Argo1 said:In reply to SyntheticBlinkerFluid :
Looking at the tag, the last digit may be a zero rather than an "O". I wonder if that is a different option?
That is the 4th Accessory group, it's definitely an "O"
4 = Fourth Group
P = RPO Z01 convenience group ( 2 sp wipers, washers, day/night inside mirror).
O = RPO L87 Turbo engine
U = Spare tire lock
F = Outside Remote Drivers Mirror/ with CC group
In reply to SyntheticBlinkerFluid :
Just trying to make it all ad up... I guess miss-tag is the most logical explanation. The other options it has except the spare was obviously relocated to the frunk when the AC was installed.
Was the turbo motor available on model release in 65 or was it available after the first 65's went on sale? That might explain an early turbo body tag that got a 140 engine.
Dumb question, but does it have the actual factory spare mount in the trunk? Or is the spare just laying in there?
The spare tire mount was probably installed when the AC was installed. All the parts are GM which makes me think that it might have been dealer installed.
Yeah, I think you have it right to think that it was a ‘65 Car that was taken back to the dealer in ‘66 for A/C.
For the moment, the future of the vintage Cragars is yet to be decided. However, this is the direction that I am going now:
Five freshly powder coated original 13" rims fitted with thin whitewall radials. Capped off with...
A nice original set of wire caps. I am going to go for an original stock exterior appearance. What is more 60's than whitewalls and hubcaps?
Maxxim Tires I take it? They are the only ones making 185/80s for a reasonable price anymore.
Nice choice on the wheel covers, it’s my dad’s favorite. They are both on his ‘66 Corsa and my stepmoms ‘69 Monza.
In reply to AngryCorvair :
We had the '65 running when we parked it in the heated garage, almost 30 years ago . Not too much rust, but the windshield frame base has a bad spot. Should be blue, and has a blue interior . Floors and crossmember are decent . Top is shot. It belongs to my dad, who has moved on to many other projects, so he'd probably sell it. I'd like to sell all the stuff he has (a few engines and transmissions, and miscellaneous other parts) to find the restoration of the Spyder. All located in Eaton, Ohio. He may need a few parts for his '63 ramp, too.
In reply to Argo1 :
I know we have a desireable car, and it's in perfect condition to restore . We just have to many projects and not enough time, and we're too bull-headed and poor to pay someone else to restore it!
A Round O appears in the words General Motors Corp. All the rest I can see appear to be Oval shaped weather a Number or Letter, So Dude, oK All seems to Jive Except the Turbo and that could have easily happened on the assy. line. So Good job on the repaint.and the top and the seat swap.
A happy discovery. The brakes are new. As in brand new. Wheel cylinders and the spring bits are all refreshed. Fresh grease in the bearings. Is it too much to hope that the engine is freshly rebuilt as well?
GTXVette said:Not like it Matters But in 65 the Fasteners that hold the Axle (universal joint) strap to the trans are Smaller than 66. Maybe 5/16 vs. 7/16 or 7/16 vs1/2 Sorry it's been Many miles ago.
It's a 65 trans as it does have the smaller u-joint bolts holding the straps.
In reply to Argo1 : Is it too much to hope that the engine is freshly rebuilt as well?
How can it happen if you don't hope for it?
Chassis rigidity wasn't the computer driven science in the 60's that it is now. When they took the roof off of the Corvair to make convertibles they discovered that the chassis wasn't exactly stiff. I will cut them a little slack as the Corvair was the first unibody production car, so they were figuring it out as they went along. Now rather than do something crazy like maybe add some chassis bracing and reinforcements, they had a different approach. In each of the four corners of the body they added these "body dampers". They are basically giant shock absorbers to damp out the body shake. I am not making this up.
Argo1 said:I will cut them a little slack as the Corvair was the first unibody production car, so they were figuring it out as they went along.
It may have been a first for GM, but definitely not the first unibody production car.
Those cocktail shakers were used in a number of other cars over the years - I believe first generation Camaro and Firebird convertibles had them, and although I don't remember the make and model I just saw something recently about a current European car that has similar devices
In reply to stuart in mn :
You are correct. I wasn't specific. It was the first unibody production car for GM. And, so far as I know, when they created the "shakers".
GTXVette said:A Round O appears in the words General Motors Corp. All the rest I can see appear to be Oval shaped weather a Number or Letter, So Dude, oK All seems to Jive Except the Turbo and that could have easily happened on the assy. line. So Good job on the repaint.and the top and the seat swap.
The word "BODY" has the same type point size as the VIN codes. The "0" and the "O" look awfully similar. They could've put the motors in the wrong order on the assembly line and decided to leave the car alone. OR the body was in the wrong order and got the wrong engine and the wrong color. Is there another color under the yellow paint? How about the interior paint? Do any of the the other options match up?
In reply to Jerry From LA :
We know that everything else on the body tag is correct except the turbo motor. There is red under the car and red paint under the dash in the interior. So it is a color change car. The mistake on the turbo motor would have had to have been at the Fisher body plant. It is not a turbo body because it does not have the turbo right rear fender with cutout. Without the cutout, on the assembly line they would have only been able to fit the 140 motor.
Also, the VIN tag does have red paint on it.
I didn't totally luck out on the brakes as the rears will need a bit of work. They did provide me some useful therapy though. I had just spent an HOUR on the phone with an insurance company getting frustrated so I went out in the garage and pulled the rear drums. They didn't want to come off so I got to work out my frustrations with WD40 and a hammer!
I want to upgrade to the dual master cylinder but what I read says that can't be done on an AC car. Does anyone have experience with this upgrade? Didn't 67 and up AC cars have dual master cylinders?
Pulled the carbs so that I can de-gunk and rebuild, if necessary. One of the primaries has had some recent parts changed. The secondaries look like they haven't worked since the Nixon administration.
While the carbs are off, a chance to peek down into the heads:
The right side head looks good. Almost too good. As in not run yet good.
The left side... Hmmm. I may not like what I find on this side. This car is an odd collection of things which have obviously been recently worked on and things that you think would have been worked on at the same time but were not.
Maybe the aftermarket kit has the outlet ports on the wrong side. Or maybe there's a junction block somewhere that would interfere with an AC component. I don't have the exact answer, but I can say that since *any* dual MC is "incorrect" for your car, plumb it however you have to, as long as it works. Dual MC is an absolute must.
One of these things is not like the others. One of these things doesn't belong. This may answer why it was parked in a barn and why there is carbon build up in the right head intake. The number 5 plug has oil fouling. Looks like I need to drop the engine and pull the right head to see what is going on.
Compression test results:
#1 - 133
#2 - 130
#3 - 125
#4 - 132
#5 - 50
#6 - 115
Well, there’s your answer. Sounds like it’s time for an engine refresh, which isn’t necessarily a bad thing for a Corvair motor. Luckily they are easy to rebuild.
In reply to SyntheticBlinkerFluid :
Yep. It's been a while but I've built a few of them. So much for getting this on the road quickly.
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