Story by Phil

“If someone had told me in the 60s that the Buick V-6 would be the most common engine found in all GM cars I would have laughed at them…”

In 1960 Buick was interested in producing a small car with higher gas mileage. AMC’s Rambler American, Ford Falcon, and Chevrolet Corvair were all doing well. Buick thought a small luxury car would do well also. Introduced in 1961 were the Buick V-6 Special and Skylark series. It was a 198 cubic inch one-barrel carb ODD fire engine. They were called odd fire because like the V-8 two connecting rods shared the same crankshaft journal. This meant that a 360-degree rotation could not be divided equally with only six cylinders. Four cylinders would fire on equal degrees, and then a coast period, then two more would fire then another coast. If you look at the distributor cap you will see the wires are not spaced out even. Because of this the engine idled very rough. Soft engine mounts were used to try to prevent the shaking from being transmitted into the body of the car.

In 1964 the V-6 was enlarged to a 225 cu. in two-barrel carb engine. Rated at 155 HP it had a lot of torque and was quite peppy. Still an odd fire engine with the rough idle. It stayed this way until 1967. Buick decided they no longer needed the engine and would use the 250 cubic inch Chevrolet in-line six in its place for 1968. They sold the engine to AMC for use in the Jeep. The Outboard Marine Corporation (OMC) also used the engine for its stringer mount out drive boat applications.

In 1973 Buick came out with the Apollo, a modified version of the Chevrolet Nova. Two engines were available, the Buick 350 V-8 and the 250 Chevrolet in-line 6. They were sorry they sold the V-6 and went to great expense to buy it back. Reintroduced in 1975 it came back as a 231 cubic inch. odd fire engine rated at 150 hp. The Apollo was renamed the Skylark and the V-6 was the primary engine. Also the 1975 Skyhawk came out and the V-6 was the only engine available. In 1976 it became available in the Regal.

The rough idle from the odd fire V-6 was getting to be a problem. The rough idle just didn’t go with a luxury car. In 1977 ½ the crankshaft was reworked. Each rod had its own journal. Now the 360-degree circle was divided equally. Still a 231 cu. In. engine it now had a smooth idle. Horsepower was now at 105. The EVEN fire V-6 became the primary engine for the redesigned 1978 Regal. At 750 pounds lighter than the 1977 model the engine was adequate.

In 1978 a turbo charger was add on the Regal Sport Coupe. The idea was good gas mileage AND the extra power when it was needed. This version was rated at 165 horsepower. It was a great idea on paper but Buick wasn’t the car for a turbo in 1978. These engines mandated a 3 month or 3000 mile oil and filter change to maintain the turbo. Buick owners tend to over look service intervals. Many turbos failed because of this at a high expense to the owner.

Because of gas mileage concerns the V-6 found its way into the Electra 225 and even the Cadillac Deville in 1981. GM had been delaying fuel injection for a long time because of the expense. New smog standards forced them into it in 1985. Buick’s first model was the 1984 Grand National. Fuel injection and a turbo made it a runner for its time. This gave the V-6 a real boost in horsepower. The engine was also reworked for use in front wheel drive cars like the 1985 Century at 150 horsepower. A very lightweight car it was a good runner also. Up to this point the V-6 was referred to as a “231″ or “V-6″. In 1985 it was called the “3.8″

1986 brought Buick back to the performance car it was in 1970 with the GSX. The Regal T-Type and Grand National sported the 3.8 with fuel injection, large Garrett turbo, and an intercooler. At 275 horsepower it ran the quarter mile in under 14 seconds. Zero to 60 times in less than 5 seconds. These intercooled cars were built from 1986-87 and are considered collectors cars now.

1987 ½ the 3800 came out. This was a front wheel drive 3.8 with a counter balance shaft. A real smooth engine rated at 165 horsepower. We called it a “thirty eight hundred” so as not to be confused with the 3.8

1990 a tuned port intake plenum was added and horsepower now 170. We called this engine the “3800 tuned port”. 1991 on the Park Avenue Ultra a super charger was added. Unlike the turbo that had a low rpm power lag the belt driven super charger didn’t have this problem. It was no Grand National but had a lot of kick for a front wheel drive car.

The current version is called the “Series II”. Its smooth as glass, high torque, good horsepower, can take heavy loads, and great gas mileage. It is used in many GM models including the Camaro and Firebird. If someone had told me in the 60s that the Buick V-6 would be the most common engine found in all GM cars I would have laughed at them.

Phil

Car magazine gave the “Car Of The Year” Award to the 1972 Buick Gran Sport 455 Stage 1
“We build nothing but high grade automobiles, and when better automobiles are made Buick will build them” William C. Durant General Motors early 1900′s…

It idles somewhat rougher than the normal GS-455 and is slightly shorter on low end throttle response, but it’s one hell of a street machine”

“…Buick may not be in the performance field as heavily as most of their competition, but it’s the second time they have won the coverted CARS Top Performance Award for it’s Gran Sport Model. In 1965 Buick won the award when it introduced the first Riviera and Skylark GS models. All we can say is try one, we’re sure you’ll like it.”

