Cutlass S
The Cutlass S as of 1973 still was the aero-type Cutlass variant, keeping the historical, rounder back half. It was now redesigned as part of GM’s colonnade (A-body) line. The ‘S’ was advertised as having a meaning of ‘Sport, Spirit, Swagger’. This year it was only offered in a 2-door coupe style, sitting on a 112 inch wheelbase.

Standard power was a 350 CID 4bbl single exhaust V8 making 180hp. Next up the chain was a 350 CID 4bbl dual exhaust V8 making 200hp. Two transmissions were available with these which were a 4-speed manual, or a 3-speed TH350 automatic. Two different big block combinations were offered as well. One was an L75 455 CID 4bbl V8 making 250hp backed with a TH400 automatic transmission, or an L77 455 CID 4bbl V8 putting out 270hp backed with the 4-speed manual.

For 1974, a few engine and trans changes were in order. The 4-speed was no longer offered with any engine. Because of this, the L77 455 was dropped as well. The car received updated rear lights and rear bumper, plus a fresh grill out front.

Once again a few more changes occurred for 1975. One was another grille update. The base engine was now a 250 CID 1bbl Chevrolet I6, making 100hp. Another engine was offered which was a 260 CID 2bbl V8 making 150hp. The dual exhaust 350 was dropped leaving only the single exhaust version for an option. However, the 455 was still offered too.

In 1976, the ‘S’ received an extensive update which included a slanted-nose that was unique from other Cutlass variants. Headlamps were also updated to rectangular. A sedan body style was added this year to the Cutlass S line. Incidentally, the sedan sat on a 116 inch wheelbase, which was 4 inches longer than that of the coupe. A 5-speed manual was now offered with the 260 V8. It was the last year for the 250 I6 and 455 V8.

A 403 CID 4bbl V8 appeared in 1977 as the new top engine. It made 180hp. A 231 CID 2bbl Buick V6 was the new base engine which made 110hp. This year was also the last one for the Cutlass S.

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Impala
Slotted between Bel Air and Caprice, the Impala was the middle of the line fullsize Chevy in 1973. Several body styles were offered. First was a 2-door hardtop called Sport Coupe. Second was a 2-door post called Custom Coupe, though it was actually more of a hardtop with a larger combined B/C-pillars. Third was a 4-door hardtop called Sport Sedan. Fourth was a 4-door post called simply Sedan. Last were 6 passenger and 9 passenger station wagons. Engine choices were about as vast. A 350 CID 2bbl V8 making 145hp, a 350 CID 4bbl V8 making 175hp, a 400 CID 2bbl making 150hp, a 400 CID 4bbl V8 making 180hp, and a 454 CID 4bbl V8 making 245hp were the choices. Transmissions were either a 3-speed TH350 automatic or a 3-speed TH400 automatic.

1974 models got a slight appearance update. Engines and drivetrain options remained the same. The 1974 Custom Coupe received separated B and C-pillars. The 1974 Sport Coupe received the unified B/C-pillars of the previous Custom Coupe, so it almost wasn’t a true hardtop at this point. A special commemorative package called ‘Spirit of America’ was offered on Sport Coupe this one year only. Basically it was a car with white exterior with red and blue accents throughout.

Another update was done for 1975. Impala took on the appearance of the previous year (’74) Caprice. A new trim package for the Custom Coupe called Landau was added this year. Included were sport mirrors, vinyl roof with chrome band, pin-striping and special hub caps.

Once more for 1976. The car looked like the previous (’75) Caprice again. Sport Coupe was no longer offered as of this year. Also dropped now was the 400 2bbl V8. A budget stripper model called Impala S was added for this one year only.

It was the sign of the times for a major update. That happened for 1977, a the Impala lost weight and overall length. Body styles were limited to 2-door post which used the Sport Coupe moniker this time, 4-door post and a station wagon. The Landau trim level returned. Engines were a standard 250 CID 1bbl I6 making 110hp, 305 CID 2bbl V8 making 145hp, or a 350 CID 4bbl V8 making 170hp. The 9C1 police package was offered with either the 250 or 350 engines, but not the 305. 1978 was virtually a carbon copy year.

