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Buick Regal

2007-07-10T01:06:34Z

67.85.67.15:

Buick Regal
From Wikipedia, the free encyclopedia
Buick Regal

Manufacturer General Motors
Production 1973–2004
Assembly Oshawa, Ontario
Successor Buick LaCrosse
Class Mid-size
The Buick Regal was a mid-size car produced by General Motors' Buick division from 1973 through 2004, during which Buick also used the Century name on mid-size models; the two frequently shared bodies and powertrains.
Contents
[hide]
1 1973 - 1977
2 1978 - 1987
2.1 Grand National and GNX
3 1988 - 1996
3.1 Engines
4 1997 - 2004
4.1 Engines
4.2 Regal LS and GS performance
5 2009 Reintroduction
6 In China
7 Reference
8 External links
[edit]1973 - 1977

First generation
Production 1973–1977
Body style(s) 2-door coupe
Layout FR layout
Platform A-body
Engine(s) 231 in³ V6
350 in³ V8
455 in³ V8
Transmission(s) 3-speed Turbo-Hydramatic
Related Buick Century
Chevrolet El Camino
Chevrolet Malibu
Chevrolet Monte Carlo
Oldsmobile Cutlass
Oldsmobile Cutlass Supreme
Pontiac Grand Am
Pontiac Grand Prix
Buick had been the first GM division to bring a personal luxury car to market with its full-size 1963 Riviera but was otherwise slow to react to the developing lower-priced mid-size personal luxury market, which Pontiac created with the 1969 Grand Prix and Chevrolet with the Monte Carlo the following year, 1970. At the same time Oldsmobile added a formal notchback coupe to its intermediate line, the Cutlass Supreme, in 1970 and that model soon became Olds' best selling intermediate. Wanting a model that could be marketed to compete against the Olds Cutlass Supreme as well as the Grand Prix and Monte Carlo, Buick introduced the Regal for 1973, as a top line coupe in that division's intermediate A-body line, the Century. The year 1973 also marked the introduction of the first major restyling of GM's intermediate A-body design since 1968, as well as the first major restyling for the intermediate-based G-body used for the Monte Carlo and Grand Prix.
A highly-trimmed, notchback coupe, the first Regal shared its front and rear styling with its Century parent with distinctions amounting to differing grilles and taillight lenses. The Regal shared the same "Colonnade" pillared hardtop roofline (a hardtop with center pillar but frameless doors unlike a sedan body) and greenhouse (window area) with the Grand Prix, Monte Carlo and Cutlass Supreme as well as the lower-priced Buick Century Luxus coupe. Like its corporate cousins, the Regal (and Luxus) featured the newly fashionable opera windows, which were small fixed rear-side windows surrounded by sheetmetal, instead of the traditional roll-down windows. Only the Colonnade hardtop coupe was offered in the Regal line in 1973, but a new four-door Colonnade sedan (with six-window-greenhouse and frameless door windows) debuted in 1974 and continued through the 1977 model year.
Regal interiors were generally more luxurious than lesser Century models with woodgrain trim on dashboard and door panels, along with door-pull straps and notchback bench seats with center armrests with either cloth, velour or vinyl upholstery. Optionally available throughout the run was a 60/40 split bench seat with armrest. For 1976 and 1977, the Regal coupe was available with the S/R option that included reclining bucket seats with cordoroy upholstery. The model lasted five years with minimal changes, although there was a fairly substantial facelift in 1976 (for the coupe only - sedans stayed with original 1973 sheetmetal through 1977), which incorporated the recently legalized square headlights (horizontally-mounted on coupes, and vertically on sedans - much like the mid-1960s Pontiacs).
The Regal most commonly powered by Buick's 350 in³ V8, which was standard equipment on all models in 1973 and 1974 and optional on coupes but remained standard on sedans from 1975 to 1977, and the larger 455 in³ V8 was optional in 1973 and 1974 only. Starting in 1975, Regal coupes came standard with Buick's resurrected 231 in³ V6 engine previously offered on the Skylark from 1964 to 1967; the engine's tooling had been sold to Kaiser Motors for use in Jeep models (Kaiser was purchased by American Motors in 1970 and Jeep became an AMC division) and sold back to GM by AMC in 1974. In 1975 and 1976, the Century and Regal were the only mid-sized cars in America to offer V6 engines.
The Century designation was quietly dropped from the Regal in 1975.
[edit]1978 - 1987