Links to Full Sized Article Images:

• Pages 1 and 2
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This road test was performed by Eric Dalquist/Pat Brollier and appeared in Hot Rod Magazine in 1965.

“Buick Engineering wraps their potent 401 powerplant and super quick Turbine trans with a reinforced Skylark shell: The Buick GranSport evolves as one of the hottest of factory-produced street/strip hybrids.”

“…Up front there resides a much refined version of the Buick V8 first offered back in 1953. The bore and stroke of this particular model is 4.1875 inches x 3.640 inches or, in modern terms, a generous over-square design. From outward appearance the blocks look identical to Buick’s 425 cubic inch unit, but isn’t, since the latter is different to the extent that it incorporates webs and cooling passages. This situation effectively nixes any possibility of boring the Skylark block and slipping in bigger buckets. As it is the 401 aluminum pistons have a healthy enough compression at 10.25-to-1 to make their presence felt…”

“…And that’s the way the afternoon went, with the Buicks gobbling up everything in site, copping B, C, D, E, F and K classes for a spectacular string of successes in a mixed field of sticks and automatics… The message from these triumphs and others like them at Southern California tracks is stamped large on the competition scene, for anyone who surveys the situation has to concede that Buick will be the car to beat…wherever they run…”

Links to Full Sized Article Images:

• Pages 1 and 2
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Stage Fright!

Featured in the Australian Unique Cars Magazine, (August 2002 Issue) was Melbourne’s Con Liapis and his spectacular collection of Buick Stage 1′s. Con commands a fleet of two 1969 and three 1970 GS Stage 1s. which would have to be one of the biggest Buick Stage 1 collections outside of the US”.

Con supplied the brand new Quadrajet the sits on my Electra and during a phonecall one day he mentioned this article. After seeing that Big Block Buick dominating the front cover and the excellent article inside featuring Con’s incredible collection of Stage 1 Buicks I sent an email off to Unique Cars Magazine and asked permission to reproduce it on here at BuickStreet

As it turns out, the Art Director owns a 1968 Riviera GS himself so he was keen to help and supplied the text and some photos. Con also gave his permission, so as a result I’m proud to be able to present it here for your enjoyment.

Bill

Stage Fright!

Story: Chris Finchin

Images: Ellen Dewar

For a short period in the late ‘60s the big-block GS Stage 1 helped Buick shrug off its old man image and challenge for the title of best musclecar in the land.

Imagine sitting at the lights in a brand-new HSV GTO Coupe when a seemingly mild-mannered Toyota Camry pulls alongside. Lights turn green, pedals hit the metal, and the innocuous-looking Camry roars off into the distance, leaving your hot-shoe Holden for dead.

That’s the feeling of dismay many owners of highly credentialled factory hot rods must have felt when, at the peak of American musclecar mania in 1969, Buick unleashed its contender for the crown. That’s right, not even Buick, the General-Motors’ division better known for refinement and class, could ignore the musclecar craze that swept America in the ‘60s.

Just about every car maker at the time followed the 1964 Pontiac GTO formula for cheap, high-performance excitement by squeezing a big-block engine into a compact coupe body. So Buick, with its stodgy image, needed something special to capture a slice of this lucrative, youth-oriented market. The result was the GS Stage 1, a big-block, rip-roaring version of the Skylark coupe with enough tyre-shredding acceleration to eliminate all but the most serious rival musclecars.

When Musclecar Review magazine listed its 50 fastest musclecars in 1984, it ranked the 1970 GS-455 Stage 1 third behind the awesome Shelby Cobra and big-block Corvette.

Yet at a time when musclecars had to look fast as well as go fast, the Stage 1 provided its knockout punch without scaring the neighbours. It was the proverbial wolf in sheep’s clothing with conservative styling and blistering straight-line speed.

Instead of the twitchy handling, stripped-out interiors and wild graphics found on many of its rivals, Buick’s beast provided impeccable road manners, air-conditioned comfort and understated styling Granddad could be proud of.

Years later the GS Stage 1 remains something of a musclecar sleeper, even in America, although it does command serious dollars in collectors’ circles, generating a loyal following with around 5000 members of the Buick GS Club of America.

In Australia, the Stage 1′s low profile and miniscule numbers means it goes virtually unrecognised unless you’re a Buick fanatic like Con Liapis, who has undoubtedly the biggest collecton of Stage 1s outside of the US.

Five of Buick’s finest sit in his Melbourne garage; two 1969 and three 1970 GS Stage 1s, all hardtops and converted to right-hand drive.

He bought his first, a 1970 Stage 1, more than 20 years ago, restoring it to showroom quality. The others followed, he says, after he became “so obsessed with that car and that model”.

“You have to drive it and then you know,” explains Liapis, who refers to the growing GS Club movement, of which he’s a part, as a “religion”. “They’ve got so much torque, which comes in very low in the rev range. The motor was really designed to carry those big Rivieras that weighed two and a half tonnes. Then, when you put them in the smaller intermediate body, you had a real tyre-frying machine.

