“Take flight.”

1984 was the third year for Buick’s version of the J-car. It also marked the Skyhawk’s peak sales year, with Buick producing 75,760 coupes, 45,648 sedans, and 13,668 station wagons.

The Skyhawk’s standard powertrain was an LQ5 86 bhp 2.0 liter/121 ci inline four with throttle-body fuel injection paired with a four-speed manual. An LH8 84 bhp 1.8 liter inline four with throttle-body fuel injection was $50, but required an upgrade to a five-speed manual ($75). Both engines were available with a three-speed automatic ($395). An LA5 turbocharged version of the 1.8 liter engine with 150 bhp was only available with the T TYPE coupe.

Performance wasn’t exactly scintillating, but Skyhawk coupe’s relatively low 2,316-pound weight did help. 0-60 times with the 1.8 liter/five-speed combination were likely in the 12 second range. Fuel economy with the same powertrain was rated at 29 city/46 highway by the day’s standards—today’s measures give a far less impressive 23/33. With a 13.5-gallon gas tank, a Skyhawk owner could expect a range of 340 to 455 miles with a 10% fuel reserve.

Standard exterior and mechanical equipment on the $7,133 base Skyhawk coupe (designated as Custom) included manual rack-and-pinion steering, power front disc/rear drum brakes, and P175/80R13 blackwall tires on 13-inch wheels with Deluxe wheel covers. Inside, full carpeting, reclining front bucket seats, a full-length operating console, a Custom steering wheel, and an AM radio were included.

Moving up to the $7,641 Limited (about $22,400 in 2022 dollars and slightly less than a 2022 Buick Encore SUV costs) added dual horns, an acoustic package, a Limited steering wheel, and instrument gauges, along with cloth-covered seats and door panels.

Exterior and mechanical options for the Skyhawk coupe included tinted glass ($95), tungsten-halogen headlamps ($22), and styled aluminum wheels ($229). Inside, Electronic Touch Climate Control air conditioning ($780), manual air conditioning ($630), power windows ($185), and a series of stereo choices ranging up to an electronic tuning AM/FM stereo radio with cassette tape and graphic equalizer ($505) were all available.

The View From 2022

I haven’t seen a second-generation Skyhawk in person in many years. Buick made them through the 1989 model year, by which time sales numbers had dropped to a mere fraction of those in 1984.

Skyhawks are sometimes available in the Hemmings Motor News classifieds and at online auctions such as Bring a Trailer that cater to the eighties car market. As I write this blog entry in September 2022, Hemmings has a 1986 White Skyhawk T-Type hatchback with gray lower accents, silver/black cloth bucket seats, and 10,000 miles for sale for $16,000.

Make mine Silver Metallic, please.

There are (many) eighties cars that no one is convinced have a following, and then there is the Buick GNX. Unlike many of the other cars I write about, I doubt there’s anything new I can add to the discourse about the GNX. Still, I can’t not cover it.

“A high-performance investment for the fortunate 500.”

The story is familiar to many of us. Buick’s Grand National performance variant of the Regal had been around since 1982, and it had gotten steadily more powerful, gaining a standard turbo V6 in 1984, and an intercooler in 1986. For 1987, Buick announced the GNX, which stood for Grand National Experimental.

Buick built cars with Grand National interiors and sent them to American Specialty Cars (ASC). The GNX added a performance suspension with a torque bar and a GNX-only rear differential cover. Its exterior featured functional front-fender louvers, and 16-inch aluminum mesh wheels with black-out faces and GNX center caps, which were equipped with Goodyear Eagle “Gatorback” tires—245/50VR-16 in front and 255/50VR-16 in the rear.

Most importantly, the GNX included a massaged version of Buick’s LC2 3.8 liter/231 ci turbo V6 making 276 bhp paired with an automatic transmission with overdrive. Improvements to the engine over the standard turbo included a Garrett T3 turbocharger with ceramic impeller and a GNX-specific heat shield, a larger capacity intercooler, reprogrammed engine management, and a low-restriction exhaust.