Second generation

Production 1978–1987
Body style(s) 2-door coupe
4-door sedan
4-door station wagon
Layout FR layout
Platform A-body (1978-1981)
G-body (1982-1987)
Engine(s) 231 in³ Buick V6
252 in³ Buick V6
267 in³ Chevrolet V8
307 in³ Oldsmobile V8
Transmission(s) 3-speed THM200 automatic
4-speed THM200-4R automatic
Related Buick Century
Chevrolet El Camino
Chevrolet Malibu
Chevrolet Monte Carlo
Oldsmobile Cutlass
Oldsmobile Cutlass Supreme
Pontiac Bonneville
Pontiac Grand Am
Pontiac Grand Prix
A downsized Regal appeared for 1978 with a new version of Buick's venerable 231 in³ V6, a combination that lasted 9 years and helped give the Regal an unexpected reputation for performance. Nevertheless, it was still hampered (from a performance perspective) by a soft suspension, small wheels and tires and the unavailability of a manual transmission, largely because the intermediate personal luxury market was the Regal's intended target, not the sports car segment.
The 1978 Regal was noteworthy, as it could be equipped with a 3.8 L Turbocharged V-6 engine. Versions were offered with either a 2-bbl or a 4-bbl carburetor. The Buick LeSabre was also available with the turbocharged engine. The only other turbocharged cars available in the U.S. market in 1978 were imports from Saab and the Porsche 930. The Turbo Regal also included a firm ride and handling suspension with larger tires and sport wheels.
A facelift in 1981 gave the Regal a much more aerodynamic profile, helping make it possible for the car to compete on the NASCAR racing circuit, where it enjoyed several decent seasons and won the NASCAR manufacturers title in 1981 and 1982. V8s for street use were still available, but had shrunk to 265 in³, and the V6 was rapidly gaining popularity. In 1982, a new Century appeared on the front-wheel drive A-body, but the former rear-wheel drive Century sedan and wagon were not discontinued. These models were simply rebadged as Regals, and for the first time the name appeared on a full model lineup. From 1986 to 1987, the 5.0 L Olds 307 V8 was available as an option.
[edit]Grand National and GNX
T-Type Regal coupes, aimed at the performance market, appeared at this time, but the real news came in 1982, when the Regal Grand National appeared. Named for the NASCAR Grand National racing series, this car incorporated a 4.1 L V6 with 125 hp or an optional 180 hp turbocharged 3.8 L V6. There was no Grand National in 1983, but it returned in 1984 wrapped in its familiar all black paint. The turbocharged 3.8 became standard and would continue to be refined with fuel injection and intercooling. In 1987 it reached 245 hp (182 kW).
1987 also offered a lightweight WE4 (Turbo T) option which is extremely rare today. Only 1,547 of this variant were produced. They were painted black and treated to the same blackout package as the Grand National, including bumpers, grille, headlight and taillight trim. The differences between a WE4 and the base Grand National were the interior trim package, wheels, exterior badging, aluminum bumper supports, and aluminum rear brake drums as opposed to the Grand National's cast iron. The rear spoiler was only available as a dealer installed option.
By 1985, the Grand National was acquiring a reputation as a modern muscle car, but the days of the G-body were numbered. For the final year, 1987, Buick introduced the GNX at a US$11,000 premium. Produced by McLaren/ASC, Buick underrated the GNX at 275 hp and a very substantial 360 lb-ft (488 N·m) of torque which gave this car a 0-60 time of 5.3 seconds.[1] This was created so as to be "Grand National to end all Grand Nationals," as the next model year converted the chassis to front-wheel drive, which, Buick engineers admitted, simply wouldn't be able to put down that much power. Changes made included a special Garrett ceramic-impeller turbocharger connected by a ceramic-coated pipe to a better intercooler. A special computer chip, low-restriction exhaust, and reprogrammed Turbo Hydramatic 200-4R transmission with a custom torque converter and transmission fluid cooler completed the drivetrain modifications. Exterior styling changes include vents located on each front fender, 16 inch black mesh style wheels with VR-speed rated tires, and deletion of the hood and fender emblems. The interior changes of the GNX included a serial number on the dash plaque and a revised instrument cluster providing analog Stewart-Warner gauges, including an analog turbo boost gauge.
The acceleration performance of the GNX outpaced the factory's power claims: 0-60 mph (97 km/h) took just 4.7 s with a 13.4 s/104 mph (167 km/h) quarter-mile. According to contemporary sources, these numbers made the GNX the fastest production sedan ever built. This claim is somewhat controversial—the car had two doors but its interior volume and structure made it a sedan rather than a coupe, and just 547 examples were built. GNX #001 is currently owned by Buick and sometimes makes appearances at car shows around the US. Although many quicker cars have been built, including a number of quicker modern sedans, its performance was truly impressive for the time. A contemporary Porsche 930 hit 60 mph in 5.0 seconds and ran the quarter mile in 13.6 seconds, roughly equivalent to the GNX, which cost much less and could out-accelerate the naturally-aspirated 911 of the day. Ironically, many believe that these performance numbers were the reason the GNX was axed. GM didn't want one of its own cars outperforming its flagship, the Corvette, and pulled the plug on the Buick program. The muscle cars of the 1960s had the power to beat the GNX, but the tires of the time could not transform this into speed, not to mention the numerous techniques employed in the GNX allowed the car to transfer all the power to the ground, such as a ladder bar that ran from the mid-section of the car to the rear axle, so as to increase traction. This is also the reason why a GNX will actually lift the rear end up when the car is about to launch heavily. The GNX never made much of a road-track competitor to cars like the 911, but it could certainly hold its own on a drag strip.
Another amazing aspect of the Buick Grand National and GNX is the ease of upgrading performance. As electronic technology increased in automobiles over the years, with the implementation of forced induction(such as turbochargers and superchargers) and chips controlling the many aspects of the car, increasing performance became that much easier. Simply by spending under a hundred dollars on a race chip and increasing the boost could drop the Grand National’s quarter-mile time from its stock fourteen second range into the high twelve-second range. This alone makes the Grand National a very formidable opponent on the drag strip. Other easy upgrades include installing a larger turbocharger or purchasing larger fuel-injectors capable of supplying the engine with more fuel. The affordability and effectiveness of these upgrades made the Grand National a very popular car for drag-racing. In recent times with stock Corvettes producing quarter-mile times in the eleven second range, Grand Nationals provide an easy way to overcome the current “bad-boy” muscle cars. One can purchase a Grand National and upgrade it for far less money than buying a modern high-performance car and easily produce much quicker quarter-mile times.