“You just have to put it in drive, keep the car straight, and take off, and you get 200 feet of rubber. “Yet, unlike some of those Hemis, which were pretty wild cars, with the Buick you can just jump in and drive.”

The GS Stage 1 had its origins with the Skylark Gran Sport, introduced in 1965 as a musclecar version of Buick’s medium-sized coupe. The Gran Sport option offered plenty of performance, with a 325hp (242kW) 400cu in big-block V8 under the bonnet, but it wasn’t until 1969, with the musclecar era reaching its peak, that Buick decided to get serious.

By 1969, the standard GS-400 was a weapon in its own right, with a 340hp, (253kW) 400cu in V8 with a Rochester four-barrel carburettor. But Buick’s introduction of an optional performance package raised the bar even higher. For an extra US$200, the Stage 1 package included go-fast goodies like a hotter camshaft, higher compression ratio, bigger dual exhausts, streamlined manifolds, and fast-flow fuel pump. Two bonnet-mounted scoops pushed cool air directly into the big carb via a twin-snorkel air filter. With other modifications, like extra cooling, stiffer valve springs and high-pressure lubrication, the GS Stage 1 landed right amongst the big boys.

Officially, the Stage 1 option increased power only marginally to 345hp (257kW) at 4800rpm, but track times suggested a much higher output. In 1970, the Stage 1 became even better, with a bigger 455cu in big block pushing performance out to an advertised 360hp (268kW). Once again, the true power figure would have been closer to 400hp (298kW).

For increased driveability, the GS Stage 1 could be ordered with a range of options, including sports suspension, front power disc brakes, 15 x 7-inch chrome wheels with Goodyear Polyglas tyres, in-dash tacho, and race-style steering wheel.

Gear changes were the domain of either a four-speed manual, or three-speed Turbo Hydramatic auto, which was specially calibrated for optimal shifting. The Posi-Traction rear end kept wheelspin in check, while 3.64:1 gearing (3.42:1 with aircon), aided acceleration but limited top speed to around 170km/h.

With a tub-thumping 680Nm of torque on stream at just 2800rpm, the 455cu in V8 made light work of launching two tonnes of Detroit metal from standstill.

From smooth idle or when cruising at 60km/h, it didn’t matter — hit the throttle and the torquey V8 responded with an exhilarating, supercharged-style rush; all while the driver sat back in big, comfy seats in a roomy cabin, enjoying the air-con and stereo.

On the dragstrip, the arena in which most musclecars must put up or shutup, the Stage 1 had few peers. The 1970 Stage 1 was the quickest four-seater road car ever tested by Motor Trend (Jan, 1970), and quarter-mile times of mid-13 seconds were regularly achieved. Zero-to-100km/h was dispatched in around five seconds — all on stock road tyres.

True to its motto of ‘Fast with Class’, there were no loud styling statements to differentiate the Stage 1 from the standard GS on the street. For 1969, idenfification was limited to a small badge on the bonnet, and the 1970 model wasn’t much better, with the badge hidden away on the front guard. Better clues to its performance potential could be found under the bonnet, with shiny chrome valve covers, bright red engine paint and black air cleaner with Stage 1 decal.

Even the corporate advertising was low-key, the half-hearted campaign revolving around The Doors ‘Light my Fire’ and designed to appease Buick’s traditionally conservative buyers rather than entice the teenagers.

Just before new safety and emission control rules spelt the end of the musclecar era, Buick unveiled a Stage 1 version that matched dynamic looks to the big-block performance.

Available only in white or bright yellow with bold side stripes, flashy rear spoiler, and bonnet-mounted tacho, the 1970 GSX Stage 1 left no doubt about its performance pedigree. And with only 479 produced, it’s arguably the most collectable of all Buick musclecars.

The GS Stage 1 option continued until 1974, but with the enforced drop in engine compression and subsequent slump in horsepower it never again reached the previous heights.

Despite producing one of the toughest musclecars of all time, Buick never quite convinced the public of its merits, and only relatively few cars were ever sold with the Stage 1 package — around 3000 in 1970; 232 as convertibles, and even fewer in 1969.

Today, mint examples of the 1970 Stage 1 fetch up to US$80,000 in the US market. According to GS Club president, Richard Lasseter, the rise in popularity of this under-rated musclecar is due to its “appeal as a plush, big-inch, high-compression weekend warrior that maintains a classy, low profile image while at the same time giving the competition fits”.

So next time you’re driving around in Melbourne’s west and a big old Buick with tiny Stage 1 badge pulls alongside, give the driver a knowing smile. Then watch happily as it swiftly disappears into the distance. Being blasted by a Buick will never again be an humiliating experience.

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Breakout: Black Beast

The Buick performance story doesn’t end with the big-block beasts of 1969 and ‘70.

In 1982 Buick went down a completely different, but equally devastating performance path with the V6 turbocharged Grand National.

