mhoumard

Well Hank, you were right about feeling comfortable with a price point for 1991's. The car sold 2 weeks ago very near the reduced price of $8,991 on AutoTrader. I really believe that first-rate Reattas have turned the corner and are at last swinging up the appreciation bell curve. I sold all my Reatta memorabilia for an additional $100 on eBay last month so am now officially out of the Reatta camp, but will cherish my years in the industry and those spent on this board. We are off to retirement on a beach in Mexico where we can subsist on our Social Security income which regretfully is impossible to do in this US of A. Nonetheless, I will lurk on the board now and again and wish you all well.

No longer comfortable with the price if I expect to sell it this year for I'm going to a place where I can't take it with me and need cash. Price now lowered on this forum only to $8,991 but probably won't make much difference. Rawja . . . thanks so much for the picture download you've been such a great asset to this group over the years . . . . . . speaking of which, Leigh Anne, they were shot by a good professional photographer of mine with a high-end Nikon digital . . . only wish it had been a sunny day.

Sorry guys, neither can I. I sent a query to our Webmaster regarding the problem but have not heard back from him yet. Perhaps one of you can detail the proper proceedure. I downloaded 9 of the photos the same day to my ad on AutoTrader with no problem. You may wish to go there, do a 1991 Reatta search and bring up my entry. Be sure to click onto "View Larger Photos" for best results. Looking at the listings there I am comfortable with my price. The Kansas City car similar to mine, but with fewer options, has 12,000 fewer miles and the owner is asking $14,500. Then again he has been running this offer on www.AutoTrader.com with the same mileage and price for at least 6 months.

Price lowered; photo added.

Regretfully, due to retirement and health insurance issues, it is time to sell the second long-term Reatta which I have owned. The car is in fantastic mechanical and cosmetic condition ... the interior and trunk in particular, for never having been detailed. I flew to Louisville in May of 2002 to purchase this beautiful coupe with but 55,000 miles on it from one of Tom Payette's customers. Some of you will recognize Tom as a former Buick dealer there and fellow contributor to this forum. It has always been garaged since purchase, and I have added just over 11,000 miles. I put over 100,000 miles on my 1990 and hoped to pamper the last of these wonderful machines. This one has the only 3 factory options available(sun roof, 16-way seat, and CD player) plus the sometimes seen dealer installed Cellular One phone at the "transmission" tunnel on the passanger's side. The origional window sticker with the car shows a list price of $31,871.00. The leather case with signed owner's manual no longer contains the flashlight, tire gage or pen. Sorry there are no pictures at this time but I will be providing some by a professional photographer friend of mine in the near future. Following is Howard's 8/02/02 info form. Some of you will recall that Howard and I posted the entire contents of the Automobile Quarterly Reatta article on this forum a couple years ago. Mileage: 66,634 as of 10/28/05 Considered Correct? Y Location: Holladay, (Salt Lake City) Utah Title: Clear Any Accident History? N Asking Price: $9,491 Willing to take trade N Exterior Color: Claret Metallic (Burgandy). Of the just 1,214 '91 Coupes produced, only 8%were Claret. Paint Original? Y Paint Condition? Excellent to Very Good (A few very minor front end rock chips) Moulding Color: Claret Body Dents: Y. If Y where? One fingernail size in front of hood crease (rock) Body Rust: N Windsheild Chipped or Cracked? N Vent Glass Intact? Y Out Side Mirrors Intact? Y Headlight Motors Function Correctly? Y Tail Light Lense: Clear Interior Color: Saddle Interior Original? Y Seat Condition? Excellent Headliner Condition? Excellent Carpet Condition? Excellent Original Floor Mats: Y Floor Mat Condition: Very Good Steering Wheel Leather: Good Sun Roof? Y Works? Y 16 Way Seats? Y Works Y Functional Keyless Entry? Y Both Remotes? Y Problems with Electronic Dash items? N If Y describe problems: Power Windows Work Correctly? Y Power Seats Work Correctly? Y Power Door Locks Work Correctly? Y Power Antenna Work Correctly? Y Original Sound System? Y Sound Systems Functional? N If N what are the problems: Great radio but early optional player typically ejects CDs. After Market Sound System? N If Y describe: A/C Functional? Y If N describe problem: Converted to 134A? N Suspension require any attention? N If Y describe what is needed Tire Brand: Generic from last owner. No manufacturer markings. Remaining Tread: Good to Fair Are All Tires Matched? N Replaced 1 with Kumho. Factory Wheels? Y If N describe the non stock wheel Factory Wheel Center Caps Condition: Good Any Brake Components Replaced? Y If Y describe the part(s) replaced and when? Loaded front calipers 5/02; loaded rear calipers 9/03. Last Time Brake System Was Flushed? 9/03 (Delco, not Teves system on '91). Original Engine? Y If N when replaced and how many miles on replacement? Original Engine Rebuilt? N If Y when and how many miles ago? Does Engine require attention? N If Y what needs to be done. When was last tune up? 2003; new side-pole battery 2/04. Does the engine, cooling system, power steering, or brake system leak any fluids? N If Y describe in detail what is leaking, to what extent. How often do you change the oil? Every 3,000 miles. Original Transmission? Y If N when replaced and how many miles on replacement? Original Transmission Rebuilt? N If Y when and how many miles ago? Does Transmission require attention? N If Y what needs to be done? When was last Transmission Service? Unknown. Feels/sounds bulletproof. Any Transmission Leaks? N If Y to what extent? Have CV joints been replaced? N If Y when and how many miles ago? In General, What items need attention? None. My Reatta Drives: Excellent I am the 4th owner of this Reatta per AutoCheck investigation prior to purchase. I have owned this Reatta for 3 Years and 5 Months. Contact Me at 801-278-8597 any time or email me at houmard@utahisp.com