1987 Buick Regal Grand National
The 1986 and 1987 Buick Grand Nationals and GNXs are now being sought by collectors throughout the United States and abroad. For those enthusiasts who care to maintain these cars as stock, parts are becoming increasingly difficult to come by and are expensive as they are drying up quickly. Only a handful of vendors actually stock the authentic NOS parts. Those collectors who wish to maintain mint condition cars will generally only use genuine GM or ACDelco parts from one of the few reputable vendors. Unfortunately, these vendors are fetching very high prices due to the rising value of these cars.
Famously painted in all black, the Grand National and GNX were ferocious drag strip competitors and are highly collectible today. The stealthy appearance coupled with the fact that the Grand National was initially released during the height of Star Wars fever earned it the title Darth Vader Car (Car and Driver covered the model's introduction with the headline "Darth Vader, your car is ready," a phrase more recently attributed to the Maybach Exelero). The Grand National returned briefly to the headlines in 2003, when actor Sean Penn's car was stolen with several guns inside. Also, actress Carmen Electra bought her then rock star husband Dave Navarro a 1987 Grand National as a present.[2]
[edit]1988 - 1996

Third generation

Production 1988–1996
Body style(s) 2-door coupe
4-door sedan
Layout FF layout
Platform GM W platform
Engine(s) 2.8 L X V6
3.1 L X V6
3.8 L Buick V6
Transmission(s) 4-speed 4T60-E automatic
Wheelbase 107.5 in
Length 193.9 in (coupe)
194.1 in (sedan)
Width 72.9 in
Height 54.6 in (coupe)
56.3 in (sedan)
Fuel capacity 17.1 US gal
Related Chevrolet Lumina
Chevrolet Monte Carlo
Oldsmobile Cutlass Supreme
Pontiac Grand Prix