Named after NASCAR’s top racing division , the Grand National was based on the mid-sized, rear-wheel drive Regal and presented a sinister sight on the road with all-black paint, bonnet bulge and custom wheels.

Under the bonnet was a fuel-injected, turbocharged and intercooled 3.8-litre engine, which pumped out an impressive 235hp (175kW) at 4000rpm and 440Nm of torque. Magazine road testers put 0-100km/h sprinting in the supercar sub-five seconds category, making it one of the most potent American performance cars of the ‘80s.

The ultimate Grand National, the 1987 GNX, went a step further, with a bigger turbo and intercooler and other factory-approved aftermarket mods for around 280hp (208kW) and super-quick, mid-13 secs quarter-mile times.

With proven performance similar to the Stage 1, it’s not surprising the Grand National has developed a similar cult following in the US. In fact, many believe the turbocharged supercar to be an even better musclecar catch than its legendary big-block brother.

Whoever said Buicks were boring?

Story: Chris FinchinImages: Ellen Dewar

Buick wasn’t shy when it came to research and development in the late 60′s. What follows is the story of an extremely rare 455 cubic inch 4 bolt Buick V8 factory experimental block which up until recently was owned by John Fritz. John was kind enough to allow most of an article which he wrote for BuickPerformance.com to be reproduced here along with a few new facts which confirm the blocks authenticity. Did you know there is another famous Buick which also runs a 1970 Stage III 4 bolt motor? The Buick Blackhawk Concept Car uses one which produces 463 @ 4600 rpm and 510 lb-ft @4200 rpm … “Its powertrain is a 1970-vintage 455-cubic-inch Buick GS Stage III V-8 engine…” read more…

This 4 bolt block is an important part of Buick Performance history and John has included some extra photos which have never been seen before (a BuickStreet.com exclusive!) which add to the fascinating story of this Big Bad Buick Block which obviously should have been standard equipment in every Stage ‘x’ Buick in 1970. Read on…

Bill

4 Bolt 455 Stage III Block

The Missing Link

Story by John Fritz

“That is our Experimental Work Order number, You’ve got a very rare piece there, we only made a handful of those, take care of it…”

This is one of two Buick 455 blocks with 4 bolt main caps. There were two blocks cast as experimental designs for Research and Development purposes. The picture of the factory “X” cast into the block designates it as an experimental design item.

In the photo I’m pointing to one of the first castings I saw on the block which hinted at it’s historical significance. According to Mr. Dennis Manner (who was the project engineer for Buick during this time and Headed up the Stage Program) The “X” designated Experimental. To the left and up in the 11 o’clock position, is a cast number “4″, which again according to Dennis Manner was the code for the 4 bolt main caps.

I’ve referred to it as ‘the missing link’ over the years, because a lot of folks believe the weakest link in the Buicks, has been the 2 bolt bottom end. I mean face it, the production GS bottom end was no different than Grandma’s Electra (! – ed). When I contacted Kenne-Bell about it, he said Buick also called it the “Pro-Stock Block” All the other manufacturers had the big 4 bolt main “bullet proof” bottom ends. Even though a Buick would stomp most of them straight off the showroom floor, and gives years of dependable service, this particular motor was no “regular motor”. It was officially called the “Stage III” by the Buick Engineers who built it!

When this beast was complete, it was a force to be reckoned with. It was hand delivered one sunny day by a group of Buick Research and Development men to the racer I purchased it from (he had an “IN” with them for some serious assistance on the old Dynaflow trans. (mis-pronounced Dynaslush). This was at one time a complete and running motor! It was a zenith for the 1970 Buick 455 motor. When delivered to the only other person than myself, and Buick to own it, it was “Loaded for bear”. The motor was filled with oil , ready to install, and RUN, and run it did, with the tire technology at the time, it was still able to run in the mid 10′s according to the man who ran it.

The motor had a custom sheet metal tunnel ram intake, equally rare Stage 3 cylinder heads, Stage 3 cam, Stage 3 pistons (13 or 13 1/2 to 1)a Gilmore oiling system, and of course,the foundation of it all ,the Stage 3 4 bolt main block. This block has solid webbing (production models were cored out for weight savings) and thicker mains (in addition to the 4 bolts main caps) to endure the flex and strain of this powerful mill. The webbing in the lifter area has also been fortified to endure flex in serious applications.

History: I discovered this block by total luck back in the late 80′s. I had advertised a fiberglass Skylark hood for $125 in a local paper, when the ad came out it said $25. Needless to say I had a flurry of calls. I had always grown up around GS’s, and spoke with Richard Lassiter at the very beginning of his starting the GS Club in the early 80′s, so I was more than happy to talk to any, and all, the Buick guys who called about the mispriced hood.

One of the callers, after a long talk of sharing GS information, gave me a phone number to call. He said the “Old Man” had Stage 1, Stage2, Stage 3 parts. I probably paused too long after he said that, but I was thinking “OH NO, not another one!” Another person you think knows Buicks until they say something like “Yeah, my “Grand” Sport had a 454 with four bolt mains, vinyl top and was actually a real GSX”. Uh Huh. Not to be rude and say “There is no Stage III” I took down the number. I almost didn’t call then I just decided to go for it, maybe he had something I needed.

