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Muscle Cars
When is a truck not just a truck and a muscle car much more than a muscle car? When they're an El Camino, of course. Chevrolet's third-generation "personal truck" mirrored the A-body Chevelle upon which it was based and shared engines and equipment, and when fitted with ultra high-performance SS454 equipment, the 1970-1972 El Camino could run rings around many conventional muscle cars while retaining a semblance of truck utility. Like Chevelles, El Caminos are blessed with an amazing availability of restoration and performance parts, and they appeal to folks who love big-block power, who need utility beyond what a coupe or convertible can offer, who appreciate the El Camino's "neither here nor there" style, and who don't like to see their doppelgängers at every stoplight. The Chevrolet El Camino SS454 truly inspires bowtie pride while hauling from both ends.
The El Camino had been completely restyled for 1968 along with its platform-mate Chevelle; this early "crossover" vehicle's airy greenhouse and slim B-pillars were made sportier with thick B-pillars that curved down as flying buttresses to meet and envelop the leading edge of the bed, which now measured 79 1/4 inches long and 59 to 64 1/2 inches wide behind the cab and at the tailgate, respectively. The truck had a handy storage area inside the rear of the passenger compartment that enthusiasts have dubbed the "smuggler's compartment." A plastic toolkit box was stored in this area, and behind that, under the bed, was an unutilized area where the Chevelle wagon's rear seat footwells remained in the shared floorpan; the El Camino's spare tire was stored upright behind the passenger seat for easy access.
This truck's front-end styling was modified when the 1970-1972 models arrived, although the new trucks were identical to the 1968-1969 models from the firewall back, save for minor trim. The 1970 restyle brought quad headlamps set in a body-colored surround panel, which framed a bold horizontal grille split by a body-colored bar. Circular parking lamp/turn signals were mounted in the front bumpers, and SS grille and fender badges and a standard domed or optional cowl-induction hood were part of the Super Sport package. The $2,850 V-8-powered El Camino Custom was the basis for RPO Z15/LS5 and RPO Z15/LS6, which translated to the new SS454 and eclipsed the previous top-performing SS396. This $503.45 Z15/LS5 package brought a 360hp 454-cu.in. V-8, chrome engine accents, dual exhausts, power front disc brakes, a black painted grille, chrome wheel-arch moldings and 14 x 7-inch styled steel wheels. Adding the $263.30 Z15/LS6 package netted the famed 450hp LS6 V-8, making the 1970 El Camino the hands-down fastest truck on the planet. The aforementioned cowl-induction hood was part of the $147.45 ZL2 package, which included a sport-striped, pin-secured hood with a vacuum-operated flap that ducted low-pressure cold air to the carburetor when the accelerator was floored.
As was typical of Detroit in the muscle car heyday, the El Camino SS454 received some changes each year; new for 1971 were fender-mounted two-part turn signals flanking single round headlamps, and the grille was restyled with a single thin chrome center bar. Hood pins became standard, and sporty new dark gray 15 x 7-inch road wheels with chrome trim rings were shared with the Camaro; revised vinyl upholstery patterns enlivened the interior. This year, a subtly retrimmed GMC version of the El Camino called the Sprint was a fresh offering, and the hottest Sprint SP-454 was a virtual clone of the SS454. In 1972, the El Camino received one-piece front turn signals and a grille with two slim horizontal chrome bars. Despite being only 200 miles from new, an LS5 El Camino SS454 was a lively performer, as noted by Drag Racing USA in February 1971: "The quarter-mile performance was frankly better than we'd expected with this new low-compression version of what had been a high-compression engine. Our e.t.s averaged 14.7 seconds at speeds of 96 to 97 mph.... Given a few hundred more miles and sharp tuning, we see no reason why two or three tenths, at least, wouldn't come off the e.t."
