Weekly Motor Fix: 1964 Chev Biscayne

7 April, 2015

 

Chevrolet’s Impala enjoys a coveted status as the unofficial ‘king’ of American cars. Thanks to drag racers, hot rodders, lowriders, and gangsters, the Impala is undoubtedly one of the world’s most recognizable American cars of the ’50s and ’60s. 

In 1958, Chevrolet introduced the Biscayne as a lower–priced, full-size equivalent to the Impala. Though the cars looked very similar, the Biscayne omitted most exterior chrome trim and featured a lower-grade interior trim. Nowadays, the differences between the Impala and Biscayne are long–forgotten by most — regardless of badge or trim, they’re both cool cars.

Steve Adams owns this 1964 Chev Biscayne, two-door ‘post’ coupe, which we spotted at last month’s Gear Jammers Hot Rod and Muscle Car Club show in Paraparaumu. The Biscayne was purchased from Trade Me as a near-complete build, which was “only needing paint.” We’ve all heard that one before … 

Once he began stripping the car back for painting, it was found to be looking the worse for wear, and essentially became subject to a full ground-up rebuild. Suffice to say that, since then, the Biscayne has received the paint it was needing. The blacked-out bumpers, grille, and wheels offer a refreshingly different take on the traditionally over-chromed old Chevy. 

Outside, the easiest way to distinguish a Biscayne from an Impala (aside from the badging, of course) is in the tail lights — the Biscayne runs two tail lights to the Impala’s three. 

Under the bonnet, the Biscayne runs a tough 383ci small block, backed by a five-speed manual gearbox, for maximum driver involvement. The diff is a standard item at this stage, although plans of installing a Ford nine-inch have been discussed, and looks set to happen sooner rather than later. 

The interior is also a tidy environment, without being anywhere near overboard. An aftermarket shifter and steering wheel take care of the driving dynamics, and a rev counter and trio of diagnostic gauges keep track of what’s going on under the bonnet. At this stage, all that is required is headlining, although Steve plans to give the interior a full once-over before long. 

Two years after purchasing it, Steve’s Biscayne is now the quick, comfortable, and reliable cruiser that he wanted. Not just that, though — it’s also a neat-looking car that manages to offer a slightly different take on the traditional shiny and low Impala — and in this day and age, that’s no bad thing!

1975 Suzuki RE5

Suzuki had high hopes for its RE5 Wankel-engined bike launched in 1975. It had started looking at the Wankel engine in the mid-60s and bought the licence to the concept in 1970.
Apparently all of the big four Japanese makers experimented with the design, Yamaha even showing a rotary-engined bike at a motor show in 1972. But Suzuki was the only one of the big four to go into production. Like many others at the time, Suzuki believed that the light, compact, free-revving Wankel design would consign piston engines — with their complex, multiple, whirring valves and pistons, which (can you believe it?) had to reverse direction all the time — to history.

Westside story

For the young Dave Blyth, the Sandman was always the coolest car and he finally got one when he was 50. “I have always had a rule. When you turn 50, you buy or can afford to buy the car you lusted after when you were 20. I was 20 in 1979 and the HZ Sandman came out in 1978. It was the coolest of the cool — I just wanted one,” he says. “Back then a Sandman cost $4500 new and a house was worth about $20,000. I made about $30 a week so it was an impossible dream then.”
Dave was heavily influenced by the panel van culture of the time. “I started with an Escort panel van and upgraded to a Holden HD panel van with a 186ci six cylinder. I started a van club, Avon City Vans.