Photography by Matthew Litwin and Terry McGean.
In the days before trucks were set up like big luxury sedans, the El Camino was a practical alternative for buyers wanting some light-truck capabilities with car-like road manners and amenities.
Ford, not Chevy, deserves credit for the El Camino's design, as well as its Spanish-inspired name. For 1957, Dearborn realized that it could sell a few more station wagons by removing two-thirds of the car's roof and marketing the new machine as an open hauler. The early Ford Ranchero was successful, and became even more so when it was shifted downstream to the penny-pinching Falcon platform in 1960.
Chevrolet's El Camino sold well in its first year, 1959, but its numbers flagged against the smaller Falcon. The El Camino and its stablemate, the sedan delivery, were both phased out in 1960—it's unclear whether this was due to disappointing demand or as part of some larger plan. The model resumed production in 1964 on the mid-size Chevelle/Malibu A-body chassis, where it would remain until 1987.
The 1968-1972 El Camino shared its chassis and some of its sheetmetal with the A-body Chevelle station wagon. The cargo box was built to be functional, with double-wall construction on the side panels and a ribbed steel floor. The tailgate, too, was strong and functional—ribbed and double-walled, with a center release for one-handed opening. Like many small trucks, the El Camino's bed couldn't easily accommodate a 4-foot by 8-foot sheet of plywood, as there were only 44 inches between its rear fender wells. At its widest points, the bed measured 59 inches and was just over six-feet long—dropping the gate yielded an additional 22.5 inches of length.
For 1969, the El Camino was one-year into the A body’s significant redesign and it received the styling updates that Chevrolet made to the Chevelle line.
Sheetmetal and minor trim differences aside, Chevelles and El Caminos rode on identical all-welded perimeter steel frames, but the convertibles and the El Camino had boxed frame members for added rigidity. Coil springs were standard fare, front and rear, on Chevelles, but the El Camino's rear suspension received a boost from factory-installed air shocks. When inflated, these shocks raised the El Camino’s payload capacity by 500 pounds.
The fun began when buyers checked off the Z25 SS 396 package, unleashing the El Camino's inner muscle car. In ’69 the $370.15 package included, as its base powertrain, a 325-hp Turbo Jet 396 with a floor-shifted three-speed manual transmission. Also included were front disc brakes, dual exhaust, a blacked out grille with an SS 396 badge in place of the bowtie logo, special SS hood, special exterior badging and wheel opening moldings, stiffer suspension and 14x7 sport wheels shod with G70-14 red stripe tires. For an additional $123.75 buyers could move up to the L34 350-hp 396; for $258.25 the L78 375-hp 396 or for $661.75 the L89 375-hp 396 with aluminum cylinder heads. Turbo-Hydramatic was also available with any of the 396s as were wide-ratio and close-ratio four-speed gearboxes.
Inside, El Caminos could be ordered with Strato-Bucket seats and a center console, but bench seats were common. The instruments were shared with Chevelles and SS 396 name plates were included on the dash and door panels. There was also an SS emblem affixed to center of the steering wheel.
The stunning Monaco Orange El Camino featured here is the product of an extensive restoration which was detailed in the September 2010 issue of Hemmings Muscle Machines.
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Photography by Scotty Lachenauer
Photo by Scotty Lachenauer
Tim, a resident of West Deptford, New Jersey, is well versed in Buick’s Riviera legacy, thanks largely tohis dad, Gene Guarnere, who has had a penchant for the personal luxury car since he was a teen. “My dad has been into first generation Rivieras since he came home from Vietnam in 1967. That’s when he got his first ’64 to drive back and forth from South Philadelphia to Fort Dix, to finish his draft requirement,” Tim says.
Since then, Tim estimates his dad has owned too many Rivieras to count, through a combination of having driven, collected, parted out, and rebuilt many for resale. Though the Riviera nameplate lasted for eight generations of production, and thirty-six years as a standalone model, the 1963-’65 editions will always be Gene’s favorite. “There’s something about those Rivieras. There was really nothing like them on the market at the time,” Gene says.
The Riviera name had a long history with Buick. It first appeared in conjunction with the revolutionary true hardtop design unveiled within the 1949 Roadmaster lineup, the missing B-pillar ushering in “Riviera styling.” That design moniker evolved slightly through the mid-Fifties, provoking thoughts of elegant open road motoring for a modest price, and it even survived Buick’s model name revamp of ’59, when it became a trim level within the Electra 225 series though ’62.