Because Chevrolet lumped all of their A-body vehicle build numbers together in the early 1970s, the high-performance El Caminos and Chevelles were merely separated by the engines under their hoods. Of the 8,773 SS454 El Caminos and Chevelles built in 1970, 4,298 featured the LS5, and 4,475 had the LS6 engines. In 1971, SS454s in both models featured the LS5 V-8, and 9,502 were built; 5,333 LS5-equipped SS454s came off the line in 1972. The aforementioned GMC Sprint SP-454 was considerably rarer, with 25 built in 1971 and 114 in 1972. As with red-hot and valuable Chevelle SS454s, the El Camino SS454 invites cloning; be sure to authenticate a potential purchase by cross checking VINs on cowl tags, Protect-o-Plates and other engine and body stampings.
ENGINES
The El Camino SS454 didn't get a lion's reputation by having a housecat under the hood; nestled between its fenders in 1970 was one of two big-block 454-cu.in. V-8s that shared a 4.25 x 4.00-inch bore and stroke and five main bearings. RPO LS5 translated to a hydraulic-lifter version that produced 360hp at 4,400 rpm and 500-lbs.ft. of torque at 3,200 rpm via a 10.25:1 compression ratio, Rochester four-barrel 4MV Quadrajet carburetor and dual exhausts. Highest on the food chain in 1970 was the coveted LS6; despite having the same displacement as the LS5, it made a Hemi-whipping 450hp at 5,600 rpm and 500-lbs.ft. of torque at 3,600 rpm. This feat was accomplished with solid valve lifters working larger, 1.88-inch exhaust and 2.19-inch intake valves, 11.25-compression, a more radical camshaft and an 800cfm Holley model 4557 or 4150 four-barrel carburetor. Sadly for ultimate muscle enthusiasts, this engine was not installed in El Camino SS454s (or Chevelle SS454s) in 1971 or 1972.
A drop in engine compression from 10.25 to 8.5, and a switch to regular fuel didn't stop the LS5 from gaining 5hp in 1971 due to redesigned combustion chambers-this, in the year when real world SAE net figures replaced the previously favored test lab gross numbers. Despite the predisposition of advertisements to call out the stronger figures of 365hp at 4,800 rpm and 465-lbs.ft. of torque at 3,200 rpm, the government now preferred that the LS5 report its 285 net horsepower at 4,000 rpm and 390-lbs.ft. of net torque at 3,200 rpm. Although the engine carried over intact in 1972, its horsepower figure dropped slightly to 270hp at 4,000 rpm. California residents were not invited to the LS5 party in 1972 due to new emissions regulations, but creative 49-state residents could skirt the system and order LS6 heads and other components at the parts counter of their friendly local Chevy dealers. In today's muscle car restoration market, the Chevrolet V-8s are second to none in replacement parts availability, and Chevrolet and a number of suppliers even offer complete 454-cu.in. crate engines.
TRANSMISSIONS
Like their Chevelle siblings, many 1970-1972 El Camino SS454s were built with the optional M40 Turbo Hydra-Matic three-speed automatic transmission. If the buyer of a 1970 LS5-equipped SS454 wanted to shift for himself, he used the standard Muncie M21 close-ratio four-speed gearbox with its single dry-plate 11-inch clutch, or he could order the heavy-duty Muncie M22 four-speed that was used if he ordered an LS6 El Camino. Manual gearbox buyers in 1971 and 1972 were automatically treated to the M22; all El Camino transmissions are hearty units that have proven themselves, and repair and refurbishment are easy with their many suppliers and specialists.
DIFFERENTIALS
The 1970 El Camino SS454 used a 12-bolt open hypoid differential with a standard 3.31:1 ratio, and a limited-slip Positraction unit using the same ratio was a factory option. The 3.31 ratio was continued in 1971, when an optional Positraction rear with a 4.10:1 ratio became widely available; Chevrolet simplified the option sheet in 1972 by dropping the Posi/4.10 combination. All of these 12-bolt units have earned bulletproof reputations, and replacement parts or Positraction upgrades are easily acquired.
