Recent
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.
Photography by Thomas A. DeMauro
Once back home, “I did some research, but found very little beyond a brief writeup on ppgpacecars.com,” he remembers. Only one photo was available then, and this car was believed to have been crushed. Mike went back to convince the owner to sell, and he quickly agreed. It was later learned that “he was retiring,” Mike recalls, “so I happened to be in the right place at the right time.”
Rendering courtesy of General Motors
Senior Creative Designer Glen Durmisevich, at Oldsmobile Exterior Design Studio 2, styled the rear of the Omega PPG Pace Car.
For the 1981 race season, PPG developed, financed, and participated in a pace car program where the four major American automakers - GM, Ford, Chrysler, and AMC - were challenged to apply advanced aerodynamic exterior design principles and forward-thinking powertrain and chassis engineering to a production model. Consequently, PPG Pace Cars from Chevrolet, Mercury, Dodge, and AMC were built for the Championship Auto Racing Teams (CART)-sanctioned PPG Indy Car World Series.
It appears that this Omega may have replaced the Chevrolet later in the 1981 season, and it was used for 1982. The Cavalier Type-10 was included in a two-part article in Hot Rod magazine (August and September 1981) that introduced each of the different automakers’ PPG Pace Car offerings, but the Oldsmobile wasn’t in it.
GM Design Archive and Special Collections provided a rendering of the Omega dated 6/15/81 by Glen Durmisevich, a senior creative designer at Oldsmobile Exterior Design Studio 2, which was headed by Chief Designer John Perkins. Glen explains, “We had a really good working relationship with Jack Schwartz, who ran the PPG Pace Car program. This car was sort of a quick job. My rear design was chosen, and I was part of a team along with Assistant Chief Designer Ed Welburn, and Senior Creative Designer Dave Rand, that developed the overall design.”
Photo by Thomas A. DeMauro
He concludes, “The car was built by an outside firm, but I don’t recall which one it was.” No documentation has yet surfaced from other sources on that subject either. The Omega was photographed with the aforementioned pace cars for the back cover of the 1982 PPG Indy Car World Series News Media Guide, but the Cavalier Type-10 wasn’t in that photo.
To draw attention to the race series, PPG, and Oldsmobile, the Omega was fitted with a custom fiberglass front-end with integrated air-dam and revised grilles; tinted headlamp covers; wheel flairs; lower body kit; and a rear spoiler; and the car was repainted in gold- and brown-metallic hues from PPG’s Automotive Finishes Group. “Ωmega PPG Pace Car” and “1981 Indy Car World Series” graphics were applied on each side, as were “PPG Pace Car Team” decals (soon to be replicated) on the quarter-panels. An “Oldsmobile” callout was added to the top of the windshield, and the exterior rearview mirrors were swapped for a sleeker design.
According to the Hot Rod article, maintaining 120-125-mph on the track with a lightbar mounted on the roof was a pace car requirement. To that end, the Omega’s transverse-mounted, Chevrolet 2.8-liter, two-barrel, V-6 was modified, but Mike has been unable to confirm who did the upgrades or determine the extent of them.
Photo by Thomas A. DeMauro
A turbocharger installation and exhaust, valvetrain, and carburetion upgrades (and possibly more) increased the output of the 2.8-liter 60-degree V-6 engine for track duty.
From his under-hood investigations, he learned that a turbocharger from Ishikawajima-Harima, Heavy Industries Co. Japan was installed. Driven by exhaust gases, it blows compressed air into the engine through bright tubing, a fabricated aluminum hat, and a 500-cfm Holley two-barrel carburetor. An electric fuel pump and regulator augment the fuel system, and the GM HEI lights the spark. Aluminum full-roller rockers were discovered when he peered through the oil-fill hole in one of the chrome GM rocker covers.
Revised manifolds, a 2.5-inch down-pipe, a single head-pipe, and a single-inlet/dual-outlet muffler comprise the exhaust system. Mike mentions, “I had the oil pan off and confirmed that it was modified with a larger capacity sump and baffle and plumbed to supply oil to the turbocharger. Grinding marks on the rod caps, for the purpose of balancing, were also visible.” The three-speed automatic transaxle remains.
A larger 1.25-inch diameter solid front anti-roll bar was installed, and Mike believes that the spring rates were increased in the MacPherson strut front-end and beam-axle-with-trailing-link rear suspension, as well, but the power rack-and-pinion steering and power front disc and rear drum brakes appear to have been left stock.
Inside was fortified with articulating Recaro bucket seats; black and tan custom cloth upholstery; and audio jacks and wiring for on-track communications. A brace of stock-appearing instruments, as well as an aftermarket oil pressure gauge were added. Mike had the sagging headliner replaced, but believes that the dash pad, carpet, and AM/FM/cassette stereo are original.
Photo by Thomas A. DeMauro
This pace car headed the pack at various PPG Indy Car World Series races, and there’s even online video of it in action during ESPN coverage back in the day. Following their track use, many of the PPG Pace Cars were thought to have been destroyed, but this one was instead returned to Bendik Oldsmobile in Pittsburgh, and later sold to a private party.
Before the previous owner purchased it in 1994, the car was repainted in the PPG hues, and Mike notes the newer gold appears to be lighter than the older, which remains in the engine bay. (Code-11 on the body data plate reveals that this car was originally white.)
Soon after Mike took ownership, he replaced the Oldsmobile banner on the windshield with one that matches the banner shown in historical photos. He also purchased a period-correct lightbar through a Facebook group dedicated to that subject. Gold BBS aluminum wheels were shown in some vintage photos, but he learned from the company that they were likely one-offs. Thus, Mike turned to JNC Wheels for an upsized set of 16x8-inch machined-lip aluminum wheels shod with P225/50R16 tires.
In the summer of 2020, the pace car began accumulating accolades, including “Best Car 1980 to 1989” at a Memorial Day cruise; “Best of Show” at the inaugural Northside Coffee and Cars at Commonplace Coffee in Pittsburgh with an accompanying writeup by obscure-cars-daily on Instagram; and an article on www.hotcars.com. Recently, Mike was interviewed about the car for Radridespodcast.com, and the Omega was featured in the NPD "Malaise Era" display tent at the 2023 GM Nationals in Carlisle.
Photo by Thomas A. DeMauro
Regarding the pace car’s road manners, Mike notes, “It was built more for top-end, of course, considering its duties, yet it’s acceleration isn’t overwhelming.” To be fair, it could be that his benchmark for “quick” is being influenced by the capabilities of his 1966 Pontiac Bonneville’s 389 four-barrel engine or his street/strip 1972 Le Mans’s modified 455.
He adds, “It drives as expected for early 1980s technology, but the steering is tight, it goes exactly where you want to, and it handles very well with little body roll thanks to its suspension and wheel/tire mods. It brakes like vehicles of the day since no upgrades were made there.”
Currently, the Omega has about 14,800 miles on it, and Mike exercises it for about 200 miles each year, driving it to shows that are within 30-minutes of home. He trailers it to distant venues. The only mishap thus far is “its lightbar flew off on the highway,” he laments. “I mount the bar magnetically when at shows, and I thought it would be fine for a short trip, but it wasn’t. It has since been repaired.”
He concludes, “I enjoy pulling into a show and seeing the looks as folks try to figure out what this car is. Doing the detective work and bringing to light some of its forgotten past has been satisfying. I do feel privileged to be the current steward of a car that shared track time with some of the greatest names in racing, like A.J. Foyt, Bobby Unser, and Mario Andretti—just to name a few.” Mike went out looking for a used SUV and came home with “a piece of automotive history.”
Photo by Thomas A. DeMauro
Trending
╳