For U.S.-built cars at the time, the Chevy Corvair was probably the most unorthodox. Like the VW Beetle it was targeting, the automobile employed a rear-mounted, air-cooled engine. It was a popular car (for a time), but interest wound down with the advent of the sporty Camaro in 1967. This 1965 edition is from the first year of the second (and last) generation of the Corvair and is said to be wearing a rare paint color (Tahitian Turquoise). Located in storage in Blaine, Washington, this interesting Chevy is being offered here on craigslist by a Corvair aficionado for $4,900. Kudos to T.J. for this 1960s tip!
The design and safety of the Corvair’s rear suspension piqued the interest of activist Ralph Nader, who devoted a full chapter to the car in his 1965 book, Unsafe at Any Speed. Though later studies would prove inconclusive, Nadar maintained the car was unstable when all four tires were inflated to the customary air pressures of the day. Chevrolet would rework the rear suspension in 1964 and all of the second-generation cars seemed to eliminate the problem. But that was too late to help Corvair’s sales which had dropped like a rock after the book came out. Of almost 1.8 million Corvairs built in the 10 years from 1960 to 1969, just 22% were second-gen models.
Nearly 89,000 Monza Sport Coupes were built in 1965, like the seller’s car. That would be the last year the Corvair would turn in numbers this strong. The cars were powered by a 164 cubic-inch engine, up from 145 CI used in 1960-63, and produced 110 hp. This Corvair was running when the previous owner began to work on it, but we don’t know how long ago that was or what would be needed now. The auto has a 4-speed manual transmission which probably saw fewer installations than the 3-speed or automatic.
The seller has owned several Corvairs over the years and still has two besides this one. A recent decision to purchase a vintage Lamborghini requires time and money that might otherwise go to this Chevy, so it’s on the chopping block. Perhaps because of its supposedly rare color, it took the seller a long time to locate this ’65 Corvair. The well-worn paint and interior (white bucket seats) are said to be original and it comes with a silver dashboard which we’re told was exclusive to ’65 models. Except within Corvair circles, you don’t see many of these air-cooled autos running around anymore.
Rare is in the beholder’s mind. I have been active in the Corvair world for a few years now and this is a first for someone to demand a premium over a turquoise car. Now if it was evening orchid I would tend to agree as they are more desirable in the community. My opinion is he is asking double the money for a comparable 65 Monza 4-speed 110hp. And those floors look rusty.
Rusty floorpans and oil leaks. The mark of a real Corvair. Between my father and I, we owned 8 so I know where I’m coming from.
Agree.
Rusty floors, perforated trunk pan. and no low angle shots which show problem areas of the body. I really question the assertion that the ’65 is somehow “stronger” than later years of the same body style. for one thing, my understanding has always been that the ’66 and later 4-speed was a better unit than in previous years.
On a positive note, all of the bright stainless trim appears to be present and in very good condition.
The Saginaw 4speed used on 66 thru 69 was the stronger trans. It is preferred over the 65 Muncie by most Corvair owners.
In the current market, the price looks right. Of course, as I have posted before, I have owned these cars for over 4 decades, it’s not the rust you can see that might be the concern; it’s what you can’t. On the other hand, Clarks (and others) have so many after-market repair/patch panels just about anything is possible. Just keep in mind that there are many of these cars in turn-key condition that are, IMO, affordable, and this year, make, model, and configuration were very common. Check out the Corvair clubs for complete ready-to-go cars.
New car prices have skyrocketed into the stratosphere and so goes the used car market. The days of an affordable used car are gone, I’m afraid. (check out the prices of cars in Hemming’s Motor News.)
As a young car jockey, I had a great encounter with one of these. The boss had bought a cache of cars sight unseen, including a yellow monza convertible with white interior, a black top and a manual. Memory is a bit hazy about the details, being 1986 at the time. But I was tasked with getting a half dozen random 60s cars running and cleaned up for auction. The corvair was my favorite by far. I had always been a big car kid, but it was one of my first introductions to nimble convertible sports cars. I started the cleanup process with it, and used it as the parts runner the whole couple months I worked on the auction cars. Really fun to drive, I would have have liked to keep it but too rich for a college kid.
I never thought bout restoring one, but these are pretty intriguing. Probably decent parts availability and I sure there’s a strong fan base. I’m thinking 5k is a decent gamble for what could be a fun project. I miss the days where we weren’t so worried about the upside. Pay 800 for a car me if it doesn’t work out, sell it for 500. The stakes are higher these days.
