetor Corsas into "sports cars" by removing the back seat; in the process he would introduce various performance improvements. As the SCCA required 100 cars to be manufactured to [[homologate]] the model for production racing, Yenko completed 100 Stingers in one month in 1965. Although all were white, as the SCCA required for American cars at the time, there was a great deal of variety between individual cars; some had exterior modifications including fiberglass engine covers with spoilers, some did not; some received engine upgrades developing 160, 190, 220, or 240 hp (119, 142, 164, or 179 kW). All were equipped by the Chevrolet factory with heavy duty [[suspension (vehicle)|suspension]], four speed [[Transmission (mechanics)|transmission]], quicker [[steering]] ratio, [[positraction]] [[differential]]s (50 with 3.89 gears, and 50 with 3.55 when Chevrolet dropped the 3.89) and dual brake [[master cylinder]]s (the first application of this by Chevrolet, to become stock equipment the next year). The Stingers competed in Class D Production, which was dominated by the [[Triumph Motor Company|Triumph]] TR4, which was very quick in racing trim; however in its first race in January 1966, the Stinger was able to come in second by only one second. By the end of the 1966 season, [[Jerry Thompson]] had won the Central Division Championship and placed fifth in the 1966 Nationals, [[Dick Thompson]], a highly successful Corvette race driver, had won the Northeast Division Championship, and Jim Spencer had won the Central Division Championship, with Dino Milani taking second place.

The next year, however, Chevrolet dropped the Corsa line, and the Monza line was not initially available stock with the four carburetor engine; the engine was eventually offered as a special performance option, however, along with the 3.89 differential. The Monza instrumentation, however, did not have a tachometer or head temperature gauges, which had to be separately installed. The SCCA, on the other hand, had relaxed its ruling regarding color, and the cars were available in red or blue. It is believed that only fourteen 1967 Stingers were built, but [[Dana Chevrolet]], who distributed Stingers on the US West Coast, ordered an additional three similar cars to be built to Stinger specifications, but with the AIR injection system to meet California [[emissions]] laws, with Yenko's permission. A total of 185 Stingers are believed to have been built, the last being YS-9700 built for [[Goodyear Tire and Rubber Company]] as a tire test vehicle in 1969 – 1970.

[[Comedian]], television star, and car enthusiast [[Tim Allen]] currently owns and races Yenko Stinger #YS-043.

===John Fitch Corvair Sprint===
Longtime [[roadrace]]r [[John Fitch (driver)|John Fitch]] was particularly interested in the Corvair as the basis for a spirited road and track oriented car, due to its handling. The basic Sprint received only minor modifications to the engine, bringing it to 155 hp (116 kW), but upgrades to the [[shock absorber]]s and [[Spring (device)|spring]]s, adjustments to the [[wheel alignment]], quicker [[steering ratio]], alloy wheels, metallic [[brake lining]]s, the obligatory wood-rimmed steering wheel (leather available for an additional $9.95) and other such minor alterations made it extremely competitive with [[Europe]]an sports cars costing much more. Body options such as spoilers were available, but the most visually remarkable option was the "Ventop", a fiberglass overlay for the C-pillars and rear of the roof that gave the car a "flying buttress" profile.

Fitch went on to design and build a prototype of the Fitch Phoenix, a Corvair-based two-seat [[sports car]], superficially resembling a smaller version of the [[Mako Shark]] based Corvette. With a total weight of 1,950 pounds (885 kg), even with a steel body, and with the Corvair engine modified with [[Weber carburetor]]s to deliver 175 hp (130 kW), the car delivered spirited performance for $8,760. Unfortunately, the [[Traffic Safety Act]] of 1966 placed restrictions on the ability to produce automobiles on a small scale; this was followed by Chevrolet's decision to terminate production of the Corvair, which confirmed the end of Fitch's plan. He still retains the prototype however, and occasionally exhibits it at car shows. The car may be glimpsed briefly in the documentary film ''Gullwing at Twilight: The Bonneville Ride of John Fitch''[http://szwedo.com/gullwing.htm].