For 1979 there was a minor nose update done. Also a 160hp 305 CID 4bbl V8 was added to the options.

An appearance and material update was done for 1980. Impala lost on average 100lbs from the previous year. A new 229 CID 2bbl V6 making 115hp replaced the straight six this year. Also new, and standard on the wagons, was a 267 CID 2bbl V8 making 120hp. It replaced the 305 2bbl V8. A 350 CID Oldsmobile Diesel V8 was a new optional choice for the station wagon. It made only 105hp. The 305 4bbl V8 was the top gas option on most Impalas, while the 350 V8 was now just for police package cars.

In 1981 the new standard engine for California cars was a 231 CID 2bbl Buick V6. It made 110hp. 1982 saw the coupe being dropped, as well as the 350 Diesel becoming an option on all Impalas, not just wagons. The 267 V8 as well as the station wagons were dropped for 1983, where we stop.

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Hurst-Olds
The newly redesigned Cutlass S provided the platform for the 1973 Hurst-Olds. It was available in just two colors, black or white, with each accented by gold touches. Two big blocks were made available. First was a L75 455 CID 4bbl, dual exhaust V8, making 250hp. Taking the fumes out the back were a pair of chrome tips. Finishing it off was a Turbo 400 automatic, operated by what else, a dual-gate Hurst shifter. Also offered was the higher-output L77 455 CID 4bbl, dual exhaust V8, making 270hp. It was backed only with a 4-speed manual. Just 1097 copies of the H/O were produced this year.

In 1974 the L77 455 was dropped. The standard 455 remained, though this year it was down a bit, making 230hp. A new base engine was offered which was the 350 CID 4bbl V8 that made 180hp. No more manual transmission was available, but two automatics were. These were the TH400 behind the 455 V8, or the TH350 behind the 350 V8. The Indy 500 pace car this year was a Hurst-Olds, and commemorative versions with pace car decor were offered to the public by Olds. 1900 copies of the H/O were made this year.

For 1975 the H/O got moved to the more squarish Cutlass Supreme body style. New for this year was a standard t-top package, known as “Hurst/Hatch”. The same engines and transmissions were again offered for the car as previously. It was the last ‘official’ year for the Hurst-Olds, atleast for a while. Produced this year were 2525 copies.

Although in 1976… The Cutlass Supreme had an option for the Hurst/Hatch t-tops. When these were checked off on the order form, the car automatically got emblems that said “Hurst-Olds”.

There was one prototype built for 1977. It was based on the Cutlass S body style. The car still exists today and is registered and routinely driven to shows.

Forward to 1979… The Hurst-Olds returned as the official performance ambassador for Oldsmobile. It was the second year of the smaller A-body platform on which it was based. The body style used this year was the Cutlass Calais. Powering this lightweight contender was a 170hp 350 CID 4bbl V8. The 350 was unique to the Hurst-Olds this year as other A-bodies could not be had with a V8 this large. They got away with this by producing one less than 2500 units at 2499. More certification at the government level would have been necessary if they crossed that plateau. This was the last H/O for a couple years.

One prototype was built again for 1982. This one had a unique blue/silver color combo.

The H/O returned for 1983. This time the platform was called a G-body, which was basically the same as the ’78-’81 A-body. A 307 CID 4bbl High Output V8 with dual exhaust was in this one. It made 180hp. The rear axle ratio was healthy at 3.73:1 . A Hurst Lightning Rod shifter came in the H/O of this era. A rear spoiler and hood bulge were added to the car to. A color of black over silver w/ red trim was the combination on this car. 3000 copies were made for ’83. The same H/O returned for 1984, but with reversed paint— silver over black.

