Yes, I know it’s an endless point of debate, but let’s face it, the original (1963-1965) Riviera is the greatest of them all. It was an absolute styling sensation when it arrived, arguably the best-styled American car not just of the sixties but even the whole post-war era. And it wasn’t just a pretty face; its performance was outstanding, and not just in a straight line. The Riviera was a world class gran turismo.
In 1965, Buick upped the ante with the Riviera Gran Sport. Standard equipment was the ultimate 360 hp dual-quad “nailhead” 425 Super Wildcat V8, a reduced backpressure oversize dual exhaust system, a 3.42:1 Positraction rear axle and a few other goodies. CARS magazine wrung one out and was duly impressed.
The Riviera’s chassis had the same X-Frame, suspension and brakes of the 1963-1964 version, and as used by big Buicks through 1964. In 1965 the rest of the full-sized Buick line switched to the perimeter frame except for the Riviera, which kept the X-frame through 1970. Lest anyone think that was a negative, it’s important to know that the X-frame was a very stiff structure, especially so in the Riviera. Structural stiffness is a key ingredient for good handling, and the Riviera’s specially tuned suspension had plenty of that. CARS didn’t mince their words in that regard, calling it the best handling full-size American car and “far above the handling of any comparable European car”. Really? Is a Mercedes perhaps “not comparable”?
The Buick’s front suspension had a very low kingpin-to-wheel offset, enhancing directional stability over rough roads and ridges. Its power steering with 3.5 turns and Buick’s highly developed finned aluminum drum brakes with iron inserts both functioned well above average. And a new tire 7.10 x 15, especially developed for the Riviera with a wider tread and lower profile enhanced its prowess further.
None of this came at the expense of ride quality, which yielded “excellent high speed control, yet a pleasant boulevard ride“. It was not stated whether the tested car had the optional heavy duty suspension, which included firmer springs and shocks, faster steering and rear track bar bushings.
CARS doubted that disc brakes could improve on the Riviera’s drums, and based on the results of other period tests, I rather agree, as many of the first generation front discs weren’t all that impressive. Buick had made it a priority to develop better drum brakes for years and the results were impressive. On its 12th panic stop, it only required 30lbs of pedal pressure unlike the 150lbs typical back then. They were strong and remarkably fade-resistant.
Buick’s engineers had done similar wonders at the other end of the acceleration pendulum. The 425 cubic inch V8 throned with two four barrel carburetors would be the ultimate development of Buick’s “nailhead” V8, so called because of the unusually small valves that had to be used due to its pent-roof combustion chambers (1.875″ intakes, 1.500″ exhaust). That would seem to present a serious obstacle to good breathing, but somehow Buick’s engineers managed to overcome that with aggressive cam shaft timing and valve lift. 1965 would be its penultimate outing, to be replaced with the new generation of large Buick V8s in 1967.
The Super Wildcat V8 was backed by the excellent THM-400 three-speed automatic. On paper, the hp and torque number in relation to the Rivera’s 4080 lbs would indicate decent performance, but in reality, the numbers achieved “demolishes all the figures“. Why CARS tested their cars with four adults on board is a mystery, but they did. Nevertheless, the Riviera GS achieved very impressive acceleration figures for a large car: 0-60 in 7 seconds flat and the 1/4 mile in 15.4 seconds with a terminal speed of 92 mph. Top speed was in excess of 130 mph.
These improve upon the already quick 1963 Riviera — with the 325 hp 401 V8 — tested by M/T, which managed an 8.1 second 0-60 and the 1/4 mile in 16.01 @85.71 mph. A true gentleman’s express.
There is also endless debate about whether the Riviera or Thunderbird of the time is more desirable. Styling is subjective, but when it comes to dynamic qualities, the 400lbs lighter Riviera absolutely stomps the Thunderbird, which struggled when pushed hard in every way. For me, the Riviera’s styling is at least as much better than the T-Bird’s as its dynamic qualities. No contest. But feel free to disagree.
Not surprisingly, the Riviera’s cabin came in for lots of praise. The bucket seats (front and rear) were deemed to be the most comfortable in any American car, the adjustable steering wheel and 6-way power seats enhanced the comfort factor further, and the other included amenities offered made for a highly compelling package. This is despite the fact that it shared its basic dash architecture and many elements with the full-size Buicks. It obviously cost Buick less to develop, tool and produce the Riviera than it did for Ford to do the same with the mostly unique Thunderbird.
The instrument panel and wood-grain steering wheel were the crowning touches. Yes, I’m gushing a bit, but I’ll never forget climbing into one in the showroom — aged ten or so — and trying out both the front and rear seats for a prolonged test as well as testing the patience of the salesman watching me. I was more than just impressed; it was a religious experience. Never mind actually driving one.
Related CC reading:
Vintage Motor Trend Road Test: 1963 Buick Riviera – Hot Rod Nailhead Buick
Curbside Classic: 1964 Buick Riviera – The Peak GM Experience
COAL: 1963 Buick Riviera – “Here’s Where Man And Riviera Get To Know Each Other”
Automotive History: An X-Ray Look At GM’s X-Frame (1957-1970) – Xing Out Some Myths
excellent, thank you.
Clear family resemblance – isn’t it? Opel Diplomat B from 1969.