===V8 Corvairs===
The ultimate Corvair modification was replacement of the engine with a V8. As daunting as this might seem, two things made it possible:
# The Corvair engine rotated in the opposite direction from most other engines, so that if a V8 was placed in the rear seat area (the added weight of a V8 in the original location of the Corvair engine would be abominable to drive) and coupled to the front of the transmission via a supplied custom made clutch gear and input shaft, this would drive the car in the proper direction with four speeds forward and one reverse.
# The switch in 1966 to using standard Chevrolet [[Saginaw]] gear sets in the manual transmission could handle the torque of a V8.
A radiator occupies the former trunk, in the front of the vehicle. However, the former engine compartment in the rear now is available as luggage space. A complete kit to adapt a Chevrolet small-block V8 to a Corvair was manufactured by a company named Crown Manufacturing, for $600. The resulting vehicle weighed only 2,750 pounds (1250 kg), compared to 3,700 pounds (1680 kg) for a small block Corvette, and possessed independent rear suspension of almost the same design. Crown's prototype with 350 hp (261 kW) Corvette engine recorded an elapsed time of 12.22 seconds and 105 miles per hour (169 km/h) in the quarter mile (402 m). An advantage of this modification is that the [[mid-engine]] design provides optimal handling characteristics for the road, as well as excellent [[drag strip]] traction without the need for [[Slick tire|slick]] or "[[Slick tire|cheater slick]]" tires as seen in front engine cars, let alone modifying the wheelbase as on the FX [[funny car]]s of the time. Although a few Corvairs have been modified to accept the Chevrolet big-block engine, the added size of the engine makes the work significantly more difficult, and the result, although a great performer, tends to be unreliable.
Yenko Corvair YS99 was one of the 300 or so CORV8 conversions made.
It is also possible to install a reverse rotation small block chevy in place of the flat six with many modifications.

===Eshelman Golden Eagle===
The first Eshelman Golden Eagle was an ordinary mid-1960s Chevrolet Corvair retrimmed with special emblems and other ornamentation and marketed through used-car dealers by [[Eshelman Motors Corporation]] of [[Baltimore, Maryland]].

By 1967 the model was called the Eshelman Golden Eagle Safety Car and was based on the contemporary Chevrolet line, but now each Golden Eagle had a patented standard 15MPH impact-resistant "crash absorber" fashioned by incorporating each car's spare tire into the front bumper. Advertising claimed the cars were "Designed for the owner who has a special value for his life and the lives of his loved ones." Known Golden Eagle dealerships included the former Kislack Kar Sales in Houtzdale, Pennsylania and Plaza Motors in [[Niagara Falls, New York]], but exact sales numbers are not known.

==Dune Buggies==

Corvair flat-six engines were a popular alternative to Volkswagen engines in [[dune buggy]] applications, and racing.

==See also==
* [[Chevrolet Corvair engine]]
* Chevrolet [[Corvair Powerglide]]
* [[Unsafe at Any Speed]]

==External links==
{{commonscat|Chevrolet Corvair}}
* [http://www.corvair.org/ CORSA home page — Corvair Society of America]
* [http://www.corvaircorsa.com/ The Corvair Corsa — An exceptional Corvair resource]
* [http://rearenginespecialists.com/ Rear Engine Specialists — Corvair History and Customization]
* [http://www.corvairproject.com/ Corvair Project — Massive Corvair Internet Link Resource]
* [http://autoxer.skiblack.com/stinger_prep/ Complete Preparation Of Yenko Stingers For Road Racing (applies to all Corvairs)]
* [http://corvair.us Large number of photos and some information about Corvairs]
* [http://www.corvair.de Corvair Club Germany]
* [http://www.failuremag.com/arch_history_corvair.html "Failure at any Speed?" ]

[[Category:Chevrolet vehicles|Corvair]]
[[Category:Rear wheel drive vehicles]]
[[Category:Rear-engined vehicles]]
[[Category:Compact cars]]
[[Category:Pickup trucks]]