SUSPENSION
The El Camino shared its A-body suspension setup with the Chevelle wagon upon which it was based. In front, the independent suspension utilized upper and lower control arms with ball joints, heavy-duty coil springs, hydraulic tube shocks and a 1.25-inch diameter anti-roll bar, and in the rear, upper and lower control arms, coil springs and level-control air shocks kept the solid rear axle off the ground. "The 1968-1972 SS package for the El Camino contained everything that was in the SS package for the Chevelle, with one exception," says Dan Carr, El Camino tech advisor on the A-body specialty website www.chevelles.com; "The F41 heavy-duty suspension, with its rear anti-roll bar, was never available on the El Camino, even the SS454...it's believed that this was prohibited due to the hauling nature of the vehicle." Any worn or damaged suspension equipment is easily replaced with stock components.
BRAKES
The standard four-wheel hydraulic drum brake system used on base El Caminos all three model years was supplanted on SS454 models by a standard front disc/rear drum setup. The 10.94-inch front discs with single-piston calipers and 9.5 x 2-inch rear drums could be augmented with optional power assist. All brake parts are simple to acquire, and upgrades are easy using newer stock GM components.
FRAME
The 116-inch wheelbase that all 1970-1972 El Caminos utilized came courtesy of their boxed-rail perimeter frames with welded front and rear cross-members. This heavy-duty frame was shared with station wagons and is interchangeable with those underpinning 1968-1972 wagons and El Caminos. Check out the body mounts and differential mountings by the rear suspension control arms for rust, as frame rust is repairable but pricey.
BODY
Despite their sporting intentions and luxurious interiors, many El Camino SS454s were parked outside, did light-duty hauling and were generally treated like trucks. As with any vehicle more than 30 years old, rust can be an issue. "Typical rust areas include the lower parts of the front fenders where leaves and debris get trapped, around the rear window if the truck came with a vinyl top, around the rear wheel wells and in the lower rear quarter panels," Dan says. The hidden storage area behind the "smuggler's compartment" is often not waterproof and traps water and debris under the bed, leading to rust. Luckily for El Camino owners, many body panels are interchangeable between 1968-1972; Chevelle wagons can donate their front fenders from 1970-1972, hoods are shared between all Chevelles and El Caminos, 1970 front bumpers are shared with Monte Carlos, and doors can come from 1969-1972 El Caminos. New reproduction doors, full and partial fenders, rocker panels, tailgate panels and bed floors are readily available from a number of reputable suppliers.
INTERIOR
Although manual or power-adjusted Strato-bucket seats and a center console were optional in El Caminos as in Chevelles, the standard bench seat (allowing more than two passengers) was more often used. The standard all-vinyl interior used Madrid grain in 1970; and in 1971 and 1972, Madrid grain bolsters were teamed with Elk grain inserts. The vinyl door panels in El Camino Customs differ from those in base El Caminos, but they are commonly reproduced; dashboard instrumentation was shared with Chevelles and contemporary Monte Carlos and the standard warning lamps could be replaced by a tach and accessory gauges. Among the multitude of reproduction interior items available are dash covers, carpeting, seat covers, seat foam and switches.
REPRODUCTION PARTS
Prospective El Camino restorers should count themselves lucky to be tackling a vehicle that has such a strong restoration parts supply; because these 1970-1972 trucks share so many mechanical, body, chassis and trim components with contemporary Chevelles and earlier 1968-1969 El Caminos, nearly everything is being reproduced. El Camino parts specialists and Chevelle/GM A-body suppliers can offer everything from pistons, camshafts and smog pumps to quarter panels, seat covers and road wheels. El Camino-specific reproductions such as 1971-1972 headlamp bezels, bed trim, tailgate trim and taillamps can also be readily purchased, as well as SS454-specific striping kits, trim and mechanical components-this is one vehicle that rarely requires trips to swap meets or salvage yards for parts. Rudolph Wichmann, the owner of our feature truck, told us that he's been unsuccessful in finding the gasket that underpins his El Camino's original remote rearview mirror-"Everyone has something close to it, but they're all off by a bit here or there." If a part simply can't be purchased new, locating an earlier El Camino helps with body and trim from the firewall back, and contemporary Chevelle station wagons can offer front sheetmetal, frames and interior parts; other A-body cars like Buick Skylarks, Oldsmobile Cutlasses and Pontiac LeManses can also donate suspension, braking and under-the-skin components.