W-body Regal Coupe
A new Regal appeared in 1988 on the GM W platform. This version both departed from and returned to Regal tradition. It was a departure in being the first front-wheel drive model, and in having no serious performance option or edition; there was no V8 engine and the V6 no longer offered a turbocharger. It did return to the original concept, however, in being offered as a coupe only, aimed once again squarely at the personal luxury buyer. The decline in that market, though, was becoming noticeable to all the manufacturers, and in 1990 the Regal again had a four-door sedan version (as did the Grand Prix the same year). This generation ran with few changes for nine years.
The Regal was offered in base Custom and upscale Limited trim lines, with a Gran Sport appearance package added in 1991. The 3.8 L V6 was unique to the Regal, giving the car some performance to differentiate it from the Oldsmobile Cutlass Supreme and Pontiac Grand Prix, with which it shared many of its components. Anti-lock brakes were made standard on all but the base Custom cars in 1992, and the grille was redesigned again for 1993. Along with the new look came an electronically-controlled automatic transmission and LeSabre-like rear lights and bumper.
A driver's side airbag was added for 1994, though the motorized seatbelts remained. Other changes that year included the deletion of the Limited coupe, standard ABS on all models, standard power windows, and 20 hp (14.9 kW) more in the base engine. Dual airbags were new for 1995 along with a new interior. The large engine gained 35 hp (26 kW) for 1996, and only the Custom coupe remained. Although 1996 was the last year of this model, production continued into 1997 as the replacement model was late.

Facelifted Regal sedan
[edit]Engines
1988-1989 2.8 L (170 in³) V6
1989-1997 3.1 L (191 in³) 3100V6
1990-1997 3.8 L (231 in³) BuickV6

[edit]1997 - 2004

Fourth generation

Production 1997–2004
Body style(s) 4-door sedan
Layout FF layout
Platform GM W platform
Engine(s) 3.8 L V6
Transmission(s) 4-speed 4T65-E automatic
Wheelbase 109.0 in
Length 196.2 in
Width 72.7 in
Height 56.6 in
Fuel capacity 17.5 US gal
Related Buick Century
Chevrolet Impala
Chevrolet Lumina
Chevrolet Monte Carlo
Oldsmobile Cutlass Supreme
Oldsmobile Intrigue
Pontiac Grand Prix
In 1997, the Century and the Regal once again became versions of the same car, sitting on a revised W platform that was shared with the Oldsmobile Intrigue, the Pontiac Grand Prix, and the Chevrolet Impala. The Regal's length was longer than the Century. A four-door sedan was the only model offered, and differences were mostly cosmetic. As the upmarket version, the Regal offered larger engines and fancier trim, and once again boasted a newer version of the 3.8 L V6. While the Century was mainly a reliable, economy-minded car based upon the W-body, the Regal was fitted with many amenities, including heated leather seats, a Monsoon 8-speaker surround sound system, dual climate control, and expansive interior space. Few changes occurred during this version's seven-year run.
This period held the fastest Buick since the days of the Grand National, the Buick Regal GS. This car was now supercharged instead of turbocharged and produced a very respectable 240 hp (179 kW) and 280 ft·lbf (380 N·m) of torque. It has gained a reputation amongst those who know automobiles as a 'sleeper', or a car that performs better than one would expect from its looks. When introduced in 1997, Buick advertised the Regal as the "car for the supercharged family".
[edit]Engines
1997-2004 3.8 L Series II V6
1997-2004 3.8 L Series II supercharged V6
[edit]Regal LS and GS performance

The 3800 Series II L67 Supercharged engine in a 1998 GS.
The Regal LS from the factory had a 1/4 mile ET of 15.8 seconds and could do 0-60 in under 8 seconds. The supercharged Regal GS had a 1/4 mile ET of 14.7 seconds, and acceleration to 60 MPH from a dead stop took only 6.6 seconds. Those times, especially with the Regal GS are impressively quick. The Regal GS, equipped with the supercharged 3.8 liter V6 engine (L67) also produced 280 lbs/ft of torque, giving the car the launch feel of a small block V8. The aftermarket for the L67 is massive and many Regal GS owners have their cars running in the low 13s to high 12s in the quarter-mile with relatively few and inexpensive mods.
[edit]2009 Reintroduction

An article on Edmund's Inside Line [1] has stated that the Regal will be reintroduced to the North American market to replace the LaCrosse. This model will be based on the new GM Epsilon platform (the W-body is scheduled to be discontinued in 2010), and will be built and sold in both North America and China. Major exterior and interior design has come from PATAC and is the design that was originally planned for a next generation LaCrosse for North America.
[edit]In China