This guy KNEW his stuff. When I sheepishly said I’d never heard of a Stage III, he about hung up on me for second guessing him. He blasted out every part that was on it, the Buick engineers who delivered and identified it, and topped it all off by telling me “it even had oil in it, and was ready to run”.

I was standing in his shop the next morning! Getting into “The inner tomb” of his shop reminded me of the people who explored the pyramids but on a car level. I lost count of the gates, doors, twists and turns, and attention grabbing carnage of Buick parts that were scattered everywhere, leading to the Experimental Block.

Finally under the buzz of a single flickering fluorescent bulb, I stood over the block and focused my light on a puddle of water resting in the transmission area of the block which stood on it’s end toward the wall. I focused my flashlight on the puddle of water, from the leaking roof, that had been there for a good while. I made some small talk about the roof leak before he finally told me to “spin it around”.

There they were. Factory four bolt main caps. I stirred up the water when I moved the block, as I reached down to scoop the water out, I saw a large “X” cast into the area, Buicks sign for Experimental products. I believe these were on the Proto-type Detroit Auto show 1970 GSX ,which gave away it’s history. I was literally shaking, I was so excited about finding this incredibly rare, and forgotten part of Buicks “Stage Program”.

I bought it on the spot, and started the process of trying to document it. Many of my calls were extremely frustrating, with people “enduring” talking to me thinking I was some wacko wasting there time with something that doesn’t exist. I had my first break through when Kenne-Bell acknowledged that they had heard of it. There was a dry spell of information until I got a call out of the blue from one of the Head men in Buicks Stage Program. An engineer I had been speaking with told me he was friends with him, and he’d try and have him call me. Then one day out of the blue he actually called me! I went through several minutes of questions on experimental casting marks, date codes (1970) codes designating the four bolt mains etc.

Finally came the “Coup De Graus” John he said “Are there ANY other STAMPINGS on the motor”. I said “yes, but couldn’t those just be done by anyone like you see at machine shops when you get an item back?” He asked again for the stampings, and the location of them. I read them off, told him the location, he told me to wait a moment, and then I listened to him sifting through several papers. It was finally identified by the Head of the Stage program as one of there original R&D pieces. He said ” That is our Experimental Work Order number, You’ve got a very rare piece there, we only made a handful of those, take care of it.” He asked me if there was anything else he could answer but since he called me, caught me off guard, and floored me with the confirmation, all I could do was say “No Sir, and Thank You!”.

Hope everyone enjoys the info. Before anyone asks, all the scattered parts the original owner had are gone. Someone went in and cleared him out shortly after I plucked the Experimental block out. Today it sits safely in a special display case, being treated with the respect it deserves. I hope one day to be able to show it at the GS Nationals. It would definitely give us something new and different to look at and think about, “What if this whole package had made it to production before the 70′s gas crunch?” That’s one GS I’d love to drive!

John Fritz

John, thanks for allowing me to document this rare piece of Buick history. The block may change hands in the future but this story will be here for every one to enjoy. It’s a real privilege to be able to tell the story here at BuickStreet.

Bill

Note: August 2002 – This block has now been sold. It is in the hands of the Buick Performance Group who will ensure that it gets displayed for all to see at their upcoming events.

Carter Quadrajet Model QJ-9089 Image Gallery

Nailhead Blueprinting – Article Reprinted with Permission

This is an article which appeared in the April 1966 edition of Hot Rod magazine. I am posting it for historical reasons and to help Nailhead enthusiasts with information which will hopefully assist them in the rebuilding their 401/425 Nailheads. The article was written by the well known, widely read and respected automotive journalist Eric Dahlquist.

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This is an article which appeared in the April 1966 edition of Hot Rod magazine. I am posting it for historical reasons and to help Nailhead enthusiasts with information which will hopefully assist them in the rebuilding their 401/425 Nailheads. The article was written by the well known, widely read and respected automotive journalist Eric Dahlquist.

Build a Better Nailhead – 10 Page Article Reprinted with Permission

This article was written by Jeff Tan with photography by Michael Breeding.
It appeared in the June 1999 issue of Rod and Custom Magazine.

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This article was written by Jeff Tan with photography by Michael Breeding.
It appeared in the June 1999 issue of Rod and Custom Magazine.

Mike’s 1968 Buick Skylark Custom Coupe

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I have been gifted a wonderful car by members of the family as I guess the car was not going to get the attention that I am able and willing to provide. This car has been taken care of pretty nicely over the years but still needs some work and that is what I am here for. I do not intend on making it “Show” quality but my goal is to make her a clean, well handling, and as close to original as I can with a few improvements.

Specs: 1968 Buick Skylark Custom, 350 cu., 750 cfm Edlebrock Carb, Dual Exhaust with 3 chamber FlowMasters, 350 Turbo Automatic Transmission. Battery relocated to the trunk.