Great thread guys. Concensus appears to be that GM can't design striking shapes any longer and that wind tunnels are the culprit. Need to disagree on both counts. Has always been a lot of talent in GM Design and likely always will be. Marketing & bean counters have long been the nemesis of GM design. I was once there. GM marketing will almost invariably take the "safe course" (with a swift kick from finance) and follow the segment leaders. In Buick's case this is Toyota, Acura, and now Lincoln since it is moving down scale. Current Cadillac design was a hard fought gamble that is now paying off thanks to its SUV and performance model moves. Most any theme works when translated to a 2-seater, huh? My former boss, Bill Porter, designed the last Riveria as his swan song before retirement. I disagreed somewhat with its "pincned" aero shape but it did have some fine character surface development which carried over to other models. UPSHOT: Agree with you that cherish the superb design of our Reatta's. Or perhaps I've slipped into old fartdom!

Hi Tom . . . Haven't seen a post from you in awhile. Don't have anything for sale but I do have one of your former '91's (your dealer ID on the back). Flew to Louisville in March of 2002 to buy it from a former customer of yours across the river in Indiana. Had 55,000 miles then. Still just 68,000 now and just a compressor, battery, and 4 loaded rotors later. Hope you find the wheels.

Thank you very much.

kc-griz: Do you have an 800 No. or website for American Reliable Insurance please?

Richard Luker was a Navy fighter pilot in Viet Nam. His specialty was going down to draw enemy fire so that his squadron could locate the SAM sites. I learned this from my next-door neighbor, a retired Delta Airlines captain whom Richard visited often driving his Honda del Sol (he needed a "sky view" in all his cars). Also, he yearned for a Reatta. Sitting in my coupe, Richard concluded that the sun roof was restrictive, so he would search for a standard coupe and install a pop-up moon roof. He settled on a '88 red/tan with black molding in Phoenix. No sun roof of course, or CD but with a 16-way seat. For Barney, the VIN appears to be 1G4EC11C1JB903058. By the time it arrived in town here, Richard was hospitalized with pancreatic cancer. On a good day, he sliped out and put his last few miles on it. I learned that he succumbed on a Sunday about a month ago. I saw the Reatta briefly at my neighbor's. It has 123,000 miles, is a good repaint with some slight hood scratches and fine, hand-drawn pin stripes. The headliner is beginning to sag and it has a quarter-size blemish on the driver's seat. What was most striking is the flawless, clean condition of the engine compartment and trunk. I might be able to get further information but will be out of town until this Friday. Interested parties may call Richard's widow after 6pm Mountain Time at 801-272-8844. I am told she has pictures available and expect that she will ask around $3,500.

I'm just 5'-11" and my '90 coupe w/o a sunroof had plenty of headroom. My '91 with one is very tight and disappointing. Yes the seat can be lowered a little.

Very nice job Howard. And the motion monitor in the lower right corner of the photo works too. FYI, I did get around to posting the Motor Trend Reatta test on the Automobile Quarterly thread which at the moment is on Page 11 of this site. There is also a Car & Driver article by Tony Assanza I placed there discussing all of these Reatta factory specials.

