Another trip to the wrecking yard.

Pick and Pull inventory page.

A poor picture, but there's no mistaking this car!

But this time it was only ten miles away, instead of over 120 miles!

Pick and Pull's inventory search site is a great time saver. I've been checking it every week or so, to see if any other cars are available. The last one I found was in Chico, and I certainly wasn't going to drive that far! This time I found a '98 Riv ten miles away in North San Jose. 

A very good sign was that the car was junked because it had sustained a massive left rear quarter panel wreck. This is usually a good sign, because it means that the car was up and running at the time. It had been a well kept car, the brown leather seats looked like new. 

This is the list of parts that I was searching for:

A right side window regulator

A right side inner front fender panel

A right front wheel house trim

A HVAC control panel.

Maybe a radio if it has the security code written on it. 

The window regulator was easy to see since the door panel had been previously removed. I had thought that it was one of those wire and pulley set ups, but no, this was a good old fashioned steel unit. I'd been watching some Buick factory videos that morning, on electrical repairs to the '98 Buick, and had noticed that the cars displayed had the old fashioned regulators. Truth be told, I haven't pulled my car's door card yet, I wanted to have a replacement in hand first. But I think I'll take a peek into the left door first.

It was kind of a bear to remove. The top of the inner door panel has another narrow panel riveted to the top, I didn't think that I was going to be able to get the regulator out, but it went into the door at the factory, so...

As I was sitting on the door jamb trying to remove the regulator, sweating in the hot sun, I experienced a thoughtful moment. I used to own a beautiful dark brown '71 Riviera, It had a pearl white bucket seat interior, with console, a white vinyl top, and a set of Buick road wheels. The car was in very good shape, close to immaculate. It had recently been custom  painted, which the seller informed me was a Mercedes Benz color. It was a very good running car. If I had held on to this car, which I had bought over 25 years ago, I could have easily fixed any problem areas that could have cropped up, and amortized all the costs over many years of usage. I had kept the '71 in the garage, and it was always scrupulously clean in and out. So much so that my Wife often commented on that subject.

If I'd only kept it.... I wouldn't be sitting in this wreck, sweating away my afternoon. Or would I? 

So why didn't I keep it? Oh, I guess that I just wanted to move on, and I was pretty sure that I could find another Riv like that one, if I ever decided that I wanted another one. Well, they are still out there, but now they cost quite a bit more, which reduces their attractiveness. 

"How do some guys hold onto their cars for so long?" That's a question that I'll have to explore in a future post. Now back to the task at hand, let's pull that window regulator!

I bent the two riveted felt covered window guides out of the way. I disassembled the motor and back rail of the regulator and detached the window. The widow itself slid right out. The regulator came out eventually. It just took a bit of jockeying. This is such a heavily built item that I wonder if this is really the problem, maybe it is the motor. No matter, I've got two replacements, since I took the motor and the regulator.

The front wheel opening trim is bent a bit, since the fender sustained a minor crease. I figure that I can straighten it enough to work. Some of the plastic push pins that hold the inner fender liner in, also hold the clips for the trim so I removed that first. This liner was a long and flexible piece that went all the way to the underside of the front bumper. After I removed it, I pried out the trim and then the clips. I went back after placing the parts in my goodie bag, a large contractors trash bag, and checked the area for any tools that I might have left behind. That's when I saw the biggest, fattest, Black Widow spider that I've ever seen!

Not something that you want to find after you've just pulled your hand out!

I grabbed a piece of insulation lying on the ground and squashed the spider. I hadn't seen it while working in the area, I should have been wearing gloves but I wasn't. I wondered what was that spider expecting to eat with the car sitting in the wrecking yard?

When I related the story to my Wife she answered, "you!"

It's a good thing that I'd watched a couple of "how to" videos this morning. One illustrated the manner to remove the HVAC control panel and radio. The whole front fascia of the dash has to be removed. I thought that they would come out by prying the trim piece that surrounded the units. It actually came out pretty easy.

This donor car's dash fascia had a wooden veneer applique and I seriously considered buying it. It all depended on how much they would charge me for it. As it turned out they gave me a 75.00 price and I decided I would keep my stock piece and maybe apply a gunmetal gray applique that I found online instead.