Straight line acceleration was outstanding for the day—0-60 came in 5.5 seconds. The GNX handled well for a Regal, but that wasn’t really the point. Mileage ratings were 15 city/23 highway by the day’s standards (about 13 city/21 highway by today’s measures), which triggered the dreaded gas guzzler tax—$650 in this case.

The GNX was not inexpensive—the window sticker showed $29,290 (about $76,800 in 2022 dollars), with the GNX option alone listed as $10,995. Essentially, moving from a Grand National to a GNX added more than 50% to the price.

By 1987, a Grand National came reasonably well-equipped, with Sport mirrors, air conditioning, a leather-wrapped Sport steering wheel, a full-length operating console, and reclining front bucket seats included. A GNX came standard with many comfort and convenience features that were optional on the Grand National, including tungsten-halogen headlamps, electric door locks, power windows, electronic cruise control, tilt steering column, a six-way power driver’s seat, and the top-of-the-line UX1 stereo with graphic equalizer.

Options and Production Numbers

Buick built a mere 547 examples of the GNX—production was always intended to be quite limited. As far as I can tell, there were no factory options.

The View From 2022

According to Hagerty’s valuation tools, all the money for a 1987 Buick GNX coupe in #1/Concours condition is an astounding $288,000, with a far more normal #3/Good condition version going for $112,000.

The GNX has enthusiastic forum support, and there is intense collector interest. GNX coupes are sometimes available in the Hemmings Motor News classifieds, at online auctions such as Bring a Trailer that cater to the eighties car market, and at in-person auctions such as Barrett-Jackson and Mecum.

Make mine Black, of course.

There’s been a white Buick Century sedan parked outside one of my local supermarkets for the last few weeks. Followers of Eighties Cars know that presence is likely to generate a blog entry.

“… truly satisfying motoring in the European tradition.”

For 1986, Buick’s Century gained a new slanted grille along with lower profile headlamps. The other major news was the T Type coupe had been discontinued, though the sedan version of the most sporting Century remained alive. Both the sedan and the coupe were available in Custom (base) and Limited trim, while the wagon was available in Custom (base) and Estate versions. We’ll concentrate on the sedan in this post.

Standard power on the Century remained the Iron Duke 92 bhp 2.5 liter/151 ci inline four with throttle-body fuel injection. Two different V6 engines were available: a $435 112 bhp 2.8 liter/181 ci V6 with a two-barrel carburetor and a $695 150 bhp 3.8 liter/231 ci V6 with sequential fuel injection. A three-speed automatic transmission was standard with the 2.5 liter inline four and 2.8 liter V6, but buyers could add a four-speed automatic for an additional $175.

With these three engines, two transmissions, and curb weights in the 2,750 to 2,850-pound range, there was a wide variance in performance. 0-60 mph with the inline four/three-speed automatic combination was about 13.5 seconds, while 3.8 liter/231 ci V6 owners with the four-speed automatic could expect to get from 0-60 in about 10 seconds.

Mileage ratings with the base four and three-speed automatic were 22 city/32 highway (19/29 by today’s standards), while owners of the top-of-the-line V6/four-speed automatic combination could expect 19 city/29 highway (17/26 by 2018 standards). With a 15.7-gallon fuel tank, Century V6 drivers could expect a range of between 305 and 340 miles with a 10% fuel reserve.

Standard equipment on the $10,228 Century Custom (about $26,900 in 2022 dollars—just slightly over what a 2022 Encore GX SUV goes for) included front-wheel drive, power rack-and-pinion steering, power front disc/rear drum brakes, and 185/75R14 tires (a size still available from Hankook) on 14-inch wheels. Inside, a cloth notchback front bench seat and a Delco AM radio with dual front speakers and a fixed antenna were included.

Moving up to the $10,729 Limited (about $28,000 in today’s dollars) added 55/45 notchback velour seats and a hood ornament.

The relatively rare $13,714 T Type (about $35,800 in 2022 dollars) included the 3.8 liter/231 ci V6 and four-speed automatic combination, along with a Gran Touring suspension and 215/60R14 tires on 14-inch aluminum wheels. Inside, a sport leather-wrapped steering wheel, a full length storage console, and reclining cloth bucket seats were included.