As promised long ago . . . from the February 1988 issue of Motor Trend . . . (note that the cover photo is captioned BUICK REATTA IS HERE ? FINALLY!) I would still like to find the superior tests from Road & Track and Car & Driver. Buick Reatta Jumping with both seats into the luxo-sporty wars by Don Fuller Niche marketing is all the rage these days. The idea is to find some spot where nobody else offers any thing, then build to fill in the blanks. It?s the automotive industry?s version of hit ?em where they ain?t. The Japanese have raised this to a high art form, and now we Americans are following suit. But since we?re talking about building a car with a special appeal to an admittedly limited number of buyers, the unit price has to go up. So niche marketing means high-priced cars. Which brings us to the Buick Reatta. Like the Cadillac guys with the Allante? and the Chrysler guys with their still-to-come Maserati TC, the people at Buick identified a market for an upper-crust 2-seater. To bring this niche into focus, as explained to us by Joe Fitzsimmons, Buick?s marketing line manager, a whole bunch of potential buyers were asked what they liked and didn?t like about 2-seaters as they perceived them. They said they liked the idea of a car that was sporty-looking, had good handling, and delivered at least some spunky level of performance. But it didn?t have to be an asphalt-ripper. They said they didn?t like the idea of a car that was cramped, rode too harshly for everyday use, and wasn?t comfortable. For some reason, these people perceived 2-seaters as neither safe nor secure, not ?substantial.? ?I?ve always shied away from 2-seaters because they weren?t safe,? was Fitzsimmons? relayed generic reply from the consumer groups. So, Fitzsimmons said, the question was: ?How could we make a Buick fit this niche we had identified?? He calls it the ?civilized 2-seater; that?s the niche we?ve been going after,? and explained the need to ?take all the plusses of sports cars and eliminate the negatives. Take all the plusses of luxury cars and eliminate the negatives.? Just a simple case of ac-cen? tu-ate the positive and e-li? mi-nate the negative, it would seem. Fitzsimmons thinks the car is pretty close to the targeted middle ground. If it leans one way or the other, he thinks it?s more toward luxury than sport. In some ways, we agree; in other ways, not necessarily. One thing was clear: This baby was going to need some knock-out styling. Everywhere Buick asked, distinctive looks ranked high on the potential buyers? wish lists. After all, you buy an expensive 2-seater pretty much for impact down at the old country club parking lot. Now the question is: Who will want it? Fitzsimmons identified two major groups: First are the professional executive and manager types, aged somewhere between 35 and 50, what Fitzsimmons calls the ?maturing boomers.? For these people, who will likely use the Reatta on an everyday basis, it conveys success and is a present to themselves for making enough money to afford it. The second group is slightly older and favors American cars. These people may have owned a Corvette in college, and maybe now they?re looking for an automotive fountain of youth. They?re socially elite, and sob appeal weighs heavily in their purchase decisions; they want what the other guy doesn?t yet have. For all cases, the Reatta was configured to deliver the status, flair, and sporty characteristics of a sports car but without the harshness, cramped interior, or hassles. Let?s see if the Reatta so delivers. The general description is for a sleek 2-seater hardtop on a front-drive chassis that?s basically a shortened Riviera/Toronado/Eldorado platform. Power is from Buick?s3.8-liter V-6, and the only transmission choice is a 4-speed automatic. The suspension is fully independent with struts front and rear; front springs are coils and the rear a fiberglass transverse leaf. Brakes are 4-wheel discs with ABS. Steering is power-assisted rack-and-pinion. Alloy wheels, 15x6.0 in. wide, mount P215/65R15 Goodyear Eagle GT+4 blackwall tires. All body panels except the roof and front fenders are electro-galvanized steel for rust protection, and the front fenders are a thermo-plastic called GTX. The drag coefficient is 0.34. It?s equipped to the hilt, the only options being a power sunroof, 16-way power adjustable driver?s seat, and leather upholstery. Curb weight is listed as 3350 lb; the EPA numbers are 19/29 mpg city/highway. We think the price will be around $27,000. And it?s the first strictly 2-seater Buick has ever built. That?s the basic description, but is barely covers what is one of the most important new Buicks in many years. Looks were at the top of the priority list, and this thing?s got ?em and gets ?em. In our time with the Reatta, we found people either loved it or hated it, and there wasn?t much fence straddling. We put in our vote for the terrific looks faction, but they?re still counting ballots and it might not be the first time we?ve sided with the minority opinion. Anyway, we think it?s cleanly done, fresh, modern, and not like anything else on the road. In this market, the ability to stand out from the parking-lot crowd is a big part of the deal, and the Reatta does that in spades. There?s a little awkwardness on the back end, maybe. But we like the rounded rear and taillight treatment. The front end and profiles are sleek and slick. And they?ve done a nice job of using the wraparound, creased beltline to join the top to the bottom. Unfortunately, the interior isn?t anywhere close to being as nice. The problem was one of building the car on a tight budget. Since it was also built on a shortened Riviera platform, part of the budget squeeze meant that the already developed, electronic, digital Riv dashboard is now conveyored to the Reatta assembly line as well. A functional beauty it ain?t. But we understand engineering a new dashboard would have cost enough to make the Reatta a no-go, so we?re stuck with this until General Motors makes a little more money. The rest of the interior is merely uninspiring. The seats are mediocre, even the optional, 16-way adjustable driver?s seat of our test car. The trim and materials