All Buick Regals were assembled at the Oshawa Car Assembly in Ontario, Canada. The Regal was the fourth model chosen to be assembled in China by GM Shanghai, beginning on December 26, 2002, after the Century, GL8 minivan, and the Sail. It has generated considerable sales in that market as a large, relatively luxurious model, despite being more expensive than the American version. It replaced the Century in Buick's Chinese lineup and has slightly different frontal sheetmetal from the American models. Engine choices are also very different: a 2.0 L four-cylinder and a 2.5 L V6 power the Chinese Regal.
The domestic car was less fortunate and was replaced in 2005 by the Buick LaCrosse, although the LaCrosse still uses the W platform. The final 2004 Buick Regal rolled off the assembly line on June 1, 2004.
[edit]Reference

^ GNX Performance. BuickGNX.com. Retrieved on 2007-07-10.
^ Ride With Funkmaster Flex (television show).
[edit]External links

Article on a first generation Regal
Source for Original NOS parts for GNX and Grand National Cars
Turbo Regal Website gnttype.org -Original Turbo Regal Resource
The NASCAR Regals
History of the performance Regals
Muscle Car Club Grand National page
Consumer Guide on the last Regals
Buick Grand National at Muscle Car Facts — A year by year account of the Grand National
RegalGS.org - Supercharged Regal site
Information about the 1987 Buick GNX

Buick Regal

2007-07-10T01:01:04Z

67.85.67.15:

Buick LeSabre

2007-07-10T00:55:37Z

67.85.67.15:

Buick LeSabre
From Wikipedia, the free encyclopedia
(Redirected from Buick Lesabre)
Buick LeSabre

Manufacturer General Motors
Production 1959–2005
Predecessor Buick Special
Successor Buick Lucerne
Class Full-size
Body style(s) 2-door convertible (1959-1972, 1974-1975)
2-door sedan(1959-1963)
4-door sedan
4-door hardtop(1959-1976)
2-door hardtop(1959-1976)
2-door coupe(1977-1991)
4-door station wagon(1959-1964), (1970-1990)
Related Chevrolet Caprice
Oldsmobile 88
Oldsmobile Aurora
Buick Park Avenue
Pontiac Bonneville

1959 LeSabre 2-door hardtop
The Buick LeSabre was a full-size car made by the Buick division of General Motors from 1959-2005. For many years, the LeSabre was considered the entry level full-size Buick, carrying the lowest base price in the Buick lineup. Prior to 1959, that position had been held by the full-size Buick Special model; in 1959 the LeSabre replaced the Special, a nameplate that was reintroduced in 1961 for Buick's line of compact cars.
Contents
[hide]
1 History of model
2 1959-64
3 1965-1970
4 1971-1976
5 1977-1985
6 1986-1991
7 1992-1999
8 2000-2005
9 References
[edit]History of model

The LeSabre nameplate made its first appearance on a Motorama show car in 1951 and on a production car in 1959 as the new moniker for what had previously been known as the Buick Special. The Buick LeSabre was offered in a full line of body styles except between 1965-1969 when its station wagon variant was dropped from Buick's full-size offerings. In 1977, the LeSabre was downsized along with other GM full-size models, and was available only in pillared coupe, sedan and wagon body styles.
In addition to being Buick's entry level vehicle, the LeSabre was consistently Buick's best selling full-size car. Of the four nameplates introduced in 1959 (LeSabre, Invicta, Electra, Electra 225), the LeSabre nameplate lasted the longest.
[edit]1959-64

From 1959 to 1961, the LeSabre was powered by a 364 cubic-inch V8, which was smaller than the 401 cubic-inch V8 used in the more expensive Invicta and Electra models. The 364, which was previously used in all Buicks in 1957 and 1958, was rated at 250 horsepower in standard form with an "economy" 235 horsepower version offered as a "no cost" option in 1960-61 and an optional power-pack version with four-barrel carburetor and dual exhausts that was rated at 300 horsepower. For 1962-63, the LeSabre came standard with a two-barrel carbureted version of the 401 V8 rated at 280 horsepower, or a no-cost "economy" low-compression version rated at 260 horsepower. Starting in 1964, all LeSabre models except the Estate Wagon shared their drivetrains with the mid size Buick models by switching to those models' smaller-displacement V8s.
For most years from 1959 to 1971, a three-speed manual transmission was standard equipment on all LeSabres but rarely ordered. Far more popular was the two-speed Dynaflow automatic transmission along with power steering and power brakes. For 1961 and 1962, the automatic transmission was standard on the LeSabre and all other full-sized Buicks but in 1963 was moved back to the option list on LeSabres. For 1964, the Dynaflow-based Turbine Drive was replaced by two new automatic transmissions, the two-speed Super Turbine 300 and the three-speed Super Turbine 400. A four-speed manual transmission was offered as a LeSabre option from 1963 to 1965 but only a small number of cars were so equipped.
[edit]1965-1970