Improvements on the way: 200R4 Tranny Swap, headers, posi rear end, front disk brakes (maybe with 2″ drop), replace suspension rubber, a little body work and new paint. I’m thinking Maroon with Black Vinyl Top. Thanks – Mike

Alan’s 1971 Buick Riviera

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Hi, love your site. I bought this 1971 Riviera in ’94 for $300 and over the next few years it went through some cosmetic changes and 2 motors. The first original 330 horsepower motor was rebuilt. I raced the car quite a bit putting the fear into a lot of Mustang 5.0 and Camaro SS owners. The current motor has been bored .030″ over and features forged 10.25 pistons, ported and polished heads, a Poston GS113 cam, headers and an Offenhauser dual quad manifold with two 600 cfm Carters. The 400 trans received a race rebuild and sits behind a Cohn 2500 stall converter. It has a 3.27 posi rear into which I hope to find some 3.73′s for it. A friend and I put on the stars and stripes paint job in his driveway in two weeks. I haven’t had it to the track since the last rebuild but I am hoping for some 12 second time slips. Again, great site!! – Alan aka “cam2Kid”

Ray’s 1970 Buick Skylark Convertible

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Here is a picture of my 1970 Buick Skylark Convertible Custom. I purchased the Buick in 1990 from my cousin who owned her since new, I paid $50.00 for the Buick and the car was a total basket case. If I did not take on the project the car would be in the scrap heep now.

The Buick has a GS front nose, 350 engine with 165.000 miles on the clock. The motor was not touched and runs like a dream.    Suspension: I installed 15″ Buick Rally wheels, with BF goodrich TA radials, rear air shocks with a rear sway bar, and Hotchkis rear lower control arms. Front shocks are KYB gas shocks. Interior: has black buckets with the factory console, power windows, power top, 15″ rally’s.    Body: has GS front grill and hood,new fenders and new rear quarters, and a new black top, painted Buick Apollo White. I would love to see it on BuickStreet.    Thanks, Ray

Jim’s 1968 Buick GS

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I love your website, I just found it today. Here’s a pic of my car and a quick “bio”. This was originally owned by my Grandmother’s second husband (good choice, granny). He was the original owner. When he died, the car went to my father. It got majorly creamed in transit to my father, who wouldn’t hear of totalling it. In fact, my grandmother never knew it was in an accident. After major surgery, it was a daily driver for my father’s commute for about a dozen years. After my father’s stroke, he couldn’t drive, so I got the GS. I’m going through it now. Stay tuned for further developments. – Jim

David’s 1986 Buick Grand National

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David owns this fine 1986 Grand National.

Lonnie’s 1987 Buick Grand National

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Here’s a few pics of my 1987 Buick GN.

Lloyd’s 1977 Buick Regal

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I found your site while looking for information about Buick’s and thought I would submit mine. It’s a 1977 Buick Regal 2dr.Landau, PS,PB, Air, AM-FM Stereo, 350 Buick engine, 400 Transmission, with 89,500 original miles. I purchased the car in Halifax, Nova Scotia, Canada in Oct.2001. It’s came up from Mississippi in 1992 and was never winter driven. The person I bought the car from lost his storage space for the car and as it was October ended up letting the car go for $2000 Canadian.

I drove the car back to Sydney, Cape Breton Island which is part of Nova Scotia without any problems and stored it for the winter. In the spring of this year the car went in for a fresh coat of GM gun metal gray paint, a new vinyl roof and a rechromed back bumper. I joined the local car club and have received lots of complements on the car at different events and during or weekly cruise nights. From everyone that I have talked to there aren’t many of these cars still around, not up here in Canada anyway. I like your site very much keep up the good work. – Lloyd

Chris’ 55 Buick coupe

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Chris owns this fine 55 Buick coupe.

Curt’s 1966 Buick Skylark

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I bought my ’66 Skylark from the 2nd owner. It is stock with “300″ ci engine and 2 speed s/p auto trans. It has only 89,900 miles on it with factory bucket seats, console, and floor shifter.    I just gave it a fresh paint job with the factory correct Metallic Light Blue Acrylic Enamel “Pittsburgh Paint” with the catalyst. I did all body work/preparation, and paint application myself.

I have added a 4 bl intake and carb, dual exhaust, and a set of Appliance Wheels and White Letter 60 series BF Goodrich radial tires. (Here are some photos you can choose from to put on your website. Use what you want and discard the rest…….. Thanks, Bill…………yours is a classy site for sure!!!! – Curt

Bryce’s 1970 Buick GS350

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This car was almost in this condition when I bought it a year ago. I am the third owner of this machine. Other than a major tune-up, new exhaust system, and a new stereo that wasn’t the “Sonomatic transistor” that came in it, nothing has been done to it. I wish I had one of those stickers that says “Yes it’s fast and no you can’t drive it!” because that’s the first thing people say (“Is it fast”) and ask (“Can I drive it”) when they see it. – Bryce

Mike’s 1955 Buick Roadmaster

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Hi, my name is Mike. I saw your posting that you were looking for buick hot rods. I have a 1955 buick roadmaster. It is nosed, decked and handles shaved and the ultimate buick sin, I filled in the portholes. The 322 is stock, but may be swaped for a 401 driveline in the near future. The car is painted in a suede black with traditional style seaweed flames. 1959 caddy reverse lights. It has been lowered 3 inches. The interior I did in a weekend all in leopard skin material.