are okay. But this doesn?t look like the inside of a car that just set you back some 27 large. For a 2-seater, though, it has some worthwhile and interesting versatility. There?s a really big load shelf behind the seats, roomy enough for any well-behaved, well-curled Irish Setter. In this shelf?s floor are two lockable and good-sized storage compartments. There?s also a lockable doorway through to the fairly generous trunk for long stuff like those skis and trombone cases somebody must think we need to carry around. What the Reatta?s interior lacks, the rest of the car really busts its well-rounded butt to make up for. It deserves especially good marks on ride and handling. The shortened Riv platform, with its fully independent suspension, arrives in more-or-less T-Type calibration. That means that, while our target customers don?t want the dreaded 2-seater harshness, Buick decided they want sporty handling enough to have given the Reatta an advanced competency rating on life?s twists and turns. On our skidpad, it managed a note-worthy 0.83g worth of cornering force. On real-life roads, where suspension travel is more important than a skidpad number, the Reatta is even more impressive. It picks up its feet over bumps and dips like a defensive back doing those agility drills through old tires. Roll stiffness is ample, too, with a 31mm front bar and 16mm rear, so the up-and-down compliance over bumps doesn?t necessarily translate into cornering on the door handles. Two aspects of the Reatta?s demeanor deserve special mention. The assisted rack-and-pinion steering allows you to speak directly to the car, instead of whispering a trick phrase with a hidden meaning around a circle and hoping the tires pick it up. The second pleasant surprise is proper shock damping. Hustle the Reatta along with pretty serious abandon, and these shocks will keep things in hand. It?s unlikely any Reatta owners will expect it to behave like there are numbers on the doors. But within the context of its intended market, the Reatta can dive off a straight freeway and hold its own with a crooked canyon. Driven briskly, the Reatta is enjoyable and capable. In the chassis department, at least, Fitzsimmons? Reatta commendably leans a little more toward sport than luxury. And for its projected owner, it should definitely be fun to drive. Credit is also due the 3.8-liter V-6 engine, which benefits from another major re-think in a continuing series of upgrades. Several years ago, the 90 degree V-6 was given a split-pin crankshaft to achieve an even firing order, but it left the connecting rods uncentered in the bores, with a resulting side loading on the pistons. But now the fix is in. Basically, the block was moved around relative to the crank, the cylinders were centered over the crankpins, and the valve lifter bores adjusted appropriately. With no more side loading on the pistons, they were lightened. New cylinder heads allow better breathing and improved positioning of the fuel-injector nozzles. Finally, a counter-rotating balance shaft, driven at engine speed, was fitted above the camshaft. This engine is now a slick piece. Smoothness is so good that you don?t even think about it; what?s to notice? But you will notice its eagerness to get with the program. Last year?s 150hp is this year?s 165. And torque is up from 200 lb-ft to 210. Beyond that, it starts instantly and throttle response is of the right-now variety. It even makes a nice sound that?s definitely more sport than luxury. Translated into numbers, our fearless test driver banged the Reatta from 0-60 mph in 9.34 sec and made the quarter mile in a trip of 17.13 sec at 83.2 mph. Acceleration like this won?t win you any trophies, but it?s fast enough that you shouldn?t miss any important appointments, either. We?re betting those Reatta focus group participants will think it?s plenty quick enough for their sheltered nerve endings. It might be even more important to them that the Reatta?s 4-wheel disc brakes feature the non-skid security of ABS. So equipped, our Reatta stopped from 60 mph in 149 ft. And on one of those briskly taken drives that showed the steering and shocks working so well, the brakes chipped in with good front-to-rear balance and minimal foreboding of fade. As does any new car with at least half a personality, the Reatta has already faced its share of controversy. Not everyone who sees it likes the looks. The diehard throttle jocks wonder about any 2-seater that rides decently, can?t melt rubber, and doesn?t let the rain in. But we happen to like it. We like the looks, the way it rides and handles, the way it goes. And we think it?s targeted right on the money for its owners, of which we won?t be one, but we think they?ll love it anyway But it has three nits that are going to be picked right here and now: Instead of the familiar click-click-click, the turn signals are accompanied by a chime we found irritating. The automatic transmission works well around town, but has a big gap from 3rd to 4th. If you use the 4th gear, or overdrive, position for most driving ? as we?re certain most people will ? it shifts back and forth to excess, trying to decide which gear will work. Finally, there?s the CRT panel, a shining example of technology run amok if ever there was one. We figured it out, programmed some favorite radio stations, dialed in the air conditioner, looked at all the possible screens. We tried, but we just don?t like it. Those irritants aside, we think the Reatta is right on the money. The engine is responsive, snappy, strong, and quick. The chassis has been tuned to near-perfection for the task at hand; its ride has that well-damped feel we once could find only with better European cars, and its handling capabilities are so high we doubt if 10 owners will ever approach its upper limits on purpose. Wrap it up in styling that looks fresh, distinctive, and just plain great, and you?ve got a 2-seater that should win the hearts of those maturing boomers and socially elite, and wedge itself into a nice, neat niche in the market by doing so. The Reatta has accurately hit ?em where they ain?t. Think of at as a small niche for mankind, maybe, but a big one for Buick and GM.