I considered taking the radio, but only if it had the security code written on it. I had asked the dealer about securing this and he told that I'd have to call up some Buick office on the phone. My radio works and sounds fine, but the CD player won't read CDs and I got a cassette tape stuck in the player. Luckily I was able to jockey the cassette around enough to restore the function of the radio. 

The price for all these goodies was 72 bucks out the door. Not too bad. 

Generally speaking, it's always better to buy a car that is not missing any trim parts. It's not just the additional expense of getting those parts, sometimes they are pretty hard to come by, This can put a crimp in your plans of getting the car squared away.

It's also a good idea to buy a car that has everything working, at least the important stuff like the power windows, heater and a/c, and the radio. Everything can be fixed of course, but it's more hassle and you don't get to enjoy the car right away.  

Of course if I was buying a car to use as everyday transportation I would have been more picky, there's usually lots more examples to choose from. However I was looking for a certain collector car, and there aren't that many for sale locally, or anywhere else, so I made the exception. And the price, mileage, and condition were strong incentives. Things have been working out for me, the needed parts have been secured in a couple of junkyard runs, and the missing key situation was also taken care of, fairly easily. 

Wrecking yards and the occasional swap meet used to be the way that we sourced parts for our old cars. It's not as convenient as ordering parts off of the internet and having them arrive in a few days. The wrecking yard used to be a big part of the old car experience. 

Now I have to dig into my car's door and see what's up with the window. I'll pull the dash fascia and replace the HVAC control panel, maybe it will solve the problem, maybe it won't. Installing the fender liner and trim shouldn't be too difficult. Then I'll have the car at a base line, and I can begin a program of catching up on any deferred maintenance and flushing the radiator and other fluids. 

So far I've put a couple of hundred miles on the car and it seems to be running really well. 

Keep those fingers crossed!

 Breaking up is hard to do.

I think that it still looks pretty good!

Again.

This is a subject that non aficionado car owners, or just most people in general will find a bit silly.

Why does anyone care  about what happens after you sell a specific car?

Why does anyone name their car? For the record, I have never given any of my cars a name.

I once described the experience of owning a classic Jaguar as a challenge, an adventure, and almost a romance.

Okay, that might be laying it on a little thick! But you can easily see that owning a vintage hobby car could be seen at least as a relationship. I mean, it's based on an emotional connection, not a rational connection. No one buys a vintage car just as transportation. Over time, the involvement with this car can lead to a sense of accomplishment, which often leads to a sense of connection and fondness.

There was a great exchange that Peter Egan wrote about between him and his Wife. She asked him why he was so ambivalent about selling one of his cars, He replied that it was so difficult because the car was so beautiful. She wisely replied that after he sold it, it would still be beautiful, it would just belong to someone else. It's hard to argue with feminine logic! 

If you are selling a desirable car you might have several buyers lined up. If you are selling a less desirable or a car of limited appeal, you might have to beat the bushes to find a buyer.

Then there's the matter of trying to find a "good home for the car" as if the car was a beloved pet that you are forced to part with. 

The alternative would be taking the pet to the "pound," and we all know how that ends! 

There are a few problems with selling my Mustang,

First, it's not really a desirable model, though it is starting to become collectible. The '96 Mustang took a lot of guff when it debuted. The styling was not universally appreciated, and the loss of the venerable 5.0 was unforgivable to some. Eventually the modular motor would win back fans as it gained considerable power over the years. The fearsome Coyote 5.0 is the spiritual successor to this 215 hp. motor. 

Second, while well maintained, my car has very high mileage. I've spent a lot of money on repairs and maintenance over the 13 years that I've owned it, with thousands of dollars in receipts. But 218,000 miles is a lot of miles, no getting around that. It doesn't mean that the car is a piece of junk, lots of Lincoln Town Cars and Ford Expeditions are selling with mileages well over 250K.

With the amount that I drive, now that I'm retired, it could take ten years to reach 250K. maybe longer, since I've got several other cars to drive. My Mustang is a true hobby car that will see little use.  I had decided to get a newer, lower mileage Mustang, so that I wouldn't ever need to rebuild the engine. I'm sure that a potential buyer would be thinking the same thing. The next buyer might be a driver that plans to drive it into the ground, then junk it. Especially if you factor in the price that I want for it. Reasonably, I think that 2,500 is a fair price, though I could probably be talked down quite a bit from there.