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Firenza
This nameplate started as a sporty trim level of the rear wheel drive Starfire line from 1978-1980. Base engine was a 2.5L 2bbl Pontiac I4 making 85hp. A 231 CID 2bbl Buick V6 1making 105hp and a 305 CID 2bbl Chevrolet V8 making 145hp were optional.

In 1979, the nose got restyled and lost a few headlights in the process. The same three engines were offered, though the 305 V8 went down to 130hp. In 1980, the V8 was dropped for good. It was also the end of the line for the H-body Firenza.

In 1982 the Firenza name returned on a J-body variant. The initial body styles were 4-door sedan and 3-door hatchback. Trim levels were base, S, SX and LX. Engines at first were a 1.8L 2bbl I4 making 88hp or a 2.0L 2bbl I4 making 90hp.

A station wagon called Firenza Cruiser arrived for 1983. Standard engien this year was a 2.0L TBI I4 making 86hp. Optional from GM/Brazil was a 1.8L SOHC TBI I4 making 84hp.

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Ninety Eight
The 1973 Ninety Eight weighed in at 4600 lbs and sat on a bus-like 127 inch wheelbase. Powering it was a 455 CID 4bbl V8 that put out 225hp. Configurations included Ninety Eight hardtop coupe, Ninety Eight hardtop sedan, Luxury 98 hardtop coupe, Luxury 98 hardtop sedan, and Ninety Eight Regency hardtop sedan.

For 1974, there was a slight update in appearance. Another change was the Luxury 98 coupe being dropped with a Ninety Eight Regency coupe taking its place. The 455 engine remained but dropped down to 210hp.

1975 brought about new rectangular headlamps. The base models were dropped. The Luxury 98 coupe returned, leaving 4 configurations to be had— Luxury coupe/sedan and Regency coupe/sedan. The 455 returned at 210hp. Now optional this one year was a 400 CID Pontiac V8 rated at 185hp, though not too commonplace.

The 400 was no longer offered just one year later. The 455 dropped down to 190hp for 1976 as well.

A major redesign was done on GM’s C-body lineup for 1977, lightening the cars 700lbs. or more. Wheelbase was still long at 119 inches, about 3 more inches than the B-body Delta 88. Notable was the fact that the rear fender skirts were sent packin’ with the previous gen. The same four sub-models were still offered, except they were no longer hardtops— posts were now the standard. A 350 CID 4bbl V8 making 170hp and 275tq was now standard. An optional 403 CID 4bbl V8 making 185hp and 320tq could have been had too.

Engine choices and body styles carried over for 1978. An addition of a 350 Diesel V8 was now offered. It made just 120hp. 1979 was largely a carry-over year.

A mid-generation refresh was done for 1980. All big GM cars were lightened up an additional 100lbs by using more aluminum and plastic body panels. The nose and tails received an updated appearance. The rear fender skirts returned. The Luxury 98 coupe was dropped, leaving three models of the 98. A new base engine, the 307 CID 4bbl V8 was added which made 150hp, while the 403 was dropped. The 350 gas and 350 diesel remained on the roster.

The 350 gas was dropped from the offerings in 1981, while the diesel version held on. Also the 307 lost 10hp which brought it down to 140. A 252 CID 4bbl Buick V6 producing 125hp was added as the new base engine.

The Luxury 98 trim level was dropped altogether for 1982. Ninety Eight Regency Brougham took its place. Three models were sold this year— Regency coupe/sedan and Brougham sedan. 1983 models had minimal changes. That is all.

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LeSabre

For 1973, LeSabre could be spec’d out as a 2-door hardtop, 4-door hardtop, 4-door post, or station wagon. For a convertible, Buick buyers needed to step up to the Centurion this year. Two trims were sold which were base and LeSabre Custom. Standard engine was a 350 CID 2bbl V8. Optional were 350 CID 4bbl, 455 CID 4bbl V8, and 455 CID 4bbl Stage 1 V8. The 455 was standard in the wagon however.