I remain ambivalent to this controversy. But to Indy Reatta let me suggest that when it is time to restore the '29 Packard I have a recommendation. A former workmate of mine here has renovated two of his own and a dozen others for premier Packard collectors around the country. I think that he would be pleased to correspond advice to you. Just send me an E-mail and I will forward this contact to a fellow Hoosier.

To see a test of the factory versions or Turbo, Supercharged and RWD Reattas see the "For your info, Automobile Quarterly" post now on page 4 of this forum.

Crystal-Ball Buicks. Subtitle: Six potential future draft picks . . . As published in the July 1989 issue of Car & Driver by Tony Assenza, Senior Editor. If a car company can be compared to an ocean liner, then product planners are the corporate ship?s navigators. Their job is not an easy one. They stand at the captain?s side, feeding him course corrections, assuring him that this or that stretch of water is safe, and informing him when he can ring up all ahead full. The trouble is, the way ahead is never charted. The product planner has to guess right the first time. Mistakes are costly, and a big mistake will have all hands running to the company lifeboats. From our perspective, once the decisions have been made and the billions of dollars have been spent and the product has been built, it?s easy to second-guess the product planner?s course. Tell a planner that his new multimillion-dollar baby needs more power, a better suspension, two inches of additional rear head-room, and a complete sheetmetal overhaul and you?ll usually see the guy pop his cork right before your eyes. Consider the planner?s plight. It?s not just his pride that is at stake. Often, half a billion dollars or more rides on his decisions. And should the company cash flow suddenly turn negative because the planner charted the wrong course, the product planner?s decision ultimately affects the lives of thousands of workers. Buick recently gave us the chance to put ourselves on the sweaty side of the decision-making process. The deal was straightforward: show up at Firebird International Raceway in Phoenix, Arizona, and test-drive a half-dozen potential production cars that had been developed under the direction of Buick?s Advanced Concepts Group. All of the cars we drove are in what?s called the corporate-review stage. They and hand-built one-offs whose only mission in life is to answer the question ?What if?? Our job was to kick tires, take a few laps around the track, and provide an opinion on the production worthiness of each car. It wasn?t easy. Determining what we like is a piece of cake. But trying to determine what the market is going to like is a different game entirely. And that?s where you come in. After reading the reviews that follow, drop the folks a Buick a line and let them know what you think. They?re all ears, believe us. Reatta Rear-Wheel-Drive Turbo. This was probably the most tantalizing car of the day. Buick took a stock Reatta, gutted it, then stuffed in a 245-hp turbo-charged 3.8-liter V-6, a rear-drive chassis, and what amounts to a Corvette rear suspension. To sweeten the package, Buick swathed the exterior in front rear spoilers and body-side cladding. So equipped, the Reatta is transformed. No longer just a pleasant run-about, it becomes a serious road machine. The power is wonderful, the package is tidy, and the handling is terrific. Unfortunately, the car received zero development time. Buick assembled it using off-the-shelf components, none of which were tuned to work in concert with each other. But this Reatta still shows big-time promise. If Buick would take this basic package and add a sporting interior, an analog instrument panel, a properly calibrated suspension, and a new steering system, this Reatta could enter the supercar ranks in a heartbeat. We think Buick should build this car. No traditional Buick buyer worthy of his Ben Hogans would buy one, of course. But would bring an entirely new breed of buyers into Buick showrooms: enthusiasts. 245 hp @ 4400 rpm; 3900 lb; 0 ? 60: 7 sec; ¼ mi: 14.5 sec; top speed 140 mph Reatta Front-Wheel-Drive High-Boost Turbo. Before we could drive it, this potent two-seater was killed in action on the racetrack by an automotive ?journalist.? Not one of ours. He emerged uninjured but left behind a pile of undrivable scraps. Nonetheless, we submit the technical details for your approval. Imagine a 245-hp, turbocharged 3.8-liter V-6 trying to put the power to the ground through the front wheels. Imagine a Reatta with a potential top speed of 150 mph. Imagine 0 to 60 mph in less than six seconds. Imagine enormous 246/50ZR-16 Goodyear Eagles biting the asphalt. Imagine, of course, was all we could do after the dimbulb stuffed the car. 245 bhp @ 4500 rpm; 3800 lb; 0 ? 60 mph: 5.8 sec; ¼ mi: 14.4 sec @ 98 mph; top speed 150 mph Reatta Front-Wheel-Drive Low-Boost Turbo. Of all the Reattas present on our test day, this one would be the easiest to transform into a production car. Except for its engine, it?s the same as the production car. The new engine is ? once again ? Buick?s turbocharged 3.8-liter V-6, this time tuned to a relatively mild 230 hp. By adding horsepower without changing the car, Buick hoped to improve the Reatta?s sportiness without spoiling its good manners. In our opinion, the experiment works. The engine is sweet and pours the power on smoothly and gradually. And the extra power doesn?t ruin the car?s composure. The average Buick guy could drive this Reatta around town and never suspect that there was a demirocket under his right foot. A more enthusiastic driver, on the other hand, could make use of the ?Go? button any time. Although the low-boost Reatta lacks the requisite snarky looks and afterburner acceleration that would make it a world-class lust object, it is an excellent middleweight performer. If we were Buick, this is another car we?d look at hard and long. 230 bhp @ 5100 rpm; 3400 lb; 0 ? 60 mph: 8 sec; ¼ mi: 15 sec; top speed 140 mph