Third, since it's V8 Mustang, insurance would be high for a younger male, rates don't start to go down until a young man is over 25 years old. That's why my insurance is so low! A young guy that's going to have to pay higher premiums is likely to want, and be able to afford, a much newer model. Honestly, I see the ideal buyer as a middle aged or older person that will use the car as I do. 

It is the perfect beginner's collector car. It's in good original shape. It runs well and has had a lot of things replaced over the years. It is over 25 years old, so it qualifies as a historical vehicle, it is AACA friendly, and someone could have a lot of fun taking it to Cars and Coffee events, and local shows as a "survivor."

An original well preserved Mustang of this vintage is a lot like an original vintage Acura Integra, getting pretty hard to find. Most have been "modded" and "riced out" until it's not feasible to return it back to stock condition. 

Then there's that "relationship" thing. I've referred to my Mustang as my "no drama" car. If something went wrong, I just fixed it, and it's as good as new. It's not some fussy thing like my old Jags, that's why it's still around. I made a commitment to keep it in good running condition, something that I feel that I could drive anywhere, at a moments notice. I'm pretty much stuck to that plan. 

I'll admit that it was not my first choice, and that it started out as a "pairing" of convenience, ( I just can't bring myself to use the metaphor of a marriage!). At first, I didn't particularly like it's looks, but it was a good car that I could afford. Over the years I've come to appreciate the design more and more. At first I couldn't accept it as a true classic Mustang, but I now see it as a modern interpretation of the original Mustang concept, without resorting to overt retro cues like my '06. It is a modern car with ABS, air bags, and a competent chassis. It's fast enough and the fuel injected engine gets good gas mileage. I find that is relaxing to drive, the engine is mellow and relaxed and sounds perfect through the FlowMaster exhaust. Not too loud or harsh, but just so smooth and mellow. 

I'm sure that it sounds ridiculous, but I've got more of an emotional attachment to this car, than I have to my '06.

I didn't go through this much emotional turmoil when I sold my three Jaguars last year.

Sell your truck while it's still running, it's still the best advice.

I was recently using my Mustang to run a few errands. On the way back home, I noticed that the CEL was lit. I didn't notice anything different in how the car was running. I had the car smogged back in April. Hmmmm. it had passed by pretty fair margins.

I checked with a code reader, it returned with DTC codes of  PO136 and PO141. 

I suppose that these can't last forever.

These are oxygen sensor heater circuit codes. Maybe it's time to replace the O2 sensors, the car does have over 200,000 miles. I recall how my Brother's BMW 320i needed to have the O2 sensors changed every 50,000 miles after it reached 100,000 miles. I've never had to change these sensors, but then again I've never had a car that achieved such high mileage before. 

I can't easily sell the car unless I have a clean smog check. Sure, there might be someone out there that is knowledgeable, that would buy the car and fix it themselves. But they are only going to want it if it's really cheap! Do you know how hard it will be to find this person? 

How much to replace all four sensors? Let's say 50 bucks a piece, that's 200.00 just for parts. I'm guessing it will run around 400-500 bucks to have a mechanic replace them. The registration is due in November, that's another 150.00, but at least it doesn't need to be smogged! 

If I invest the money to fix it, will I recoup it in the sale? I doubt it. The most that I could hope to get for the car is 2,500.00. It does have a LOT of miles. Would I take 2,000, 1,500 or even 1,000 dollars for it? Probably. 

I could take the loss of let's say 1,000 bucks and just donate it and walk away. Or sell it to CARB.

Not really, since I don't fall within the income restrictions to sell the car to the State. I'm not complaining about that!

A situation like mine arises when you start to accumulate too many low value cars. Since they cost so little, just a few grand, it's too easy to add another car without selling one. Much easier! It's all good until one of them develops a problem that prevents it from passing smog, which also prevents you from selling it.

The Saleen wing really makes the car.

What now?

This situation reveals the ugly truth about hobby cars.

You can only sell them to someone that really wants one, because no one else really needs them!

The challenge is finding that buyer!

Not really a news flash, regular people are quite aware that they don't need or want any more automotive headaches than they already have. 

