Life Under the Riviera

Modern Rodding TECH

InTheGarageMedia.com

1. Here is a lesson in putting the proper stance on a ‘65 Buick Riviera. Once you get it down there rolling it around on wheels with five-spokes is always a good idea. These are from Forgeline.

An Artistic Chassis Suspends All That Glitz & Glamour

By GERRY BURGER

Photography by THE AUTHOR

aithful readers of Modern Rodding have already seen this Detroit Speed & Engineering (DSE)–built ’65 Buick Riviera in all its Ferrari crimson glory (Modern Rodding Oct. ’23). But many real hot rodders like to take the full tour to see the artwork that lies below. You see, Jeff Mosing’s Riviera is no showboat; the team at DSE likes to build cars that can haul-the-male on the street, road course, or autocross circuit. Now since Mosing has ample time wheeling Porsches in the IMSA series, he is well in tune with high-performance machinery for the track and the street. This car was destined to be the perfect blend of unmatched ’60s style and ample street performance. Of course, this Riviera is also fully capable of drawing a crowd under the indoor show lights and will blend in perfectly with the other cars at Mosing Motorsports.

After due consideration with Mosing, the final plans were laid. The team at DSE decided a properly located 9-inch Ford rear with coilovers out back would be combined with DSE SLA subframe independent front suspension. There is simply no way to make a personal luxury car this size a light weight, so that called for some serious brake power. Gone were the big, finned Buick drums replaced by a set of Carbon Ceramic ZR-1 Corvette brakes. Since ultimately the stopping is decided where the rubber meets the road, Michelin Pilot Sports, measuring 265/35R19 and 295/35R20, will provide ample grip. This combination should handle all the chores, but remember this car is being built for a man with the motto “Drive Yourself Happy.”

Building the chassis was an interesting blend of old and new. The chassis utilizes the rear kick-up of the ’66 Buick chassis. This approach provides the stock rear body mounts, gas tank location, and room for the 9-inch to move. When this rear portion was all finely blended to the hydro-formed DSE front chassis you might never suspect there is any Buick metal remaining.

In the end, the Riviera had the perfect stance, modern power from a Mast Motorsports LSX-468 that is dressed appropriately for the occasion, and monster brakes. Thanks to the team effort at DSE, the end result is one high-performance street chassis that is up for everything from a classy trip out for dinner to a spirited morning drive. Yeah, this thing will drive you happy.

It’s a “wolf in sheep’s’ clothing” for sure. While the Greening Auto Company valve covers give it a Nailhead vibe, under that custom air breather a Holley Dominator EFI feeds the LSX 468 Mast Motorsports mill.

2. It’s a “wolf in sheep’s’ clothing” for sure. While the Greening Auto Company valve covers give it a Nailhead vibe, under that custom air breather a Holley Dominator EFI feeds the LSX 468 Mast Motorsports mill.

The chassis is a skillful blend of the old and the new. The rear portion of the chassis is joined with the new DSE box tubing frame. This preserves the kickup, rear body mounts, and gas tank location, but big suspension changes are coming.

3. The chassis is a skillful blend of the old and the new. The rear portion of the chassis is joined with the new DSE box tubing frame. This preserves the kickup, rear body mounts, and gas tank location, but big suspension changes are coming.

Joining the original rear section to the newly fabricated chassis is a skillful blend of tubing, fishplates, gussets, box, and round tubing. After this connection is complete all the old Buick stuff is headed to the scrap pile.

4. Joining the original rear section to the newly fabricated chassis is a skillful blend of tubing, fishplates, gussets, box, and round tubing. After this connection is complete all the old Buick stuff is headed to the scrap pile.

Once the rear portion was connected the stock Buick rear axle was replaced with a new Gear FX 9-inch Ford unit. JRi double adjustable shocks mount in custom-fabricated DSE shock mounts.

5. Once the rear portion was connected the stock Buick rear axle was replaced with a new Gear FX 9-inch Ford unit. JRi double adjustable shocks mount in custom-fabricated DSE shock mounts.

Inboard of those beefy shock mounts we found this equally stout Panhard bar mount. The mount is adjustable if ride height asks for it. Handformed bracketry like this is worth a close look.

6. Inboard of those beefy shock mounts we found this equally stout Panhard bar mount. The mount is adjustable if ride height asks for it. Handformed bracketry like this is worth a close look.

This side view shows how the upper shock tower encapsulates the JRi coilover shocks. Note the beefy upper mount, imperative when you’re supporting something the weight of a Buick Riviera.

7. This side view shows how the upper shock tower encapsulates the JRi coilover shocks. Note the beefy upper mount, imperative when you’re supporting something the weight of a Buick Riviera.

This custom DSE designed three-point wing works in conjunction with two lower bars and a Panhard bar to locate the rear axle. DSE Swivel Link Technology makes this system possible.

8. This custom DSE designed three-point wing works in conjunction with two lower bars and a Panhard bar to locate the rear axle. DSE Swivel Link Technology makes this system possible.