Right about the time the dust was settling from the Buick renaming buzz, GM Advanced Styling guru Ned Nickles had already created a sketch of a new car that–according to later interviews with Nickles and GM Styling boss Bill Mitchell–was based on Mitchell’s foggy visit to London, where he spotted a custom-bodied Rolls-Royce in front of the Savoy hotel. Mitchell is famously quoted as saying, “make it a Ferrari-Rolls-Royce.”
Photo by Scotty Lachenauer
What makes this 1964 Buick Riviera desirable among collectors is the optional dual-quad 425-cu.in. V-8, which boasted 360 hp. It would become the foundation of Gran Sport option a year later.
Coincidentally, Cadillac was considering the introduction of a junior line to bolster sales, helping prompt the development of the XP-715 project (Mitchell is also quoted as saying GM didn’t take kindly to Ford attending the Motorama events to study concept cars, which lead to the four-seat Thunderbird, prompting development of the XP-715). Unofficially, it was dubbed La Salle II, but by the time a full-size clay mockup had been created, Cadillac had reversed its sales slump and was having trouble filling orders. It didn’t need a new car complicating matters.
The XP-715 might have been forgotten had Buick’s general manager Ed Rollert not learned of its unclaimed status. He made a pitch for the project but would have to fight for rights to it with Oldsmobile’s and Pontiac’s management. The latter was lukewarm on the idea of adding another series, while Olds wanted to modify the existing design, something Mitchell was deadset against. By April 1961, the XP-715 / La Salle II concept mockup was photographed wearing Buick emblems.
In the fall of 1962, Buick rolled out the Riviera on a new E-body platform. The car was a departure for Buick, with “knife edge” body lines, minimal trim, a Ferrari-like egg-crate style grille flanked by running lamps/signal indicators behind 1938-’39 inspired La Salle grilles, and kickups over the rear wheels designed to hint at the car’s power (helping conjure the “Coke bottle” design nomenclature). It was an amalgam of styles, fitting in somewhere between a sports car and luxury car, all rolled up in one breathtaking package.
Speaking of power, the Riviera was equipped with Buick’s four-barrel equipped 401-cu.in. V-8 that boasted 325 hp and 445 lb-ft. of torque, though in early December, the division started to offer the 340-hp, four-barrel 425-cu.in. engine as optional Riviera equipment. Just 2,601 examples of the latter were produced. Backing either engine Buick’s Twin Turbine Dynaflow automatic in its final year of production.
Photo by Scotty Lachenauer
Although the cabin is in dire need of detailing, it looks otherwise complete.
A year later, Buick management elevated the 340-hp, single four-barrel 425 engine to standard power team status, paired with a new Super Turbine 400 automatic transmission. Peppy as the engine was, a dual four-barrel version of the 425 became available, known as the “Super Wildcat.” Aside from its eye-opening 360 hp and 465 lb-ft. of torque, it looked the part of a performertoo, due to finned aluminum rocker covers and a twin-snorkel chrome air cleaner assembly. Despite its low production, only 2,122 of the 37,658 Rivieras built for ’64 came equipped as such, this engine became the cornerstone of Riviera’s Gran Sport package for ’65, cementing Buick’s legacy as a luxurious personal muscle car.
Although any first-gen Riviera is a great score to Tim and Gene, some examples are better than others, whether it was due to overall condition or the car’s born-with options. So, when this 1964 Riviera popped up on Gene’s radar 30-plus years ago, he quickly made a deal. “The history between my dad and this car is a long one. He first bought this car in northeast Philadelphia for $1,450 in the early Nineties,” Tim says.
The reason Gene wanted it more than any other that previously crossed his path was that not only was it in reasonably good shape, but the Buick also turned out to be one of the relatively rare dual-quad 425 examples. But like many of the Rivieras that came Gene’s way over the years, the Buick didn’t stick around too long. “The car was sold and/or traded multiple times for the first fifteen years my dad knew about it,” Tim says.
Photo by Scotty Lachenauer
However, like all good things, they somehow find their way home and this car is no exception. “For some reason, the Riviera always ended up with us some way or another. I finally ended up buying the car from the last owner in 2009. He had it stored in my dad’s barn during his ownership, so we knew it was in a safe place for a long time. I now have it tucked away in one of my garages waiting for the next phase in its lifeline.”
What Tim has in possession is an interesting example beyond the power team. “This Riviera is typical of the examples built in ’64. It’s just chock full of options that cater to the upscale buyers that would have had the funds to purchase one of these high-end rides from the dealership.”
Present within are many of the accoutrements that catered to the posh consumers in the luxury sports car market. Options here include the Deluxe vinyl and cloth interior, tilt column, and power seats. Power windows and power vent windows add to the lavishness of the Buick’s aesthetic, while its front seat belts, rear armrests, wood ornamentation, and rear defroster only add to the upscale feel.