Options & Production Numbers

Century buyers had many choices to personalize their sedan. Optional exterior and mechanical equipment included aluminum wheels ($199), Soft-Ray tinted glass ($115), and an engine block heater ($18). Inside, air conditioning ($750), cruise control ($175), Twilight Sentinel ($57), power windows ($270), power door locks ($180), tilt steering ($115), and a six-way power driver’s seat ($225) were available.

The 1986 Buick Century sedan sold rather well—sales inched up slightly from 1985 as Buick moved about 232,000, with 5,286 being the T Type version. The Century overall remained the most popular vehicle at most Buick dealers.

The View From 2022

I think of these A-body cars as basic and honest. Centurys sometimes show up for sale in the Hemmings Motor News classifieds or on eBay Motors, though this is increasingly unusual.

Make mine Dark Blue Metallic, please.

Other A-bodies I’ve written about in this blog include the 1983 Pontiac 6000 STE sedan and the 1989 Chevrolet Celebrity sedan—I guess I owe the Oldsmobile Cutlass Ciera some attention.

Updated March 2022.

I’ve been on a Riviera kick recently, brought on (no lie!) by the appearance of a 1965 model in a Hallmark Movies & Mysteries movie a couple of days ago. I covered the 1984 T-Type a few years ago—here’s the 1980 S TYPE.

“… an impressive road car.”

In its second year, Buick’s sixth-generation Riviera gained little but revised body mounts and new side mirrors with a notably more integrated look. Buick continued to offer Riviera fans a slightly more sporty S TYPE version, returning to a theme first present with the 1965 Riviera Grand Sport.

The S TYPE‘s standard powertrain was the LD5 170 bhp 3.8 liter/231 ci V6 with turbocharger and a Rochester M4ME four-barrel carburetor paired with a Turbo Hydra-matic automatic transmission. The LG4 155 bhp 5.7 liter/350 ci V8 with a Rochester M4ME four-barrel carburetor was optional (it was standard on the base Riviera). The S TYPE was spritely for a big (3,633 pound) coupe by 1980 standards, but not fast: 0-60 came in about 11 seconds, which compared well with the Cadillac Eldorado, [Chrysler] Imperial, Lincoln Continental Mark VI, and Oldsmobile Toronado. Fuel mileage was rated at 16 city/23 highway by the (rather unrealistic) standards of the day—with a 21.2-gallon fuel tank, range was about 305 miles with a 10% fuel reserve.

The $11,823 S TYPE (about $39,800 in 2018 dollars, or about what a 2019 Buick LaCrosse Sport Touring sedan goes for) came with amber front park and turn signal lenses, tungsten-halogen high-beam headlights, dual remote black mirrors, and GR70-R15 tires (equivalent to P225/70R15, which is still a readily available size) on 15-inch wheels with Designer’s Sport wheel covers. Inside, cloth or vinyl bucket seats, sport steering wheel, storage console, and black-trimmed instrument panel were all standard. The 1980 S TYPE also included a Rallye ride-and-handling suspension with larger front and rear stabilizer bars and stiffer shock absorbers.

Standard exterior and mechanical features on all 1980 Rivieras included front-wheel drive, four-wheel independent suspension, automatic level control, Soft Ray tinted glass, power steering, and power front disc/rear drum brakes. Inside, every Riviera had air conditioning, electric door locks, power windows, a driver’s-side 6-way power seat, and an AM/FM stereo radio with automatic power antenna.

Exterior and mechanical options included four-wheel disc brakes ($222), electric rear window defogger ($109), and the Astroroof ($1,058). Inside, automatic air conditioner ($150), Cruise-Master speed control ($118), Twilight Sentinel ($51), a passenger-side 6-way power seat ($179), and leather with vinyl bucket seats ($360) were all available. You couldn’t get the tilt and telescoping steering column on an S TYPE, but you could get a tilt only steering column ($83).

