AXLE BEARINGS – DANGEROUS
We all know Mr. Nader was proven wrong on the various things he said were dangerous
about the 1960-64 Cars and Vans. There is however, one area that I feel is potentially
dangerous – the rear axle bearings (rear wheel bearings). If these bearings fail it is
possible for the axle to pull right out of the differential and cars have actually had axles
and wheels come right off. In most cases a person has plenty of notice (squeaking
sounds, rumbling, "railroad track feel", whirrings). These may continue for 100's of miles
or become terminal within 25 miles! Please be aware. (In 1965 they re-designed the
differential and suspension so this is less dangerous, but even the 1965-69 axle bearings
should be repacked every 5-8 years (50,000-75,000 miles).
FRONT CROSSMEMBERS DO GET SWITCHED!
Before ordering parts for your front suspension just double check as to what year you
really have as they do get switched – early to late and late to early. The easiest way for most people to tell is by the way the shocks are attached at the
bottom. The 1960-64 have 2 small bolts holding the shock on. The 1965-69 have 1 large bolt thru a sleeve. The next most obvi ous thing is to look at the
inner bolt where the lower "A" arm bolts to the crossmember. A 1965-69 bolt has a thick washer on each end and the bolt appears to go thru the washer
"off center". Early or late? We use "early" to mean 1960-64 and "late" to mean 1965-69.
LOWER BALL JOINTS – We have heard of a few cases in which regular lower ball joints are loose in the lower a-arm. It appears that either the
factory or a later installer forced in replacement ones that were oversize so regular ones won't ﬁt. The best we can suggest at this time is to get another
lower a-arm. If anyone has experienced this and found a ball joint that ﬁts, please let us know.
New Pitman Arm Bushing Doesn't Fit? The old steel sleeve has to be removed (pressed, chiseled, or cut out). The new one (with its new
sleeve) will now press in. I highly suggest you just remove the whole tie rod unit from the car to do it.
SHOCK – INSTALLATlON: When removing and installing all Corvair shocks, be sure to support the suspension as the
shock is all that really keeps the coil spring from ﬂying out. Also, on installation, if most of the weight is not on the coil spring you may not tighten the
top nut enough to sufﬁciently compress the top bushings. This will lead to a very bouncy ride.
1964 LEAFSPRING – If you have a 1964 Car with stock coil springs you MUST use the cross leafspring.
1967-69 DUAL MASTER CYLINDERS – Came with a small rubber "check valve". We checked with Delco & Raybestos and were told
that the check valves were to hold a small amount of pressure so there would be shorter brake pedal travel when the brakes were applied. They claim
that all replacement master cylinders are supplied with smaller passages and NO CHECK VALVES because it was later felt that they were not needed.
I assume that is also why the Delco rebuild kit (C1197) never came with the check valves. Our kit C4695 DOES come with the check valves BUT THEY
WILL ONLY FIT THE ORIGINAL MASTER CYLINDERS AND WILL NOT FIT ANY REPLACEMENT ONES. If someone has any additional information on this
please let us know.
INSTALLING WHEEL CYLINDERS – When installing new wheel cylinders be sure to disassemble,
clean inside and coat with brake ﬂuid. Also ﬂush the system BEFORE installing new wheel cylinders. This means to remove cylinder, pump the old ﬂuid
out, then add new ﬂuid and pump until all "junk" is out of the system. Failure to do this may put "junk" into your new cylinder. If the top pivot pin has a
deep groove, loosen and rotate pin.
Speedo Cable Wrap Question – Speedometer cables are "multi-ply". One layer is wrapped in one direction, the next goes the
opposite direction and so forth. If the last "layer" appears to you like it is "wrapped" wrong, it really doesn't matter. The 1965-69 have seldom given more
than 2-4 years life. The Delco cables had several problems that we've tried to improve upon. We've relocated the body mount tab so there is less stress.
The Delco cables also had a nylon liner that was too small and often caused binding. Be sure to route your cable carefully and use the rubber seal to the
back of the spindle. 2-4 years still seems to be the life expectancy.
1964 ROCKER PANEL TRIM – Can be used on all 1960-63 Coupes and Ct. BUT to look ﬁnished you must order the "end caps" (dog legs)
and the wheel opening trim.
CURB WEIGHTS (approximately)
1960-64 CARS 1965-69 CARS 1961-65 VANS
2 Dr. 2450 lbs. 2 Dr. 2500 lbs. Greenbrier 3000 lbs. payload 1595
Ct. 2500 lbs. Ct. 2600 lbs. Corvan 2800 lbs. payload 1795
4 Dr. 2460 lbs. 4 Dr. 2555 lbs. Ramp/Load 2700 lbs. payload 1895
Wag. 2620 lbs.
HOW much do they weigh? These weights should be accurate + 10 lbs.
Complete engine (no trans./differ.) 310-325 lbs. Transmission & differential 125-140 lbs.
Complete engine, trans. & differ. 1960-69 430-460 lbs.
Do I Use Sealant Between The BLOCK HALVES? The Corvair block halves must be assembled clean and bare!
Gaskets, pans, and covers seal them so no oil can get out (sort of). The Assembly Manuals do show some sealer between the bell housing and
differential unit but if you use anything it should be able to squeeze almost down to nothing (hopefully not hardening until you are all done). You must
pull these together tight and you don't want the halves to loosen later.
I Can’t Get Into My Trunk! This isn't as bad as it ﬁrst looks. In all years you can remove the headlight units from the outside.
This allows you to reach in enough to unbolt the latch and then the lid will open.
I HIGHLY SUGGEST
The following books are ones I feel every owner should have –
especially the Shop Manual (Chiltons just won't do)! We offer
many other great books too – but these are a must!
Shop Manual – pg. 244
Assembly Manual – pg. 243B
How To Keep Your Corvair Alive – pg. 249
Owners Manual – pg. 244
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