Dan’s 1969 Buick GS 350

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Dan is the Assistant Director of So Cal Gran Sports http://www.socalgs.com.

Fred’s 1964 Buick Riviera

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This is my 1964 Buick Riviera. It is not at all original, just a cool ride. I have had the car for about 6 years now. My girlfriend at the time (who is now my wife) bought it for me. She said I needed a hobby. We bought the car from a guy who was moving and it had all the chrome, and some of the engine parts (inside and out) in trunk. The power steering was disconnected and none of the windows worked. He just barely got it started and as soon and I heard the glass packs on the dual exhaust I new I wanted it. I drove it home and it drove like a tank with out the power steering connected. Could not get it started again for at least a week.

When I first purchased the car I knew nothing about cars at all. With this car I learn something new every time I work on it. I have since installed a new radiator, new lifters, new water pump and have done a lot of wiring. I had a Edelbrock 600cm carb on it and could never get it to idle correctly. Last year I found a rebuilt Carter and now it runs like a big dog. My next project is to have the front end redone and last but not least replace the interior. I am trying to do most of the work my self with takes a long time when you don’t really know cars. But I am having big fun. I hope to add a 3rd Riviera to my collection. I have my eye on a 66 or 69 GS. Someday.

PS. I don’t work on the 90 Riviera, to much electronics. This car I take to the shop and say”Fix it”. Thanks for the intrest in my ride.

Walter’s 1966 Buick Electra 225 Hardtop

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Mine is pretty Sweet! All Factory Specs.

Mark’s 1970 Buick GS (clone) Convertible

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Here’s one for your webpage. 1970 GS convertible clone. 455 motor. I live in North Texas. The car is still under construction, Love your web page.

Henry’s 1970 Buick LeSabre 455

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This car has been in the family since it was new. My wife learned to drive in it, and now my daughter begs to drive it! I got it from my monther-in-law after she passed away 6 years ago, with less than 43,000 original miles on it. It had been parked outside its whole life however, and looked more like a junk-yard candidate than a classic. This picture was taken 5 years ago, after restoration. The car still looks the same. – Henry

Harley’s 1974 Buick Electra 225

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I found my 1974 Electra 225 locally. The original owner kept it until 79 when the gas prices went up. The second owner bought it to use when he retired and kept it in the garage in like new condition [near mint]. He retired but had health problems and was not be able to travel so he sold it to me. He threw in the car cover he used even though it was in a heated garage and spare parts [new] he got in case he ever needed them.

It has 38,084 original miles on it. I have the original window sticker and all manuals that came with it including all reciepts even down to the oil changes. I just bought it this week and it has rained every day since, so I just sit and look at it. I love it and my wife tolerates my dream of finding one like this. LIFE IS GOOD. Harley.

Gary’s 1977 Buick Riviera

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I found this car almost like the movie Christine. It was on the side of the road under a tree, all rusted and neglected, so, I bought it for a song and rebuilt it from the ground up. Everyone said “what are you going to do with that?” my answer “drive it!” It has a 350 gold block, 4 barrel carb, dual exhaust, factory interior in velvet red and all the toy’s you could get then, and they work! – Gary.

Renee’s 1970 Buick GS455

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I ran across your web site while reading the V8buick board and saw that you didnt have any 70 GS’s on there. Well now, we just can’t have that and I’ve attached a couple, of pictures of my 70 GS 455. – Renee

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Bruce’s 1979 Buick Riviera

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This is my 1979 buick riviera she has a powerful 3504bbl engine 160 horsepower @270 pounds of torque and the color is a rare saffron firemist metallic paint code#99 and it has gone through a restoration with new paint bumper fillers it was in rough conditionand the major engine repair and it has won awards at our local buick, olds pontiac shows got my first place this year member of the riviera owner’s assocation #5785 and she sisters in canada and france in the same color and year of 1979 I would like to see it on BuickStreet.com ! – Bruce.

Bill’s 1970 Buick GS455 and 1968 Buick LeSabre Convertible

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Hey – great site!
Hope you can use this picture of my 1970 GS455 stocker and my 1968 Le Sabre convertible – Bill

Gary’s 1971 Buick GSX Stage 1 clone

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This is my 71 GSX Stage 1 (clone) which I have owned for four years. I traded my 65 4-spd GS for it at the GSCA Nationals in columbus in 1999. It’s a true stage one motor (TS) code, 12 bolt 3:73 rearend with a switch pitch 400 trans. I live in eastlake, Ohio and we cruise every weekend with it,i plan on doing some track time with it in the near future. Gary

Dan’s 1977 Buick Electra Limited

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This is my unrestored 77 Electra Limited . It’s equipped with the 403 c.i. V8. I bought this car off of a friend of mine at work for $700 dollars . He bought it at an Estate sale for even less. I have a past with this car , in 1984 I was involved in an accident with the Electra’s original owner while driving a 73 Dodge.