For 1974 the trims were revised a bit to base and LeSabre Luxus. Body styles and engine choices remained almost the same. If you wanted a convertible, you had to move up to the Luxus line since the Centurion was dropped this year.

The LeSabre Custom returned for 1975, as did the convertible if you opted for the Custom. The 350 4 bbl was now the standard engine, as the 350 2bbl was dropped.

For 1976, the LeSabre received a new snout, which included rectangular headlamps. The covertible was no longer available as of this year. A 231 CID 2bbl V6 was now standard in base models. The 350 4bbl and 455 4bbl V8s were standard in the Custom and Estate models respectively.

1977 brought about the new ‘metric’ sized LeSabres. These were much lighter and trimmed down, though they retained similar interior space. Trims were once again base and Custom, with a LeSabre Sport Coupe added to the mix. Body styles were limited to a 2-door post, 4-door post and station wagon. Engines this year included the 231 CID 2bbl V8, 301 CID 2bbl Pontiac V8 (standard in the Sport Coupe), 350 CID 4bbl V8, or a 403 CID 4bbl Oldsmobile V8.

For 1978 the Sport Coupe received a standard 231 CID 2bbl Turbocharged V6 which made 150hp. Optionally a 231 CID 4bbl Turbocharged V6 could have been had on the Sport Coupe, which made 165hp. The standard 231 V6, as well as all V8s from ’77 were still offered in the LeSabre lineup. A 305 CID 2bbl Chevrolet V8 was added to the option list as well.

In 1979 the 231 2bbl Turbo V6 was dropped from the Sport Coupe, but the 4bbl version was now standard there. The 305 CID 4bbl Chevrolet V8, as well as a 350 CID 4bbl Oldsmobile V8 were both added to the offerings. LeSabre Limited was added to the trims, while LeSabre Custom was dropped.

1980 brought forth new sheet metal on the LeSabre. A new V6 was available— the 252 CID 4bbl, though the base 231 was still around. The 403 V8 was dropped for this year. A 350 CID Diesel Oldsmobile V8 was added. A 307 CID 4bbl Oldsmobile V8 was added to the engine lineup.

For 1981, with the advent of OnBoard Diagnostics (computer controls), there were many changes. The Sport coupe was dropped along with the turbo V6. The 305 4bbl Chevy, 350 4bbl Buick, and 350 4bbl Oldsmobile V8s were all dropped. Good news was that the transmissions behind the gasoline V8s now had overdrive.

For 1982, LeSabre Custom to the trims, but as the base model. In 1983 the car was more or less a carryover. Four engines were available for our cutoff years. They were the 231 2bbl V6, 252 4bbl V6, 307 4bbl V8, and 350 Diesel V8.

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Riviera
The ’73 Buick Riviera was the last of the boat-tail generation. These were called boat-tails for obvious reasons. Some claim these are the best looking version of the name.

Powering these were a 455 CID 4bbl V8, making 255hp. There was a Riviera Gran Sport version of the car and its engine made 10hp more. What made the Riviera unique to its E-body cousins, the Toronado and Eldorado, was that it shared the platform but was rear wheel drive rather than front.

For 1974, the Riv was restyled into something more squared-off and heavier… The 455 even lost 25hp, down to 230 on the base car.

In 1975 the Riv received a slight update to quad rectangular headlamps and new grille. The Riviera Gran Sport at this point was just a handling package, as its engine was now just the standard 455.

For 1976, the grillework was updated yet again and the Gran Sport was dropped. Replacing it directly was the Riviera S/R.

In 1977, the Riviera moved to the LeSabre’s freshly downsized B-body platform. The dimensions remained close to the ’74-’76, but it did lose hundreds of pounds of weight.

Standard engine was a 350 CID 4bbl Buick V8 (155hp), with a 350 4bbl Buick V8 (170hp) and 403 4bbl Oldsmobile V8 (185hp) being options. For 1978, the 350 4bbl was dropped.