Third generation
Production 1965-1970
Body style(s) 2-door convertible
2-door hardtop
4-door hardtop
Layout FR layout
Platform B-body
Engine(s) 300 in³ Buick V8
340 in³ Buick V8
350 in³ Buick V8
455 in³ Buick V8
Transmission(s) 2-speed ST-300 automatic
3-speed ST-400 automatic
3-speed TH-350 automatic
Starting in 1965, the LeSabre was available in two trim levels, the base model and the LeSabre Custom, which featured a more luxurious interior trim. The Estate Wagon model was dropped from the full-sized Buick line for a few years in favor of the stretched intermediate Special-based Buick Sport Wagon which featured a raised rear roof and glass skylight over the back seat similar to the Oldsmobile Vista Cruiser.
Offered from 1965 to 1969 was the LeSabre "400" package which included the Super Turbine "400" 3 speed automatic transmission teamed with a four-barrel high-compression version of the LeSabre's smaller V8 engine which displaced 300 cubic inches for 1964-65, 340 cubic inches for 1966-67 and 350 cubic inches from 1968 onward. During each of those years, the standard two-barrel low compression LeSabre V8 was only available with the Super Turbine 300 two-speed automatic transmission, requiring the Buick buyer preferring the three-speed automatic to order the LeSabre "400" package or the higher-priced Buick Wildcat (which replaced the Invicta in 1963) or Buick Electra models, which were powered by larger-displacement V8 engines.
Buick's practice was similar to that of Chevrolet, which at that time only offered the two-speed Powerglide automatic with most of its engine offerings in full-sized cars, while requiring buyers who preferred the similar three-speed Turbo Hydra-Matic (basically the same transmission under a different name) to order one of the larger V8 engines. Both Pontiac and Oldsmobile offered the Turbo Hydra-Matic on all of their full-sized cars with any engine offering, and three-speed automatics were also the norm on big cars from GM's medium-priced competitors such as Chrysler Newport and Mercury Monterey, which offered the TorqueFlite and Cruise-O-Matic transmissions, respectively.
In 1970, the "LeSabre 400" package was dropped as the 3 speed Turbo Hydra-Matic 350 transmission replaced the two-speed automatic on cars equipped with the 350 cubic-inch V8. The new LeSabre Custom 455 replaced the base Wildcat model from the previous year and it shared its model number with the Wildcat, along with the larger Turbo Hydra-Matic 400 transmission (formerly known as the Super Turbine 400).
[edit]1971-1976

Fourth generation
Production 1971-1976
Body style(s) 2-door convertible
2-door hardtop
4-door hardtop
4-door station wagon
Layout FR layout
Platform B-body
Engine(s) 231 in³ Buick V6
350 in³ Buick V8
455 in³ Buick V8
Transmission(s) 3-speed automatic
For 1971, the LeSabre and other full-sized Buicks were completely restyled. The same assortment of 350 and 455 cubic-inch V8s were carried over but featured lowered compression ratios and other modifications in order to enable the use of lower-octane low-lead or unleaded gasoline as a result of a General Motors corporate mandate. At mid-year, the Turbo Hydra-Matic transmission, variable-ratio power steering and power front disc brakes became standard on all LeSabre models and would remain so equipped in base form for the next 35 years until the marquee's final year in 2005.
In 1973, the LeSabre convertible model was dropped leaving the short-lived Centurion as Buick's only ragtop that year.
In 1974, the LeSabre Luxus replaced the Centurion model and it was more luxurious than the previous LeSabre Custom. It was also available with a new "performance package" which included a 455 cubic inch engine, suspension upgrades and other equipment. The Stage1 performance package also became available on the LeSabre in 1974 and that year and the convertible returned to the LeSabre lineup after a one year absence.
The 1976 Buick LeSabre was the first American full size car with a standard V6 engine and it was also one of the largest cars to be powered by a V6 engine. In that year, the last for the 1971-vintage bodyshell that was succeeded by the downsized 1977 model, the V6 was only offered on the base-level LeSabre and not mentioned in initial 1976 Buick literature issued in September, 1975 due to the fact the V6 engine was a last-minute addition to the line. The 350 cubic-inch V8 was the base engine on the LeSabre Custom and the 455 cubic-inch V8 was optional. Both V8s were optional on the base LeSabre.
[edit]1977-1985