I had not seen or heard any more about this car until my friend bought it in September 2000. After I had bought it I cleaned it out I found the paper that I had written my insurance & registration information on back in 1984. How’s that for a coincidence? Dan

1976 Buick Park Avenue

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Here are some pics of my 76 Park Avenue. This is an all original car (never any restoration – everything as from factory, including paint and top) with 42K miles.

Stefan’s 1966 Buick Skylark convertible

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This is our 1966 Skylark Convertible which my father-in-law bought new in 1966. He sold it in 1990, but we were able to buy it back in 1999. It has been restored to original glory!

Jerry’s 1962 Buick Electra convertible

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Here’s my 1962 Electra 225. 401, automatic and a new top. Nice cruiser.

Mark’s 1966 Buick Wildcat

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I purchased my Wildcat in the summer of 1996. I was looking for an older car without much preference as to what kind. I found this car about a mile from my house. It had the 401 Nailhead engine with 72 K miles. A young guy bought it from a relative and tried to drive it into the ground for a year. He decided he wanted a Jetski instead. I saw it and knew it had potential. I don’t recall seeing a Wildcat before this one. probably did many times but I didn’t pay attention.

The interior was mint when I got it. Now the front seat on the drivers side has a rip from me needing to go on a diet. The body has the usual stone chips and a few small dings. But it doesn’t matter to me, I like the fact that it is unique. I haven’t seen another one in Milwaukee.

The engine is stock with a Pertronics ignition and 400 transmission. Working air conditioning. 3.08 rear end. 255-60-15 Goodyear Eagle GT tires on Buick mags. Aluminized dual exhaust w/ Super Turbo mufflers. Original paint w/ excellent chrome. CD player under drivers seat w/ remote control. It has become my favorite car I’ve ever owned. I love the ride and the style. I sometimes forget I’m driving a 36 year old car. I wouldn’t hesitate to drive cross country tomorrow.

I plan on keeping it for a long time and restoring it while I drive it. Mark.

1970 Buick Riviera

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This is my 1970 Buick riviera , 2 door hard top, 2nd owner (always garaged / no rust). New dual exhaust, new tires, brakes and paint (still original color though). The engine has 10k on rebuild and gets 25 mpg on 455 rocket engine (if you stay out of the secondaries) all original chrome, interior is immaculate and features the original AM only buick radio.

John’s 1966 Buick Wildcat – Factory dual quad 4 speed

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John’s ’66 Wildcat features factory dual quads and a 4 speed – Bill S. (Editor)

Pat’s 1981 Buick Regal V8

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Here’s my 81 Buick Regal, it has the 72 gs 350, with a 200-r overdrive and 3:42.1 rearend. Best time in the 1/8 mile was a 9.702 at 70.02 mph. I’m going to put a bracket racing camshaft and better exhaust on and then see what happens! Pat.

Nick’s 1964 Buick Electra

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Here’s my Duece. It’s just like your’s Bill…well, almost. 401 Nailhead V8. I’m the second owner.    It’s my first Buick and my second 60′s car (the other is a 69 Suicide Door    T-Bird).

Sven’s 1965 Buick Riviera GS

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My story with car stars off when I was a kid my dad had a 1965 riv gs and I loved that car! So in 1975 when I got out of the service I started to look for a 1965 riv gs. But being young and wild I never had very much money and every riv that I found that was worth having and that I could afford was not worth having!

So one day as I was looking on the net and reading the news papers I spy this add for a riv in Dallas. It sounded good so I call this guy.and he sends me some pic’s The car was in a barn and had been there for 20yrs! And the price was right (I had it in my savings account) So off to Dallas we go. we get a look at the car but it was early evening and the light was poor. All that I could really see was that it had been rearended and bird crap!!!!! So the next day we go back and look. To my suprise not only was it a gs but it was a 2×4! That is when we discover that the engine was seized! Well, me and the guy bartered a bit and the price came down and we struck a deal! wa hoooo! On the car trailer it goes and on to the house we got with our new prize!!! After getting it home I discover that the engine was not seized at all the starter was loose and had lodged it self between the bell housing and the flywheel!

So it’s been 5ys now and a lot of elbow grease and junk yard searching to get the car where it is today but it’s been a labor of love and a dream come true!

Steve’s 1937 Buick Series 40

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The Reader’s Rides Complete Gallery

Owner/Navigator: Paul Thorpe of Minneapolis, Minnesota USA

Driver:John Lassen of Scottsdale, Arizona USA

Engine: Buick Straight 8

Displacement: 248 cubic inches

Horsepower: 110

Transmision: Automatic (Buick’s unique Dynaflow Turbine)

Top speed: 90 mph

Original cost: $1990

Text & Photos by Rich Suddick