Sales of the S TYPE were decent in 1980—with 7,217 made, it accounted for about 15% of overall Riviera sales. For 1981, the Riviera S TYPE was supplanted by the T-Type.

Folks are collecting the sixth generation Rivieras—there’s robust discussion and support on the AACA’s Buick Riviera page, which is affiliated with the Riviera Owners Association. S TYPEs also come up for sale every once in a while in the Hemming’s Motor News classifieds or on eBay Motors, though there aren’t any right now. As I write this in November 2018, there is a “civilian” 1980 with a white exterior, burgundy leather seats, a V8, and 19,000 miles for sale on Hemmings, asking $11,500.

According to Hagerty’s valuation tools, all the money for a 1980 Riviera in #1/Concours condition is $11,800, with a more normal #3/Good car going for a mere $4,000. Make mine the extra-cost ($186) Gray Firemist, please. I love those Buick color names and believe everyone should have at least one Firemist.

This entry was one of my first posts on this blog. I’ve updated it to reflect both changes in my posting style and substantial improvements in available data. In hindsight, it turns out that it was also my initial inspiration for the Riviera Project I am currently working on.

“… the thrill of turbocharged performance and responsive handling.”

For 1984, the T TYPE (their spelling) version of Buick’s Riviera gained sequential fuel injection, yielding a respectable 190 bhp from the evergreen LD5 3.8 liter/231 ci turbo V6. Performance figures for the later Riviera T TYPEs are hard to come by, but I’m betting that 0-60 mph came in between 9 and 10 seconds.

Fuel mileage for the big coupe was decent by the standards of the day: 14 city/21 highway (13/20 by today’s standards). With the 21.2-gallon gas tank, range was about 310 to 335 miles with a 10% fuel reserve. A T TYPE continued to be the only way to get your Riviera coupe turbocharged, though you could get a “civilian” Riviera convertible with the turbocharger.

The $17,050 T TYPE (about $43,600 in 2020 dollars or a little more than what a well-equipped 2020 Buick Regal GS goes for) came with a blacked-out grille, amber parking light and turn signal lenses, black mirrors, and P205/75R15 tires (a size still readily available) on 15-inch styled aluminum wheels. Additional instrumentation for the T TYPE included a turbo boost gauge and an LED tachometer. The 1984 T TYPE also included the Gran Touring Package, which featured stiffer springs, recalibrated shock absorbers, and larger diameter anti-sway bars front and rear.

Standard exterior and mechanical features on all 1984 Rivieras included a four-speed automatic transmission, power steering, power brakes, and power antenna. Inside, every Riviera had air conditioning, power door locks, and power windows.

An extensive list of options included electronic climate control ($150), rear window defogger ($140), and Twilight Sentinel ($60). Options available for every Riviera except the convertible included the Delco/Bose Music System ($895) and the Astroroof ($1,195).

Sales weren’t great—with only 1,153 made, T TYPEs accounted for only about 2% of the robust overall Riviera sales. T TYPE sales would continue to dip in the last year for the “big” sixth-generation Riviera—there were only 1,069 made in 1985. My theory is that there weren’t a ton of folks searching for a big (206 inches long and 3,660 pounds) performance-oriented (but not really high performance) coupe in the mid-1980s, and there was competition from vehicles like the brand new Lincoln Mark VII LSC.

All Posts

Unlike many other cars from the 1980s, folks are saving the sixth generation Rivieras. For example, there’s robust discussion and support on the AACA’s Buick Riviera page. According to Hagerty’s valuation tools, all the money for a 1984 Riviera T TYPE in #1/Concours condition is $18,100, with a far more normal #3/Good condition going for $5,100. T TYPEs also come up for sale every once in a while in the Hemming’s Motor News classifieds or on eBay Motors—when I updated this blog entry in May 2020, there was a black 1983 available on Hemming’s for $8,950.

Make mine the extra-cost ($210) Medium Sand Gray Firemist, please. I love those Buick color names and believe everyone should have at least one Firemist.

First posted in June 2014, updated in May 2020.

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