Here is the three-point wing installed in the chassis. The DSE Swivel Link Technology allows just enough movement to prevent any unwanted binding as the rear axle travels over the uneven roads.

9. Here is the three-point wing installed in the chassis. The DSE Swivel Link Technology allows just enough movement to prevent any unwanted binding as the rear axle travels over the uneven roads.

From the rear we can see the wing in the middle, two lower bars angled inboard and a Panhard bar keeping everything centered. Fabrication is first class.

10. From the rear we can see the wing in the middle, two lower bars angled inboard and a Panhard bar keeping everything centered. Fabrication is first class.

This is one stout chassis, and with the forces generated by those big tires this strength is a welcome sight.

11. OK, things do get a little busy in the middle. With all the final braces in place and those big ole 3-inch stainless-steel pipes passing over the rear there isn’t much room to spare. This is one stout chassis, and with the forces generated by those big tires this strength is a welcome sight.

Rectangular tubing on the flat connects the front subframe to the rear chassis section. Combustion is in through a Holley EFI and out through 3-inch tubes and Hooker stainless mufflers. Full 3-inch cuts out ensure a proper symphony of combustion on demand.

12. Rectangular tubing on the flat connects the front subframe to the rear chassis section. Combustion is in through a Holley EFI and out through 3-inch tubes and Hooker stainless mufflers. Full 3-inch cuts out ensure a proper symphony of combustion on demand.

A good portion of the very solid original floor was removed to accommodate the new suspension and driveline and yet the trunk remains largely intact.

13. A good portion of the very solid original floor was removed to accommodate the new suspension and driveline and yet the trunk remains largely intact.

The front suspension is quite a bit simpler. Those big Michelin meats afford ample grip and the DSE rack-and-pinion provides precise steering. The actual subframe is hydroformed by DSE and blends nicely with the rectangular tubing framerails.

14. The front suspension is quite a bit simpler. Those big Michelin meats afford ample grip and the DSE rack-and-pinion provides precise steering. The actual subframe is hydroformed by DSE and blends nicely with the rectangular tubing framerails.

From the front we can see the hefty sway bar tucked through the front crossmember. Coilover front shocks are fully adjustable, and the rack-and-pinion is power assist.

15. From the front we can see the hefty sway bar tucked through the front crossmember. Coilover front shocks are fully adjustable, and the rack-and-pinion is power assist.

Here is the front as final assembly begins. We love the “all-business” approach of chassis black paint. What’s not to like about durability and ease of maintenance? Brake lines to the Bosch anti-lock brake system is outrageous, from the tubing to the bracketry holding the lines in place.

16. Here is the front as final assembly begins. We love the “all-business” approach of chassis black paint. What’s not to like about durability and ease of maintenance? Brake lines to the Bosch anti-lock brake system is outrageous, from the tubing to the bracketry holding the lines in place.

Jeff Mosing has spent plenty of time hustling a GT-3 in IMSA competition, so big brakes are mandatory. These ZR-1 Corvette, Carbon Ceramic rotors on all four corners can handle the heat and will whoa things down quite nicely.

17. Jeff Mosing has spent plenty of time hustling a GT-3 in IMSA competition, so big brakes are mandatory. These ZR-1 Corvette, Carbon Ceramic rotors on all four corners can handle the heat and will whoa things down quite nicely.

Wow! The LSX Mast Motorsports 468-inch motor replaces the original Buick Gran Sport 425-incher that was coded LX with dual quads. That front-runner system is from Vintage Air and those huge Michelin tires (265-35X19) should put this Riviera right where Jeff points it. It is interesting to see all this engineering and technology packaged in such sanitary fashion.

18. Wow! The LSX Mast Motorsports 468-inch motor replaces the original Buick Gran Sport 425-incher that was coded LX with dual quads. That front-runner system is from Vintage Air and those huge Michelin tires (265-35X19) should put this Riviera right where Jeff points it. It is interesting to see all this engineering and technology packaged in such sanitary fashion.

Have you ever noticed that when things are done properly, they often look simple? The ride height is fully adjustable on this ‘65 Riviera and the car combines the very latest technology with just the right amount of vintage flair.

19. Have you ever noticed that when things are done properly, they often look simple? The ride height is fully adjustable on this ‘65 Riviera and the car combines the very latest technology with just the right amount of vintage flair.

With the floor fabricated, bodywork complete, the body is reunited with the chassis. We offer this rear quarter view as a lesson in properly filling a wheelwell.

20. With the floor fabricated, bodywork complete, the body is reunited with the chassis. We offer this rear quarter view as a lesson in properly filling a wheelwell.

DETROIT SPEED & ENGINEERING
(704) 662-3272
detroitspeed.com

FORGELINE WHEELS
(800) 886-0093
forgeline.com

GREENING AUTO COMPANY
(256) 352-8700
greeningautocompany.com

HOLLEY AND HOOKER
(866)464-6553
holley.com

VINTAGE AIR
(800) 862-6658
vintageair.com

Modern Rodding

VOLUME 4 • ISSUE 39 • 2023

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