Has this ever happened to you? I went through my collection of back issues of Car & Driver and Road & Track which span the Reatta years looking for the road tests with no results. Evidently I squirreled away those issues for ?safe keeping? and now I can?t find the ?nuts?! But I did find the Motor Trend road test (I never subscribed to Motor Trend or kept those). I?ll relate the February 1988 MT test in the future. But in his FYI section of the June 1991 Car & Driver John Phillips III did report: Say goodbye to the Buick Reatta. Because of dismal sales, production of the $29,300 two-seater will end this year. Only 1500 more Reattas will be built, making this year?s version a rare bird indeed. Buick had originally hoped to sell 20,000 annually, but in 1989, the car?s best-selling year, fewer than 8000 moved through showrooms. The Reatta Craft Centre, in Lansing, Michigan, will be refitted ? perhaps as early as 1993 ? to produce a version of GM?s two-seat electric car, the Impact. Also, some on this forum have mentioned the three engineering Reatta test beds that were put together with alternate powertrains. These are discussed in the July 1989 C&D along with a Supercharged FWD Regal, a RWD Regal Turbo, and a Turbo Electra Estate Wagon. I?ll run Tony Assenza?s drive of the Reattas in this thread later as well.

Just back from the holiday Howard . . . I?ll be pleased to recant the sidebar. So impressed by the effort you went to on Thanksgiving; thought we might trade off further & minimize the task. First, the AQ author to be credited his herculean task is Ray Thursby. In the back of the book credits, he acknowledges Gary Witzenburg of the Buick Division for information & cars for photography. The sidebar you refer to is a full page depicting a single concept by a free lance designer (not with Buick) proposing the next generation of Reatta. It is ironic that by the second quarter of 1990 when this issue was published, and with the 1991 models in production, the decision to terminate the Reatta is perhaps just six months or so away. The text: To make good on its promise, the Reatta must evolve. Quickly. A new Reatta is will on its way, even now, with a probable mid-Nineties release date. Equally certain is the brief given its designers: Freshen the shape while retaining the Reatta?s character and staying within the budget. The same task faces Buick engineers, who must combine current comfort levels with increased performance and handling to satisfy new buyers. Simultaneously, the engineers must maximize the number of parts mined form the corporate bin. Inevitably the next Reatta will continue to rely on chassis and mechanical parts for the Riviera; parallel evolution has worked well so far and is unlikely to change. Within these parameters, we?ve turned loose independent designer Gene Garfinkel on what could be the next Reatta. Some of what is shown here is speculative, some is derived from industry sources, and some is pure wishful thinking. Basic elements of the Reatta design have been retained: the rounded contours, the long-hood/short-deck balance traditionally found in muscle car shapes, and, of course, the two-seat configuration. Though not shown, a continuation of the convertible has been considered in this reskinning. In one sense our ?Reatta II? is a throwback to the origional GM Advanced Design proposals: The more dramatic pointed nose found on early sketches has been revived and is further defined by the use of composite headlamps that are faired into the nose in a way not possible (read: legal) when the Reatta was first developed. From the nose back we?ve relied on the basic Reatta form with some sculptural details added; again, the intent is to add flair to a nice but understated theme. And the air inlets and outlets suggested might well be needed for cooling should higher-performance versions be added to the line. A major departure from the current car is the rear where a ?ring spoiler? has been added. Aside from obvious aerodynamic advantages there?s a styling benefit, in that the ?Reatta II,? when viewed from behind, is particularly distinctive. Inside, the evolution is less apparent. The 1990 Reatta interior echoes exterior forms well and so is continued with modest reshaping. We are, however, calling for a return to full-analog gauges within the instrument pod, perhaps with Lexus-style fluorescent numerals and pointers. As of now, the best