PERFORMANCE PARTS
The El Camino is like its Chevelle brethren in that its V-8 performance is easily upgraded. Whether you're looking for hidden internal upgrades like forged pistons, hotter camshafts or hardened valves for a matching-numbers engine, or external upgrades such as high-flow carburetors, free-flowing headers and exhausts, aluminum intake manifolds and cylinder heads and ignition system upgrades, you can find them at a number of reputable parts suppliers. Complete crate engines with huge power upgrades are also available from GM Performance Parts for those unconcerned with originality. Transmission, clutch, torque converter and differential upgrades are also just a phone call and some wrench time away.
CHASSIS UPGRADES
Just because the SS454 has a pickup truck bed, this doesn't imply that it can't be made to handle more like a sports car; most of the suspension and braking upgrades that are available for Chevelles will simply bolt on to an El Camino. Starting from the ground up, a set of H- or V-speed rated performance radials on wider SS rims from Wheel Vintiques or retro-style light alloy wheels will keep the truck planted; suspension upgrades include fitting a larger front and a new rear anti-roll bar, installing Moog's adjustable tie rod ends, Global West's negative-roll front control arms, lowered coil springs and stiffer urethane bushings. Replacing the hydraulic front shocks with gas-charged units and upgrading the rear air shocks will also help the truck stick. Burn off that newfound speed with some retrofitted GM brake components like B-body spindles mounting F-body front discs, and rear discs can come in a kit from Stainless Steel Brakes or Ground Up. Keep the performance coming, and blur the distinctions between truck and car even further.
Owner's View - Rudolph Wichmann, Jr.
"When I graduated from high school, I was driving a 1970 Chevelle SS454 LS6," reminisces Rudolph Wichmann, Jr. "When I got it, I had the choice between that LS6 or an El Camino SS454, and I've wanted one ever since then." Rudolph found his one-owner truck in storage, where it had sat for 15 years. "I wanted a true 1970 SS454 El Camino, and this one had matching numbers and a lot of options, including factory air. I had to replace one quarter-sized spot of rust, but the rest of the car was solid. I repainted it in the original Autumn Gold, reupholstered the seats, headliner and carpeting, and had the transmission rebuilt and the engine bored .030-over-the car was pretty much all there." And Rudolph couldn't be happier with the results. "It drives like a new car coming off the showroom floor," he says. "The column-shift automatic shifts smoothly, the steering, shocks and suspension are great, and it's very fast... I get a lot of thumbs up on it." So does he work the El Camino like a truck? "I use it strictly for showing. I don't haul anything back there except for the chairs I sit on, and when I have the bed repainted gold, I probably won't put anything in the back," he explains-not even the matching diecast model that displays with his truck. Such is the world of a self-professed SS454 junkie. "I like the El Camino because it's different," he smiles, "Not like any other car or truck on the road."
Values- El Camino Custom SS454
Parts Prices
Accelerator cable - $21
Bed floor half panel - $159
Center console top plate, 4-speed - $61
Core support - $130
Cowl induction hood flow control valve - $23
Door weatherstrip gaskets - $55
Door panels, pre-assembled - $320
Exhaust manifold valve, 454-specific- $45
Exhaust system, aluminized with resonator - $350
Front fender script - $67.95
Gas tank, 1970 (without evaporative emissions control) - $179.95
Grille, 1971 - $115
Inner fender brace - $35
Inner tie rod - $26
Outer tailgate skin - $223
Rear body intermediate light harness - $63
Rear bumper - $177
Steering idler lever - $38
Vinyl bench seat upholstery kit - $179
"454" emblem - $50
Club Scene
National El Camino Owners Association
www.necoa.org/index.php
-Web-based El Camino forum and classifieds
American Chevelle Enthusiasts Society (A.C.E.S.)