For 1979, the Riviera was on the newly redesignedE-body platform, and this time it was front wheel drive. The sport version was called Riviera S-Type. The engines this time around were the 231CID Buick V6 or the 350 CID 4bbl Oldsmobile V8. This generation is one of the quietest and smoothest riding cars of all time.

In 1980, the same two engines carried on, but a third was added. This was the 231 CID Turbo V8, which made 185hp. The performance Riviera S-Type was still around for this one additional year.

For 1981, a new 252 CID 4bbl Buick V6 was now the base engine which replaced the 231 2bbl V6. A new optional engine, the 307 CID 4bbl Oldsmobile V8 was new and replaced the 350 4bbl. The infamous 350 Oldsmobile Diesel V8 was also new for this year. The 231 Turbo V6 was still offered. It was offered in the new Riviera T-Type, which bumped the S-Type in the lineup.

The 1982 model year kept the T-Type, the 252 4bbl V6, the 231 Turbo V6, the 307 4bbl V8, and the 350 Diesel V8. This year, a convertible body style was added to the former ‘coupe-only’ offerings.

The last year we cover here, 1983, was a carry-over year though the diesel engine was dropped.

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Century Sedan
We’re using the term ‘Sedan’, capitalized, as a proper-noun here. This extended name is used here to describe 1976-1977 Century 4-doors and station wagons. This is due to their quite varied appearance when compared to Century coupes during these two years.

All three body styles shared the same appearance up until 1975. However, the ’76-’77 sedans and wagons received vertical stacked quad headlamps and a unique grille. They also retained the ’73-’75 style tail-lamps even though the rear lights got updated on the coupe. The swooping rounded body lines of those earlier years stuck around here too, even though the coupe was doled-out a squared appearance these years.

Two trims were sold. These were base and Custom. The standard engine in the sedan was the 231 CID 2bbl V6 which made 110hp. Optionally you could get a 350 CID 2bbl Buick V8 which made 145hp. A 350 CID 4bbl Buick V8 was optional in the sedan but standard in the station wagon. This engine made 165hp. The 455 CID 4bbl Buick V8 was optional in the wagon. In 1977 that engine was replaced with a 403 CID 4bbl Oldsmobile V8 which made 185hp. Also added this year as a credit option was a 305 CID 2bbl Chevrolet V8. The very next year, the sedans, wagons, and coupes were all ‘on the same page’ again as far as appearance when they were downsized.

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Century
The Century nameplate was used on-again off-again since the 1930s. This time it came back on the freshly redesigned A-body platform for 1973. Sedan, coupe or station wagon configurations were all sold. Trim levels were base, Regal, Luxus or Gran Sport (look for separate sections on Regal/Luxus/Gran Sport. The first two years the Century had a standard 350 CID 2bbl V8 making 150 hp. Optional was a 175hp 350 4bbl. However, there was a higher-yet engine option, the 455 CID 4bbl V8, which made 250hp, not bad at all for the smog-era.

In 1974, the car was updated with a stronger rear bumper, different taillights and grille. For 1975, the 455 was dumped in the coupes and sedans while remaining in wagons. An economical 231 CID 2bbl V6 was now standard this year. It made 110hp. The Luxus trim level was dropped, and Century Custom was added in place of it. The Buick Century Special was also added this year (see separate Special area). It should be noted that a brown four door ’73-’75 Century was used in the 70s TV show ‘Kojak’.

Century received an updated front end in 1976 featuring softer fender lines and a four-headlamp system. The Century’s nose was also laid back a few degrees compared to the more upscale Regal. The sedan and wagon received a very different front end (watch for separate area). This style lasted through the 1977 model year.

The Century was completely redesigned for 1978, shedding hundreds of pounds in the process. The platform was known as the A-body just like its predecessors. The was the same platform as what would later be called ‘G-body’. Body styles were a station wagon, 3-door hatchback or 5-door hatchback. Standard engine was a 196 CID 2bbl V6, while the 231 CID 2bbl was now optional. Two Chevrolet V8s were also optional, the 305 2bbl and the 305 4bbl.