When an enthusiast makes a commitment to restore, maintain, and preserve a favored old car, they are already setting themselves for possible disappointment in the future. 

It's not that this activity is inherently bad, but it sets up a situation where spending decisions are made based upon emotion instead of a clinical cost/benefit analysis. 

The enthusiasts might tell themselves that they will amortize the costs over the years, since they're going to keep this car "forever!"

Truthfully this approach is not a bad idea if you amortize the expenses by actually using the car.

Really none of this matters until you decide to sell the car. 

That set of new tires that will last for another for fifty thousand miles, the new paint job that would shine for the next twenty years, the rebuilt engine good for at least another 150,000 miles. All of these expenditures are made with the optimistic vision of future enjoyment.

However even hobby car expenditures pale in comparison to the financial hit that a new car buyer sacrifices to depreciation. But these losses are tempered by the years of service that the buyer usually gets out of their purchase. 

It is a rare person that buys a new car and doesn't drive it.

Cars are an expense, someone has to be paid for the transportation services provided. You could take public transit or call an Uber, but it's always going to cost you. Most of us enjoy convenience, so we buy cars and pay for the pleasure. 

A lot of times the hobby car owner will try to rationalize the expenditures as an "investment" to their skeptical spouse. Surely that old car will increase in value exponentially, netting the clever hobbyist a tidy profit in the future. 

If only we had a crystal ball that could reveal what cars will be desirable in the future, that would remove all the risk. 

 Sometimes the "Old Car Gods" smile on you.

Kickin' it on Olympus.

Ol' Zeus probably had other things on his mind, when I was messing with my Jaguars! Nothing was ever easy with those cars!

First up, the car really needed a new set of tires. Though there was plenty of tread left, three of them had severely cracked sidewalls. The fourth tire had been replaced before I bought it. The previous owner had sustained a flat on the left rear, and the tire store wouldn't fix it. The tire was too old. He replaced it with a new no name Chinese tire. 

I suppose that I could have bought another three cheapie tires, maybe even used ones. I'd been buying used tires for a while. They had been running me around 50.00 each. But they were already older and partially worn out. Eventually, I didn't see them as being such a great deal.

Besides, nothing makes an old car look like something that is valued by the owner, more than a new set of matching tires. I also wanted to buy the type of tire that I wanted, not just whatever was lying around a used tire store. It is a pretty sizable financial commitment, I wouldn't have done it if the tires on the car were okay. I would have preferred to sort the car out first, before spending that much money, but I needed to be able to safely drive the car to evaluate it.

This is the Hankook dealer in Santa Clara.
This is where I previously bought the second set of tires for my F150.

The Riviera uses 16 inch tires, at one time that was considered to be a big tire, but now the selection of replacement tires is somewhat limited. I found a 225/60/16 Hankook Kinergy tire that would do the job. It is T rated up to 110 mph. which is plenty since the electronic limiter shuts it down at 109 mph. The tires ride smooth, grip well, and don't squeal in tight turns. I've had good luck with Hankooks, I'm on my second replacement set on my truck. They have a mileage guarantee of 60,000 miles, which will take me a very long time to approach. I got a good deal on the tires, but since the people running the store primarily speak Korean, you can't make a lot of chit chat.

I've been doing a lot of research on my '97 Riviera. besides reading old road tests, I've been watching various Buick training videos. I also read the owner's manual that I bought off of EBay.

I've learned that there was a fair amount of "automatic" computer controlled features on the car. The idea of twenty five year old computer control does make me a bit concerned.  

Many of these features can be set by using the remote key fob, through the "Owner's Choice" set up, but there are back up procedures that can be utilized through the car's dashboard controls. These are mostly preferences for the lights when the car is unlocked. I wish that I could turn all those off. Maybe after I further familiarize myself with the car.

I bought my car with only a key fob and a single ignition key. I assumed that this key would also open the doors, but it didn't. It also didn't open the trunk. That led to a new concern. If my fob dies, how am I going to get into the car? 

I obviously need to find "someone" that can provide me with the proper door/trunk key. 

I asked at OSH, I'd bought a couple of chipkeys for my '96 Mustang there several years ago. The counterman tried my key in his reader and told me, "This isn't a chip key! Then he told me that he didn't have a blank for this type of key. 