guess for a Reatta powertrain improvement centers on a supercharged version of th current 3800 V6 engine mated to the Cadillac Allante?s four-speed automatic transaxle. Better still would be the four-cam alloy V6 shown recently in a concept Camaro with a five or six-speed manual transmission as an alternative to the automatic. And for some of us a production version of the existing prototype rear-drive variant would also be welcome. But the latter items fall into the wishful thinking category, so the bulge that Garfinkel has designed into the ?Reatta II? hood is mainly to meet the space requirements of a supercharger and intercooler. In no way is ?Reatta II? intended as a criticism of the existing Buick two-seater. Rather, it?s a reminder that as fine as today?s car is, there is always tomorrow. End of text. And, there was no ?tomorrow? or a second generation Reatta. From a jaundiced point of view, this might have been a good thing. This is said not out of avarice, i.e. few examples produced for the fortunate of us to enjoy ownership and their eventual appreciation. But historically from a design viewpoint, second production iterations rarely overshadow the original from a stylistic or collectable perspective. While admittedly the following are strictly personal and subjective opinions, consider as a few examples (1) the first Thunderbird and all the unfortunate models that followed it (particularly now that there is a new retro version with its own set of failings) (2) the first Oldsmobile Toronado (3) the de Tomaso Mangusta?s design superiority to the Pantera which was derived from it. The ?Reatta II? concept shown in the article, though not sanctioned by GM bears out the probable continuation of weakening the design. In point of fact the Reatta?s design gestation and birth is a rare and perhaps even unique phenomenon: the production version is the most original and attractive of all its proposals. If you have seen photos of the pre-production renderings and clay models, nothing is ground-breaking and in fact little is origional or differs from routine GM design vocabulary. The pointed nose in particular is virtually identical to that of the Corvair Monza prototype and certain Corvette and Pontiac concept cars. Yet remarkably in its final, exceptional form, the production Reatta owes virtually nothing to any other design either within GM or without. Look at it this way. Road & Track use to regularly feature design critiques on new models by Robert Cumberford. He was the dean of transportation design at Art Center School in Pasadena. For decades this institution had a one-of-a-kind curricula and supplied virtually all of the car designers to Detroit. I don?t know of Bob ever critiqued the Reatta in the pages of Road & Track, but had he, some of the following may have been mentioned: The form is of one piece with superior proportions for even a ?can?t lose? two-seat, three-box design. Unusual in that the plan view emphasizes its most sensual feature . . . the swollen curve of the bottom edge of the backlight (rear window). This contour is perfect and probably never seen before in a production car outside of Italy such as on the Alpha Romeo Sprint Speciale? and certain Ferrari?s. Following this line, the soft curve of the beltline itself is just right to compliment the straight lines below it and the tumblehome of the side glass. The thoughtful profile of that straight side molding is a surprising asset on this shape when done in body color. In fact I found it impossible to fault the surface development anywhere on this vehicle. For example, an under bumper air inlet is generally not totally successful, witness the first Mazda RX-7, otherwise a generally pleasing design. But in the case of the Reatta this grille is handled with such finesse that it would be difficult to envision a better solution. Even the identifying markings are perfectly placed. In fact, and this is the most remarkable and lasting message of the design effort; I can think of nothing to delete or add to the final product which would enhance the outcome. Without regard for its origins, this is destined to be a timeless 100 point design. Now that the Reatta feature from AQ has been related on this forum, perhaps it is time to honor the same from the Car & Driver and Road & Track road tests to cite a couple more. I?m sure I must have one or the other in my collections of back issues.