In 1979 there were additional engine changes. The 305 2bbl was dropped. Two different V8s sourced via Pontiac were now available, a 301 2bbl and a 301 4bbl. A 231 CID turbocharged V6 making 170hp was part of the Century Turbo Coupe package. These were rare cars, with production in the low thousands range.

In 1980, the 301 CID 4bbl V8 and 196 CID V6 were dropped. There were new engines however. A 350 CID diesel V8 sourced via Oldsmobile was now sold, which made 105hp. Also new was a 265 CID 2bbl Pontiac V8, making 120hp. It was the final year for the 231 Turbo, as well as the 3-door hatch body style. Also, the 5-door hatch was replaced with a standard 4-door sedan body style. In 1981, the bodies offered were down to the sedan or station wagon. The only engines were the 231 V6 or 265 V8.

Once again redesigned in 1982, this time it was front wheel drive. The Century also shed 400-500 more pounds with this redesign. This platform was also called the A-body. The two styles during the ‘smog-era’ timeframe were a coupe or sedan (wagon was added as of 1984). The floor was incredibly flat and the interiors roomy. Top trim level was the Century Limited. Base engine was a Pontiac-sourced 2.5L I4, which made 90hp. Optional was Buick’s own 3.0L V6 which made 110hp. Engines in 1983 remained the same, though a 4.3L diesel V6, sourced through Oldsmobile was now on the option list and it made a whopping 85hp.

The big news in 1983 was the new Century T-type. This was a black-out and appearance package and is quite the rarity today. The Century followed ’83 for many more years in a few more iterations.

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Skylark

Since the end of the previous Skylark (1972), the nameplate was put on hold for two model years, and then reemerged for 1975 as a 2 door coupe. Its 4 door twin was the Buick Apollo. A four door returned with the Skylark name for 1976 and the Apollo name was dropped. Overall body syles included a 2-door coupe, 4-door sedan, and a 2-door hatchback. The top end trim level was a Skylark S/R (Sport Rallye). Powering these cars until 1979 were a 231 Buick V6, 350 2bbl Buick V8, or 350 4bbl Buick V8. There were alternate 4 barrel V8s available as of 1977— you could get a 350 Chevrolet, or 350 Oldsmobile depending on your area of the country, and engine plant availability. The GM-divisional engine availability also carried over to a 260 2bbl Olds V8 for ’75-’76, a 301 2bbl Pontiac V8 for ’77-’79, and a 305 2bbl Chevrolet V8 for ’77-’79.

The ’79 model year was drawn to a close early because the GM X-bodies were redesigned into smaller front wheel drives and came out early as 1980 models. The interior and trunk room remained comparable, while shedding about 800 pounds in the process. Bodies were either a 4-door sedan or 2-door coupe. These new Skylarks had optional plush velour interiors and the ride was quite comfortable. Powering the new generation were a 2.5L Pontiac I4, or a 2.8L Chevrolet V8, which was specially created just for the new X-platform. As of 1982, the 2.5 was now fuel injected. Backing these were a 4-speed manual transmission or a 3-speed automatic. The car essentially was a carryover model until 1983. The quasi-performance trim up until this point was the Skylark Sport Coupe. This model included mag style wheels, a special side stripe, and blacking out of some trim. Introduced for ’83, and replacing the Sport Coupe, was the Skylark ‘T-type’. Checking off this option on the order form got you a full blackout treatment, tachometer, extra gauges, tuned exhaust, manual transmission, stiffer suspension, P215/60R/14 tires, unique 14″ aluminum wheels, and 3.65 final drive ratio. Also included in the T-type was a 2.8L High Output V6, putting out 135hp. Four colors were available with the T-type. They were dark red, white, silver, or light sand gray, each coming with a charcoal second color tone on the lower third of the car.

The early FWD X-body platform, including Skylark, was plagued with rear brake lock up issues. The Skylark carried on two more years before being replaced by the new N-body Buicks.

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