I agree, the car hobby has changed from true car “enthusiasts” to people who won’t buy a car unless they can make $$$ on fixing it up and selling it.
Personally, I love Corvairs, they’re simple to work on, parts are available and inexpensive, and they have a very strong support base. I have a super rare one in my garage now, white with blue stripes. It was in Super Chevy magazine a few years back..
Stinger
Ok, I have had way too many cars and I guess driving around must have been my thing. I bought one of these for 50.00, it ran great had minor rust. I serviced it bought a replacement interior kit and repainted it it’s turquoise color. I drove to Canada. No power house but very adequate, roomy, pleasant to drive, economical. Your tools, the spare tire and the very necessary to carry extra belt all fit nicely in the rear engine compartment. Nice looking great car.
I purchased a 6 month old Corvair, a 1966 4 door hardtop. I found it much better looking than the two door. It was equipted with a great deal of options. The highest HP engine in a 4 door was the four carb. 140 HP engine. In a 2 door Corsica a 180 HP engine was offered and the 140 HP was standard. I was working at Cummins and I had a mechanic put this Corvair on a chassis dynometer. The results were I had 36 HP at the rear wheels. The 140 rating is at the flywheel and over 100 HP is lost in the automatic trans.
“Corsa”, not Corsica.
The first car I restored, back in 1977 was a 1965 Corvair Monza Sports Sedan. Tahitian Turquoise with white interior. 110hp with Powerglide, AM radio and heater. took me 2 years, as I worked on it when I had extra cash available. would really like to get another sports Sedan same as before, but with air conditioning. I’m getting to long in the tooth after 7+ decades on this earth not to have it available.
Does the Corvair have a dipstick for the differential? I can see the floorshift, but I swear I can see the engine dipstick, and another one at the front RH corner of the engine, where the AT stick is normally located. I’ve had a ’66 Corsa sitting here, for 10 years, waiting for restoration, but old age is slowing me down. But, if the seller wants $4000, they normally price it a bit higher, so maybe it can be bought for reasonable money.
Russ, regarding “later studies would prove inconclusive”: Years ago, I watched Youtube videos of GM trying to roll early models with various tire pressures, and I believe they found it almost impossible to roll one. Back in the day, we never heard of any similar makes with a propensity to roll over. Nader was full of it. And the first time I drove my first used 1968 Corvair , with AT, and had to motor it at great haste, on a secondary highway, I wondered why in H*ll I ever race a Mini Cooper S. That Corvair seemed to be on rails, and I’m talking about running it at a pretty well 110 mph, and a bit better, when traffic permitted.
Only 64 and 65 Corvairs had transaxle dipsticks.
Never rolled a ‘Vair but did do a 180 on a wet road, and my tire pressures were correct. Didn’t feel confident in it after that. Later bought a 4 door ’66 with factory air, a very rare option. That one handled great.
Tire construction and tread pattern, not just pressures are big factors.
Also condition of suspension bushings and shocks.
They were, and still are, fun to drive.
Pressure is the one thing most often abused.
Best car ever. The poor man’s Porsche.
Thanks for the (new to me) info, 19sixty5.
Believe it outran the Porsche on straight acceleration in some sportcar magazine,
Small story about comparing Chevrolets. Every Labor day a group of us college kids would drive from Detroit up I 75 to the center of Michigan and frent canoes and pattle for 100 miles down the El Sabe River. Two days never seeing other people and no telephones. Two of the Chevrolets were a Chevrolet II and a Monza 2 door, both automatics. On the straightaways at 2 in the morning we would open up and see what top speed is. The Chev II was 10 MPH faster, fuel mileage it was using two gallons per tank less and also ran on reg. The Monza used preminum.
In 1982 Cadillac came out with a model called the Cimmeron. I had to have one. I also had just purchased a loaded Ford Crown Victoria. Both cars gave the same mileage driving around Texas. The Cimmeron had a manual transmission also. I was all over Texas and had over 50000 miles on both cars in a year. Mileage remained the same on both. On the Ford I am doing 70 and headed for Dallas and the alternator light comes on. Within a couple of minutes I see a Ford dealership right at the exit and I drive up and in for service. They took care of me in 15 minutes and I was back on the road like it was a coffee break. Replaced the alternator. I believe I was around Waco, Texas My nextcar was a full sixe Cadillac with the diesel engine and I put 200.000 miles on it.