I looked online and found tomskeys .com, there were some helpful videos posted, but they couldn't provide me with a key either!

I had used a locksmith in Santa Clara near Valley Fair, who cut keys for my XJS and my XJ6 a few years back. I went there and the guy told me that this wasn't a chip key, it was a resistor key. He did have a blank and could make a copy for 26.00.

I asked about the door keys. I'd had another locksmith punch a hole near the lock cylinder so that he could read the numbers and cut a key on my '66 Riviera. The locksmith was not too keen on that idea. He told me to bring him the cylinder and he'd cut the key. I still had to pull the right door card to take a look at the mechanism, so that was a reasonable request. OR he said, I could see if the dealer could use the VIN to obtain the key code from the Buick database. 

I knew about that option but didn't consider it very plausible as many parts dept people don't want to bother with old cars. 

I couldn't find a Buick dealer on Stevens Creek Blvd. the one that I remembered was now a Mini dealer. I thought that I'd seen one on Capitol Expwy, so that's where I headed next.

The parts guy at Capitol Buick/GMC was very accommodating. It's not often when the parts dept can provide support for something that was sold during the Clinton administration!  After paying 35.00, I left with a code print out in my hands. I rushed back to the locksmith. He cut the initial key for 60.00, a copy would be 10.00. The initial key worked fine in the doors and trunk, so he cut me another. Now I had two sets of keys. If the fob conks out I can still get in and start my car. I suppose that the ignition switch had been replaced some time in the past. GM had a plague of faulty ignition switches during that period. 

"I think that it might be the fuse" that's what the seller of the Riv told me about the B/O HVAC system. Yeah, I've heard that before, but why would the fuse blow? it's not like the circuits in a house where you can run too many high draw appliances at once, and pop the circuit breaker. But I'd take a look. 

The first fuse panel, was easy to access.

The second, not so easy.
Just gotta' flip the back seat cushion up.

The battery is located under the back seat, just like my Cadillac Seville.
And my Daughter's old VW bug!

There were two fuses located at the panel on the end of the dashboard. One heavy fuse was located next to the battery under the rear seat. It looked as if someone had been in there before me, the fuse terminals looked as though they'd been wire brushed. I checked all three and they were all good. 

To be honest, I didn't really expect it to be a fuse, but you just cant ignore the easy fix. 

I decided to contact the technical director that was listed in the Riview for '95-'99 Rivieras and ask him for advice. I emailed him and I'm waiting for his response. 

I started looking for a local repair shop for the car's stereo. I'd rather stick with the stock stereo if possible. I've read in some forums that the dash opening has to be opened up a bit to accommodate aftermarket units. It depends on how much it will cost to have the unit repaired. I've got some options.

So far, I'm satisfied with the progress that I'm making with the car.

My first priority will have to be in fixing the passenger side window. It's gets really hot in there without working a/c!

 More rambling thoughts about Rivieras.

What was the reasoning behind my latest purchase?

"Who has never wanted to own a "10,000 dollar" car? Or at least some kind of special car?"

The cars pictured above were limited production, coach built automobiles. The Facel Vega was what is now referred to as a hybrid, a European body with an American V8 powerplant. A Chyrsler V8 in this case. These became more popular as the 60's progressed with the better known Jensen Interceptor, the Iso Grifo, as well as others. At the time, these cars were very expensive, over 10,000 dollars, that would be more than 100,000 dollars Today! 

The desire for a limited production luxury GT car was there. Volvo had their entrant, displayed in the bottom portion of the ad pictured above.

Volvo had a great line, "The P1800 is either the world's most expensive economy car, or the least expensive luxury GT car. You decide."

Volvo had their idea. General Motors had one of their own. 

A special car for regular folks.

General Motors chief of styling Bill Mitchell had many ideas, and the position and clout to see his ideas (concepts) actually got built, and some, even turned into production cars.

The first generation Riviera was a very special car. It wasn't designed as a Buick, it was initially a design study intended to be a Cadillac. It was one of Bill Mitchell's pet projects. Mitchell being head of design had many projects continuously under development. 

The directive was to combine "Ferrari with Rolls Royce."  Not the sleek style of the Daytona that would arrive later, but the style of the Fifties and early Sixties models. Mitchell was inspired by a fog shrouded, Hooper bodied Rolls Royce that he'd seen in London. It became the basis for the "formal roof" that was featured on the original Riviera, and eventually became endemic to GM design.