Though it's seen better days, the condition of the interior is remarkable, knowing of its lengthy journey since it was taken off the road circa 1980. The upholstery is dirty and moldy but with a good washing it will probably clean up nicely. The dash is also in great shape, though since the V-8 has not been started in years, there’s no way to determine what gauges and switches are functional. Underneath the carpet, the floors are solid as well, owing to its life mostly indoors.
Photo by Scotty Lachenauer
The 1938-'39 La Salle grille is said to have inspired the Riviera's vertically stacked running lamp grilles.
Under the hood it looks as if the engine has barely been touched. It’s “KX” code stamped on the block is still visible, the original Carter carburetors are present, and the wiring and plumbing still appear usable. The air conditioning looks to be intact as well. Finally, power brakes and power steering round out the luxury amenities.
Outside, the body is in excellent shape for a car of this vintage. The last 30-plus years of indoor storage has helped keep the metal intact, though minor body work will be needed on the quarter panels to get it up to snuff. The original Claret Mist paint has turned to a satin finish under all the dirt, but a good cleaning and buff could bring it back to life. Most of the trim is also in great shape, and the car appears to be relatively complete, save for a few pieces of rear window trim.
As for the mechanical functionality beyond instrumentations, no one is really sure of its condition “My first order of business would be to send the engine to “Nailhead” Matt Martin in California, who is an artist that works in the nailhead medium; he’s the ultimate authority in these V-8s. I believe the rest of the car deserves a nut and bolt restoration, too. That time will come soon,” Tim says.
Earth shaking. Ground pounding. Those are a couple of choice adjectives that describe Steve Kaiser’s 1970 'Cuda as it crackled by us during Hemmings Musclepalooza at Maple Grove Raceway on the way to the staging lanes. Kaiser then took it up a notch by doing a rowdy burnout and hanging the hoops on an 8.80 pass at 151 mph. After our ears stopped ringing, we tracked him down to get the details.
If you noticed the name Kaiser in gold leaf on the door, you might be wondering who that is. Steve Kaiser’s uncle Bob Kaiser started the Twin Hills Oldsmobile dealership in 1977 in Muncy, Pennsylvania, right around the time Olds was getting into drag racing with the glorious G-body Oldsmobile Cutlass. To promote the sport, Oldsmobile gave Uncle Kaiser five Cutlasses to race in the Stock and Super Stock classes. As a young man, Steve Kaiser would vacation at drag strips and attend drag racing events with the family until the age of 16 when he pursued other interests.
During that time, Steve’s father also got into the automotive business and helped create the Kaiser Brothers dealership that expanded into a Chrysler/Dodge/Jeep/Ram dealership with a larger facility, also in Muncy.
In 2008, Steve got back into cars. He began by installing superchargers on late-model Challengers and Chargers under a license by Mr. Norm out of the Kaiser Brothers dealership. By 2011, he had started looking for a race car. He soon found a 1970 Plymouth ‘Cuda that was well known around the Kentucky area and raced by its second owner, Johnny Dotson, a Dodge dealer from Paris, Kentucky. The ‘Cuda was painted in the classic black-and-white Direct Connection colors with a 513-inch 440 under the hood, a 727 transmission, and Dana 60 rear. That combo ran 10.80s in Super Pro and had been a track car since 1978.
Steve bought the car and immediately pulled the drivetrain and sent the car out to get painted to match his uncle’s racing livery. He started running 10.80s-90s in the Pro series with a steep learning curve. “I saw red (lights) a lot,” Steve says, “it was frustrating.” To make matters worse, he broke the block and had to rebuild the engine using a Mopar Performance block and a new rotator. The combo was mostly the same with a 0.60-over block, Indy heads and intake, and a 1050 Dominator.
The second year looked a little bit better, and he started winning rounds, but not races. “I got to the finals, but didn’t win,” Steve says. “I bought back in a lot, I can tell you that, I’m not a professional.” Regardless, Steve had fun racing a serious ‘Cuda for five years. As he got more experienced, he wanted to go faster.
By 2021 he had pulled the 440 and had Brian Tilburg build a 572-inch Hemi to go in its place. The Hemi had Stage V heads and a Keith Black block, a pair of Holley 950s, and an MSD Grid system that uses a crank trigger. The new engine made 1,017 hp on 114-octane VP and the car immediately went from running 10.80s to 9.60s in the quarter mile.
Today, Steve races the ‘Cuda in Nostalgia Super Stock and Hemi Super Stock races near his home in Muncy, Pennsylvania. We found him racing at Hemmings Musclepalooza in Maple Grove.
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