Super spider exhaust

[Corvair1]

Would anyone have an idea how the exhaust is setup on the super
spider from under the fender or have pics?
Wow! that was a fast responds. I guess the spider being a concept car their is not to much info on it so I guess I'm on my own with the design work and fabrication.

sspyder.jpg (56.08 KiB) Viewed 2289 times

[Racerdoc]

Let us know when you figure it out...

[bbodie52]

If the pipes were truly hooked up to the engine it might be something of a plumber's nightmare. But since this was a show car they might just be a cosmetic add-on and not really connected to the engine at all! The article I read indicated that the side air scoops were dummys and not functional, and that the engine was a 150 hp turbocharged Spyder unit. It appears in the picture that the three side exhaust pipes were duplicated on both sides of the car, so such a real functional configuration would be unlikely with a turbocharged engine. My guess is that the side triple exhaust pipes were only cosmetic and not functional.

Image Gallery: Concept Cars Unwrapped in 1962, the Super Spyder concept car was a more radical version of 1961's Corvair-based Sebring Spyder concept car.

The decline and death of the 1962 and 1963 Chevrolet Corvair concept cars is one of the sadder ironies in automotive history. Though these lively yet economical compacts would be perfect even in today's world, they were disparaged by consumer advocates -- the very people who might have been expected to welcome it.
But Ralph Nader was not responsible for killing the Corvair. The ax had actually fallen some six months before the release of his 1965 book, Unsafe at Any Speed.

General Motors's decision to continue the car beyond 1965, but only until development and tooling costs were amortized, reflected the success of Ford's Mustang "ponycar," which overwhelmed Corvair in the sporty-car market the way Ford's Falcon had swamped it in the economy field.

It was Mustang and not Nader that forced GM to rethink its ideas about bucket-seat sportsters, which eventually led to the Chevy Camaro as its proper Mustang-fighter. Of course, Corvair was more technically advanced than either Mustang or Camaro, which partly explains why it still inspires enthusiasm.

The Corvair also inspired designers and engineers to use it as the starting point for several fascinating experiments. Some came surprisingly close to reaching showrooms.

GM's first Corvair special was the 1961 Sebring Spyder, a jazzy, short-wheelbase preview of the 1962 Corvair convertible. Though basically stock below the beltline, it boasted low racing windscreens and fixed door windows, a two-seat cockpit with "backbone" divider bar, and long dual headrests faired into the rear deck.

A year later came the 1962 Super Spyder, a wilder evolution of this basic design on the same 93-inch wheelbase (15 inches less than stock). Race-car design cues are obvious, and a stock 150-horsepower turbocharged Corvair six delivered performance to match.

Like its predecessor, the Super Spyder wore a tonneau behind its cockpit but with a single driver's headrest in a tapering pod a la Jaguar's famed late-1950s D-type and SS sports/racing cars. A trio of vertical louvers rode ahead of each rear-wheel opening as dummy air scoops (the Sebring had a pair of functional slots in that spot).

Triple chrome exhaust pipes exited from behind each rear wheel, which prompted thoughts of the late Hudson Italia. The drivetrain comprised a 150-horsepower turbocharged six and four-speed manual transmission from the production Monza Spyder.

All told, the Super Spyder was a good-looker, more dramatic than the Sebring, and the most advanced Corvair special built up to that point. But GM never even hinted that it might be built.

http://auto.howstuffworks.com/1962-and- ... t-cars.htm

[UNSAFE]

Something like this might be more practical if the idea is to be functional

A few more of the Super Spyder ---

[Corvair1]

Hi fellows and thank you for all the good info. I have already figured out how we can do it. I would have to go back to regular exhaust manifold to give me the space in the wheel well.
I have a friend of mine that does mandrel bending and he says it should not be a problem because the pipes is not that big in diameter. She would be one of a kind.