615-773-2337
dues: $40/year, membership: 6,000
www.chevelles.com/aces/index.shtml
Classic Chevy International
800-456-1957
dues: $39/year, membership: 25,000
www.classicchevyworld.com
Late Great Chevys
800-683-1961
dues:$40/year, membership: 12,500
www.lategreatchevy.com
Vintage Chevrolet Club of America
626-963-2438
dues:$30/year, membership: 6,000
www.vcca.org
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Images from Pat Foster's collection
There's an old saying in the automobile business: You never want to be too far behind styling trends, or too far ahead. Finding that sweet spot between styling that’s too conservative and too advanced is critical, and the Mitchell automobile is a good example of what can happen when a design is too far ahead of trends.
In 1919 the Mitchell Motor Company of Racine, Wisconsin, was considered a veteran automaker. It had begun producing motorcars in 1903, one year after Rambler and the same year as Ford Motor Company. Mitchell was profitable, a picture of success and prosperity, yet five years later the company was out of business and its plant sold to another carmaker. It proved a cautionary tale for other automobile companies.
The Mitchell saga began in 1838 when Scottish immigrant Henry Mitchell moved to Kenosha, Wisconsin, and established the Mitchell Wagon Company, a manufacturer that became known as "The first wagon maker of the Northwest." Successful almost from the start, in 1854 Mitchell moved his business to larger quarters in nearby Racine. It continued to expand and in time son-in-law William Lewis joined the company. Lewis eventually headed the firm and changed its name to Mitchell & Lewis Wagon Company. During the Gay Nineties, Mitchell & Lewis established another business, the Wisconsin Wheel Works, to produce bicycles, and for a while was manufacturing light motorcycles too. Thus,established in the transportation field, the idea of producing automobiles was the next logical step.
In a major change of company direction, Wisconsin Wheel Works sold its bicycle business and was succeeded by the Mitchell Motor Car Company, a subsidiary of the Mitchell-Lewis Wagon Company. The former’s first models were two small runabouts: one powered by a 7-hp, single-cylinder two-stroke engine, the other by a 4-hp, four-stroke single. Reportedly, sales were modest, despite prices that began at a mere $600 for the 4-hp model. It seems the company initially had difficulty reaching high-volume production due to problems acquiring sufficient parts and components, but when resolved sales quickly improved.
For 1904 a new 7-hp two-cylinder runabout on a 72-inch wheelbase chassis, and a 16-hp four-cylinder touring model on a 90-inch wheelbase, replaced the previous one-lungers. The two-passenger runabout was priced at $750, while the five-passenger touring car started at $1,500.
In the years that followed Mitchell cars grew bigger and more powerful. In 1906 a 24/30-hp five-passenger, 100-inch wheelbase Model D-4 Touring car joined the expanded line-up priced at $1,800. The company reportedly sold 663 cars that year. For 1907 Mitchell offered three distinct series: the Model E, a 20-hp two-passenger Runabout on a 90-inch wheelbase; the Model D 24/30-hp five-passenger 100-inch wheelbase Touring; and the Model F seven-passenger Touring on a 108-inch wheelbase. Prices ranged from $1,000 to $2,000 and total sales more than doubled.
By 1910, Mitchell was offering five models: two- and three-passenger runabouts and a Runabout Surrey in the Model R series, each powered by a 30-hp four-cylinder engine and priced at $1,100; and two touring cars, a 30-hp four-cylinder Model T for $1,350, and a 50-hp six-cylinder Model S priced at a lofty $2,000. That year’s sales totaled 5,733 units. (There was even a jaunty little song titled "Give Me a Spin in Your Mitchell, Bill,” a recording of which can still be found on the internet.) The same year, Lewis retired, and Mitchell Motor Car Company and Mitchell & Lewis merged to form the Mitchell-Lewis Motor Company with Lewis’s son,William Mitchell Lewis, named president.
