This ’69 Corvette Stingray was the one that got away, but it’s back and reborn as a custom
Second Chance at First Love
01/13/2020
So many of us can relate to the story of having to give up a favorite car, then spending years pining to rekindle the feeling it gave us; few are committed enough to bring that very car back into their lives, and to make it even better than it originally was. That is the basic story behind the 1969 Stingray on these pages, but this Chevrolet—daily-driven nearly 150,000 miles, sold and later re-purchased, and restored with personal touches—represents so much more to its owners. "Goldie" is a dream, twice fulfilled.
Mike Markowski was nine years old when he saw his first Corvette: It was a new, 1956 roadster in Cascade Green with beige coves, and it made a lasting impression. He'd admired a fellow high school student's 1965 Sting Ray coupe, and been blown away by the third-generation model, introduced for 1968. Then a student at Penn State studying aerospace engineering, Mike vowed to buy one as soon as possible after graduation. It was after taking a position with Sikorsky Aircraft in Connecticut, in December 1968, that Mike was finally able to make this happen.
In the 1970s, the Riverside Gold coupe often transported hang gliding equipment, first through the rear window opening, and later, on a rack attached to the T-tops.
He started with a coupe in Riverside Gold, powered by the new-for-'69 350-cu.in. V-8, making 300 hp and 380 lb-ft of torque. To its base specifications and price—$4,876.75, or about $34,120 in today's money—he elected to add numerous desirable performance, comfort, and appearance options. A four-speed manual transmission, Positraction axle, and F70-15 red stripe tires enhanced its speed and handling, while optional leather upholstery, Soft-Ray tinted glass, a rear window defroster, tilt/telescopic steering wheel, and AM/FM pushbutton radio brought comfort. Deluxe radial-finned wheel covers jazzed up the 15 x 8-inch wheels, while a horn-sounding anti-theft alarm system and undercoating offered protection. He opted out of power brakes and steering, as well as A/C, choosing to rely on its removable roof panels and rear window. The bottom line on the car he'd dub Goldie was $5,639.10, equivalent to $39,450 today.
It was March 21, 1969, when Mike and his father went to the dealer to pick up the new Corvette. "It was one of those special events that happen only once in a lifetime," he muses. "Going from a 40-hp, vinyl interior Volkswagen to a sleek, 300-hp, Riverside Gold Stingray with Saddle leather interior was almost overwhelming. My childhood dream had come true. I was 21 and on top of the world."
This Corvette was a practical daily driver, and wasn't babied. It sat outside year-round, enduring many New England winters, its Positraction differential keeping the car mobile in the worst snowstorms. That limited-slip was also a boon when it came to Mike's new passion, hang gliding over the sandy beaches at Cape Cod. He'd transport the long gliders in or on the car, removing the rear window to allow the assembly to stick out the back, or fasten them on the T-top roof using a ski rack.
"Goldie became a focal point in my life," he recalls. "She faithfully took me on many adventures, from learning to fly and going to grad school, to dating, and getting married. She was the one thing I could count on. After four years as an aerospace engineer and working toward a master's degree, I started my own business manufacturing hang gliders, the first such company on the East Coast. In fact, the February/March 1973 issue of Corvette News featured a four-page article on me and my hang gliding adventures, and how I used Goldie to build my business."
ENGINE: The new-for-1969 Turbo-Fire 350 V-8 was rebuilt with a .030-inch overbore and 350-hp cam. Power steering, not specified when the car was new, was added during its second restoration.
By 1980, this Chevy had been driven more than 144,000 miles, and was tired. Years of exposure to road salt and beach sand had rotted the frame, and since he no longer relied on it as his only vehicle, Mike commissioned a body-off restoration. He considered having the original frame patched, but opted instead to replace it with a factory-fresh one, purchased through a Chevrolet zone dealer he'd befriended; "Matching numbers didn't mean anything to me, because I intended to keep Goldie forever. What really mattered was to have Goldie look like the day I bought her, and be as structurally sound as possible."
The Corvette's suspension, transmission, and differential were rebuilt, while the braking system was upgraded with stainless steel components. The 350 V-8 still exhibited good compression, so it was cleaned up and reinstalled, while the body got a new coat of Riverside Gold paint. Replacement carpeting and re-dyed Saddle interior parts renewed the cabin.
INTERIOR: The Markowskis customized the interior using the 1978 color, Doeskin; the 1978 steering wheel was wrapped in Doeskin leather and matches the seats. Burl wood trim accents the dash.
Restoration completed, Mike began enjoying Goldie anew, adding another 6,000 miles to the odometer before his life took an unexpected turn in 1988. Personal and financial challenges forced him to reluctantly put the Corvette up for sale. "I was really sick about it," he remembers ruefully. "The day the car drove out of my sight, I bawled. But I felt good that Lou, the buyer, owned a service station, so I knew Goldie would be well cared for."
Within a few years, Mike had regained solid footing with his new wife and publishing business partner, Marjie. A car enthusiast in her own right, Marjie hadn't been exposed to Corvettes, but Mike introduced her to his favorite marque at Corvettes at Carlisle, eagerly pointing out one that looked like Goldie. It was winter 1996 when, in response to his continuing expressions of yearning for his first 'Vette, Marjie encouraged him to reach out to the man who bought it eight years earlier.