Thanks for the hand-off Howard. But rather than continue with the text of the article today, permit me to indulge in some personal obversations which have become suddenly relevant. The article terms the Reatta a "halo" car. To see how GM is planning the next of these types (also to be produced at the Lansing Craft Centre), I encourage those interested to go to today's on-line AutoWeek magazine update at www.autoweek.com for a short article which makes mention of the Reatta. Howard, your last insertion speaks of Dave Rossi. I knew Dave as a real gentleman and fine artist. In the summer of 1963 I was fortunate to be one of seven Industrial Design students from around the country (U. of Illinois at Champaign/Urbana) to be selected for an internship at GM "styling" in the Tech Center at Warren, MI. Dave crafted the 1/5 scale clay models of each of our final designs which we presented to William Mitchel, then VP of design. I could relate many tales of that delightful summer, but to cite just a couple: The amusement of the Tech Center gate guards when four of us piled into (onto) my MG TF to arrive to "work"; fellow student Alan Flowers (Cleveland Insitute of Art) who was to become second in command to Jerry Herschberg an Nissan Design International in La Jolla and now director of a San Francisco industrial design school. I lost track of the five others excepting for the lovely blonde girl from Georgia Tech who was killed just a few years later in an automobile accident. Lastly, in addition to Dave, our Orientation Studio chief was Bill Porter, recently retired from GM Design and accredited with the design of the last Riviera Barney refers to a visit to the Craft Centre in Lansing which would be a genuine thrill. Most of my career was spent in industrial automation and distribution systems. Our company bid the AGV platforms on which the Reattas were assembled, but lost the award. Yet, years later we did provide them down the road at Oldsmobile (the B-O-P Group) where the small Buick Somerset and little Oldsmobile and Pontiacs were assembled. I can't recall the names of these later models though I spent many days there. An AGV (automated guided vehicle) is a computer directed and floor imbeded wire-guided electric mobile platform upon which the car is assembled. It replaces the continually moving drag chain assembly line so that low production models, i.e. Reatta, may be built up by teams of craftsmen at a more careful (and expensive) pace. Thank you all for your indulgence and I will return to the article text at a later date.

I too have that issue and was an AQ subscriber for many years. To continue a protion of the text . . . IN THE BEGINNING The Reatta was the concept of one man - Lloye E. Reuss, who saw the image and sales potential for Buick in a two-seat sports car. Reuss, the division's former chief engineer, was elevated to the post of general manager in late 1980. Using his newly acquired authority, Reuss initiated a low-key development program in 1981. He was assisted by Merz, who recalls the early Reatta gestation process: "We set the basic concept of a two-seat Buick in our minds early, but there were questions about its direction: Should we aim for a luxury car or push for a sportier car? We were looking for a car that wasn't faddish - that could be described in three key words we use for our cars: substahtial, powerful, and mature. We also had questions about the potential size of the two-seat market and the possible financial return to the division from this project." Thus, early on, the objectives for a new two-seat Buick had been finalized. From there, the concept formation process followed a remarkably straight path. One issue of considerable impact to the Reatta's design and implementation was largely beyond the control of Buick management: the sibling rivalry between divisions that has long been a way of life at General Motors. With the Corvette already in production, the Fiero mearing release, and the Allante program well under way, GM already had, or would soon have, a wide variety of two-seat "niche" cars. To be continued . . . (by whom?)

Yeah . . . what you could have kept as a kid had you the foresight, or no need for the garage space, or for a daily driver. <P>Noted the $29,000 for a Javelin in the USA Today article. <P>Bought a '69 AMX from the factory rep in 1970 (limited edition 2-seater '68-'70).<P>Later ordered a black 1972 Javelin with the rare Pierre Cardin interior . . . black rayon/nylon interior with swirls of white/silver/gray/raspberry on the seats, doors and even the headliner! Paid $4,125.35.

Thanx C. I think that you are right. Ran out on another errand. The first time the tail lights were on for 46 minutes once I got back then in desperation I "sparked" over the neg. battery cable and they went off. After this trip they went out in 5 minutes.

It's all relative. Try Phil Hertel at Speedway Automotive in Phoenix at <A HREF="http://www.reattaparts.com." TARGET=_blank>www.reattaparts.com.</A> All Buick only, and by April of this year he had 133 Reattas in a dedicated yard.

Just got back from an errond and the taillights are on. What fuse do I pull?

See each one with descriptions at <A HREF="http://www.autoweek.com." TARGET=_blank>www.autoweek.com.</A> Better this than the crusher or gathering dust in a warehouse for 40 years. Great for collectors if all manufacturers would do the same.