The First Gen had the appearance of a high end, European coach built car.  It reminds me of the Facel Vega. The Facel Vega coupe was an impressive melding of luxury and muscular sportiness.

The last photo is of the later, updated Facel design, the Riviera really does convey that type of vibe.

A design masterpiece?
In my eyes, absolutely! And it's a production car!

Internal GM realities meant that the bespoke version of the first Rivieras could not continue. The development of the FWD Oldsmobile Toronado as well as the FWD Cadillac El Dorado had been underway. These were going to share a common platform, the E body, and the '66 Riviera was required to use that same platform, though it retained it's RWD configuration.

A new Riviera debuted for 1966.

The second Gen Riviera took on the appearance of a custom Motorama show car. Very sleek, with minimal chrome trim and badging. It also featured hidden headlamps, and horizontal grille and tail lamp treatments. While many, including myself, prefer this model because of it's sleek design, it no longer retained that "coach built" car vibe. 

This dramatic photo displays this model at it's best.

This initiated the era of the Riviera as a factory "custom car." The design became a little busier as the years progressed, culminating in a neo classical, one year design for 1970. Mitchell's directive for this car was, "put a little Delage into it!"

"Not a copy of anyone's car!"

The next design was a complete breakthrough and a total departure from traditional Riviera styling. The 1971 Boat Tail was an aggressive and over the top design. But it was a further evolution of the 

custom/ show car/concept car direction. It must have been too polarizing, as sales slowed. 

However, that didn't stop me from buying a pristine '71 in the early 1990's.

This was the turning point where the Riviera ceased to be a factory custom, but instead became more conventional and subdued. 

The 1974 refresh established the design direction for the next two decades of the Riviera. It ushered in the formal look. The age of the brougham had arrived, and the next series of Rivieras catered to the carriage trade. More squared off styling, vinyl landau tops, super plush upholstery, and wire spoke wheel covers were common themes. This is not to say that this new Riviera wasn't attractive, it still retained some of the curvaceousness that separated it from it's E body brothers, though in 1979 it also went to FWD. 

The end of the brougham line. Still recognizable as a Riviera

The Riviera continued until 1993, when it took a one year break.

These beautiful studio photographs display 
the Riviera's bold design.

A new Riviera was conceived for 1995, sharing a new G body platform with the Oldsmobile Aurora and the redesigned Buick Park Ave, both sedans. The car was touted as a concept car that the ordinary driver could buy. "What a concept!" This was the return to the idea that the Riviera should be Buick's and GM's styling leader. The Riviera was again cleanly styled with an expressive flowing design, with minimal bright work. It remained FWD with a new independent rear suspension, as well as an optional supercharged engine. It was also much bigger, even bigger than the El Dorado! 

This more radical Riviera was actually more traditional in concept, as it restored the car to it's prior role a a style sensation. All traces of the carriage trade were obliterated. The dashboard was a homage to the original 1963 Riviera.  Again, it was a very bold, polarizing design. It was well received at first, but the market for big American luxury coupes was rapidly drying up.

The Japanese manufacturers had also jumped into this market with the Acura Legend and Lexus coupes. Combined with the established European offerings, it became a very crowded marketplace with a shrinking pool of buyers.

As I have lamented many times in the past, not only was this the death of the American Personal Luxury Car, it was also the end of the big American luxury coupe.

The last generation of the Riviera went out with a bang, without compromise. It wouldn't be transformed into a sedan or a crossover. It was big, it was all American, unapologetic, and flashy until the end. 

I think that is why I chose this generation Riviera and this particular car. There were practical reasons of course, price and condition. I'd owned two '66's a '67, as well as a '71 years ago.  The '77 that I was considering was in good condition, but a bit too bland, even the '79 -'85 models didn't light my fire. Any earlier first or second gen cars were either too expensive for a good one, or too much work as a project. 

The '95-'99 Rivieras are Pur Sang Rivieras, their entire reason for existence is to display their expressive styling. This makes them quite unique in the Pantheon of American automobiles. They are cars worth enjoying, as well as preserving. A fitting end to the Riviera legacy.