"I called Lou," Mike recalls, "and much to my relief and boyish delight, he still had her! I started getting excited. I asked if he might be interested in selling her, and he said he hadn't given it any thought; the car had been sitting for a while in his garage without being used. He told me his wife hated it, and had only ridden with him twice in seven-and-a-half years! So he said, 'I'll think about it and call you in a week.' That was the longest week of my life. I tossed and turned every night, just thinking about Goldie, and how great it would be to have her back. Seven days went by, and no call; Marjie said to be patient. Finally, on the tenth day, Lou called, said he'd just had her inspected, and was ready for me to see her."
He continues; "Approaching his driveway, I caught a glimpse of her. There she was, patiently waiting for me just like she always had, the ever-faithful servant. I started getting emotional and could hardly believe this was happening. Yes, you can go home again! Marjie and I went for a spin. Even with more than 150,000 miles now on her clock, Goldie still accelerated smartly, but her steering was squirrelly, her brakes squeaked, and she smoked. That just didn't matter—I was driving Goldie, and it felt really good. Best of all, Marjie loved Goldie, too, and said she just felt right. Halfway through the test drive, Marjie said, 'Let's buy her!' Oh boy! I couldn't have asked for more." The Markowskis agreed to the purchase, and arranged to pick up their new-old Chevy on March 21, exactly 27 years after Mike took first delivery.
Shortly after resuming rightful ownership, Mike committed to another restoration, but this time, it wouldn't be to factory specs: "I soon realized that something had happened to me since I had ordered her back in 1968. My tastes and desires had changed, not to mention Marjie's influence. Goldie's original color combination just didn't cut it anymore. We wanted something so cheery, it would make us smile every time we went into the garage."
Jeff Shaw of Jeron Enterprises repaired 25 stress cracks in the fiberglass body before it was blocked, primed, and sanded to eliminate waves. Mike and Marjie had chosen the sunny OEM hue of 1973 Corvette Yellow, which was applied using a basecoat/clearcoat system; after the initial basecoat "fish-eyed," it was sanded, the body re-primed, and sprayed with four coats of yellow and three of clear, wet-sanding between each to achieve a glossy final finish. All exterior trim was rechromed or replaced with NOS, and all glass was replaced. The interior was upgraded to 1970 Deluxe-style trim, its components custom-dyed to the lighter 1978 Corvette shade of Doeskin, matching a Doeskin leather-wrapped 1978 steering wheel. They added genuine burl wood accents from Florida Auto Trim for a custom luxury look.
After buying back Goldie in 1996, Mike and Marjie commissioned its personalized restoration; they encourage others to build the 'Vette of their dreams.
The Markowskis had Silver Lake Garage Corvette specialist Steve Koup rebuild the engine with a .030-inch overbore, reconditioned crankshaft and rods, milled heads, a 350-hp cam, and new Quadrajet. An aluminized 2½-inch exhaust system from Corvette Central was installed. This vendor also supplied the correct reproduction springs that were paired with fresh Delco shocks. Dr. Rebuild's Corvette Parts had the vacuum system components needed to ensure the headlamps and wiper actuator functioned, and Zip Products sold Mike the tachometer angle gear and a power steering kit for the rebuilt steering box. Mike would rebuild the window regulator components and install new window, door, and top weatherstripping himself, and install the '69-only fender gill trim for the first time. His finishing touch was a set of American Racing CP-200 wheels, those standing in for the "mags" he'd wanted decades earlier.
"At the beginning of this project, my intent was simply to restore Goldie to original stock condition," Mike says, and continues, "The old girl is new again, and better than ever. We wanted to fulfill our greatest vision of what Goldie could be. My hat is off to anyone who goes the NCRS or Bloomington Gold route, but that just wasn't going to give us our ultimate dream for Goldie. Do your Corvette for you, exactly the way you want to."
SPECIFICATIONS
Engine .................................................Chevrolet 350-cu.in. V-8
Bore x stroke ........................................................ 4.00 x 3.48-in (stock: currently .030 overbored)
Carburetor .................................Rochester Quadrajet, 750 cfm
Horsepower @ rpm ...................................300 @ 4,800 (stock)
Torque @ rpm ................................... 380 lb-ft @ 3,200 (stock)
Transmission ................................................Four-speed manual
Rear axle ................. Positraction limited-slip, 3.08:1 axle ratio
Steering...........................................................Recirculating ball, with aftermarket power steering
Brakes .................. Four-wheel disc brakes with 11.75-in rotors
Suspension ............................... Front: Unequal-length A-arms, coil springs, tube shocks, anti-roll bar
Rear: trailing arms, toe links, transverse leaf spring, tube shocks, anti-roll bar
Wheels ...............................American Racing CP-200, 15 x 8-in
Tires .....................................BFGoodrich Radial T/A, 215/70-15
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Images from Pat Foster's collection
Courtesy of Pat Foster
One of the first products of the Mitchell Motor Car Company was the small runabout seen here. Although the photo is identified as a 1903 model it appears to be of later vintage, possibly 1904/1905.
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.
Courtesy of Pat Foster
Mitchell’s 1910 cars were priced from $1,100 to $2,000. The company said of its car, “It is rakish, smart, refined, solid, comfortable and luxurious. It is silent in running – absolutely silent – and it will last and serve you faithfully for years to come.”
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.
Courtesy of Pat Foster
The Mitchell line of six-cylinder cars for 1917 saw lower prices, with the Mitchell seven-passenger priced at $1,460 and the Mitchell Junior priced at $1,150.
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."
Courtesy of Pat Foster
The 1920 Mitchell Touring car, to my eyes, looks a bit sporty with its sweptback radiator shell, but many buyers didn’t like it.
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.
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.
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