Fifth generation

Production 1977-1985
Body style(s) 2-door coupe
4-door sedan
4-door station wagon
Platform FR B-body
Engine(s) 231 in³ Buick V6
252 in³ Buick V6
301 in³ Pontiac V8
307 in³ Oldsmobile V8
350 in³ Buick V8
350 in³ Oldsmobile diesel V8
403 in³ Oldsmobile V8
Transmission(s) 3-speed Turbo-Hydramatic
4-speed THM200-4R automatic
Wheelbase 116.0 in
The 1977 Buick LeSabre and other GM B-body full-sized cars were considerably smaller and lighter than their predecessors to the tune of losing 700-800 pounds of weight and overall length of 10 to 15 inches. The full-sized cars were the beginning of a "corporate-wide" downsizing of vehicles in order to improve fuel economy ratings following the 1973-74 energy crisis that would filter down to intermediates in 1978, personal-luxury cars in 1979 and compacts in 1980 with subsequent downsizings of each line of vehicles scheduled in subsequent years.
Though the '77 Buick LeSabre was considerable smaller on the outside, it retained very nearly as much interior roominess and trunk space as its much-larger predecessor. The engine lineup consisted of an assortment of engines including the standard 231 cubic-inch Buick-built V6 and various optional powerplants including a Pontiac-built 301 cubic-inch V8, 350 cubic-inch V8s built by both Buick and Oldsmobile, and an Olds 403 cubic-inch V8. The V6 was standard in base and Custom coupes and sedans, the 301 V8 on the new LeSabre Sport Coupe and the 350 V8 on the Estate Wagon.
From 1978 to 1980, the LeSabre Sport Coupe was powered by a turbocharged 231 cubic-inch V6 with a 4 barrel carburetor, while other LeSabre models came with the same assortment of engines as in 1977. The Pontiac 301 and Olds 403 were offered through 1979. For 1980, a new Olds 307 V8 replaced the Pontiac 301 as the first V8 option while a larger 252 cubic-inch Buick V6 was added to the option list. The "gasoline" 350 V8s were last offered in 1980, the same year that and Olds-built 350 Diesel became an option.
In 1979, the LeSabre Custom model was replaced by the LeSabre Limited and optional Strato bucket seats with a center console became available on the turbocharged Sport Coupe model.
Buick's "portholes" which had been featured on all LeSabres since 1960 were gone in 1980. That year was also the last for Buick-built V8s as a result of GM's emerging corporate engine policy dictating types of engines built by various divisions for use throughout the corporate lineup. According to the plan, Buick would build V6 engines, Pontiac would manufacture four-cylinder powerplants, Chevrolet would build both V6 and V8 engines, and V8s for larger and higher-priced cars would be sourced from Oldsmobile and Cadillac. This meant that from 1981 onward, V8-powered Buicks would feature Olds engines, both gasoline and diesel.
The turbocharged LeSabre Sport Coupe was dropped from the line after 1980 along with the Turbo V6 engine due to slow sales, with the Turbo V6 continued on the Regal and Riviera. Engine offerings on 1981-85 LeSabres included the 231 cubic-inch Buick V6 (standard on sedans and coupes), 307 cubic-inch Oldsmobile V8 (standard on wagons, optional on sedans and coupes) and the 350 cubic-inch Olds-built Diesel V8 (optional on all models). The three-speed Turbo Hydra-Matic transmission was standard equipment with the V6 and Diesel V8 but beginning in 1981, the Turbo Hydra-Matic 200 4-R four-speed automatic overdrive transmission was paired with the gasoline V8 engine for improved highway fuel economy.
[edit]1986-1991

Sixth generation

Production 1986-1991
Platform FF H-body
Engine(s) 3.8 L BuickV6
3.0 L Buick V6
Transmission(s) 4-speed 4T60 automatic
Wheelbase 110.8 in
Length 196.5 in
197.2 in
Width 72.4 in
Height 55.4 in
53.8 in