In 1912 a stylish $2,500 four-cylinder Limousine joined a line-up that included a budget-priced 25-hp Runabout for $950 and an $1,150 Touring car, both of which used a four-cylinder engine and a 100-inch wheelbase chassis. Also available was a $1,350 four-cylinder Touring, while a Model 5-6 34-hp Baby Six Touring and Roadster were available on a 125-inch wheelbase, each costing $1.750. Finally, there was a big seven-passenger Model 7-6 six-cylinder Touring on a regal 135-inch wheelbase for $2,250. Sales for the year were 5,145 cars.
Unfortunately, sales were just 3,087 cars in 1913 and William M Lewis left the firm to start a new company building the so-called Lewis car. Banker Joseph Winterbottom took over as president and the firm was reorganized as the Mitchell Motors Company. Only 3,500 Mitchells were sold in 1914, perhaps a result of the company’s emphasis on higher-priced models. For 1915 new lower-priced Light Four and Light Six models seemed just the thing to spark a revival, and some 6,174 Mitchells were sold that year.
Mitchell sales manager Otis Friend then took over as president. Believing that offering more cylinders was the way to go, for 1916 the company dropped its four-cylinder models in favor of value-priced six- and eight-cylinder cars. It was the right move; sales climbed to 9,589 units, its highest total yet.
The company continued to flourish, selling 10,069 cars in 1917, but in ‘18 Otis Friend left to start his own car company in Pontiac, Michigan. Replacing him was formerGeneral Electric executive D.C. Durland. Things initially went well, and by 1919, Mitchell prices ranged from $1,275 to $2,850; some 10,100 cars were sold. While the company was profitable, it seems management might have been feeling over-confident because for ‘20 it was decided new Mitchells would feature unique styling touches to help them stand out.
Sedans boasted unusual vee'd windshields, with a prominent forward-placed center post supporting angled side panes, and cowls featured a forward sweep on each side, very much in the style of expensive custom-built cars. The angle of the sweep didn’t match the angle of the windshield post, which gave the closed cars a slightly odd appearance. The biggest styling feature, one that was impossible to ignore, was a radiator that tilted back at a noticeable angle. Print advertisements bragged that "Future styling trends…" were "Forecasted by the new Mitchell design." Ads claimed, "These new Mitchell Sixes bring to motoring America its first accurate example of the coming style [and].... viewed from any angle–from inside or out - the effect is impressive."
Looking at the 1920 Mitchells today it’s difficult to see any big styling problem. In fact, on Touring models the sweptback radiator adds to the sporty appeal, at least in my opinion. But on closed cars the different lines and angles of the split vee-d windshield post, cowl sweeps, and radiator shell offer too much visual conflict. Apparently, they must have seemed even more at odds with convention then because the ’20 models soon earned the nickname “The Drunken Mitchells.”
Pundits love to poke fun, so "The Drunken Mitchell” sobriquet stuck. It’s easy to guess what happened next. Sales fell 36 percent, with the slump worsening in 1921 when a mere 2,162 cars were sold, this even after a hasty restyle. The ’22 model year was about the same. Then in 1923 Mitchell sales collapsed entirely and only about 100 cars were sold. The company had come to the end of the line. Despite a history going back more than 80 years, Mitchell was gone by the end of 1923.
One company benefitted from Mitchell’s demise. In January 1924, the Nash Motors Company of Kenosha, needing more production capacity, acquired the Mitchell plant for $405,000.
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Photography by Scotty Lachenauer
If there’s one thing we’ve learned about automotive barn finds, such discoveries are not always the cut-and-dry variety. You know, the classic image of some rarity being pulled from a structure so dilapidated any hint of wind might bring it crashing down. There are the well-used, truly original vehicles that have spent the static hours of existence in dusty, century-old abodes, handed from one family member to the next. Some barn finds were never really lost, rather just left to languish under the auspice of an idyllic restoration that never seems to happen. And then there are barn finds that have a habit of migrating home.
A case study is this 1964 Buick Riviera. It’s never really been lost, technically contradicting “find,” yet its decades-long dormancy in more than one storage facility, and with more than one owner, makes this first-gen GM E-body a prime barn find candidate. More so when the car’s known history, and relative desirability, can be recited with ease by current owner Tim Lynch.
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.”
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.
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.
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.
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.
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