1986 Buick LeSabre coupe

Sixth generation Buick LeSabre sedan with second facelift
The 1986 LeSabre was introduced on the new front wheel drive H platform, after departing from rear wheel drive on the GM B platform. Joining the LeSabre on the H-body included the Oldsmobile Delta 88 and the 1987 Pontiac Bonneville, which returned to full-size after a short-lived run as a mid-size on the G platform. Most Buick LeSabre models from 1986 until 2005 were powered by Buick's 3.8 liter (231 cubic-inch) V6 engine which started out with 165 horsepower and gradually increased to 205 horses in later years. Some earlier models however featured the 3.0 liter (181 cubic-inch) V6 as standard.
In 1986, there was a LeSabre Grand National model that was followed by the LeSabre T/Type offered in 1987-89. For 1990, the T/Type was dropped due to slow sales and Buick's re-emphasis within the GM hieracracy as a maker of "Premium American Motorcars" rather than sporty/performance models.
Beginning in 1989 and continuing for several years, the Buick LeSabre received accolades from J.D. Power and Associates as one of the highest rated automobiles as far as customer satisfaction was concerned based on factors such as quality and reliability.
[edit]1992-1999

Seventh generation

Production 1992-1999
Body style(s) 4-door sedan
Platform FF H-body
Engine(s) 3.8 L Buick V6
Transmission(s) 4-speed 4T60-E automatic
4-speed 4T65-E automatic
Wheelbase 110.8 in
Length 200 in (1992-95)
200.8 in (1996-99)
Width 74.4 in (1996-99)
74.9 in (1992-99)
Height 55.7 in
55.6 in
55.9 in
In 1992, the LeSabre was redesigned along the same lines as the previous year's Park Avenue. The LeSabre was available only as a four-door sedan from this point forward until the car was discontinued in 2005. The headlights were streamlined with a separated amber turn signal strip wrapping around the lower front fascia. The rear fascia featured a wider trunk mouth and lower liftover height to ease loading baggage while the front was smoothed with simplified chrome molding and absent bumperettes. The LeSabre also featured GM's plastic body technologies, with high-stress plastic replacing traditional steel in the front fenders.
The LeSabre's only engine was the 3800 V6, which produced 170 hp (127 kW) in 1992. The 3513 lb (1593 kg) car got 18 mpg (13.1 L/100 km) in the city and 28 mpg (8.4 L/100 km) on the highway, which was slightly better than the 1991 car. The car accelerated to 60 mph (97 km/h) in a respectable 8.9 seconds and could cover the quarter mile in 16.9 seconds at 80 mph (129 km/h). Top speed was 107 mph (172 km/h).

1997-1999 Buick LeSabre
The LeSabre was offered in two trim levels. The Custom trim level was the base level. The Limited was the premium trim level featuring alloy wheels, front hood ornament, and fold down access panels in the rear seat to access the trunk. The car had an 18 gallon fuel tank, Anti-lock brakes, and a power radio antenna located in the rear passenger side quarter panel. Instrumentation included gas gauge, speedometer, and gear indicator. Optional instrumentation included a tachometer and temperature, oil pressure, and charging voltage gauges.
In 1996, the LeSabre received the 3800 Series II powerplant, with a gain of 35 hp due to a major re-engineering of the engine, from deck height and connecting rod length, to fuel injectors and intake manifold. The engine increased fuel economy ratings over its predecessor, 19 MPG city and 29 MPG highway EPA estimates. In 1999, Flint, Michigan's Buick City assembly plant, which built the LeSabre as well as the Pontiac Bonneville was shut down and LeSabre production moved to Hamtramck.
[edit]2000-2005

Eighth generation

Production 2000-2005
Body style(s) 4-door sedan
Layout FF layout
Platform H-body
Engine(s) 3.8 L Buick V6
Transmission(s) 4-speed 4T65-E automatic
Wheelbase 112.2 in
Length 200 in
Width 73.5 in
Height 57 in
The 2000 LeSabre was introduced in 1999 as the Buick LeSabre 2000, still as an H-body. Following the end of the 2000 model year, the automobile reverted to the Buick LeSabre nameplate.
The LeSabre was manufactured at GM's Detroit/Hamtramck Assembly factory in Hamtramck, Michigan on an updated revision of the H platform also shared with the Pontiac Bonneville. Among the significant changes made to the LeSabre over the previous generation was a grille that did not open with the hood, and smaller overall dimensions with slightly larger interior room.
2000 LeSabres carried over the previous Custom and Limited trim levels and in 2003 added a new Celebration Edition package in recognition of Buick's Centennial. The Celebration Edition featured all the standard equipment of the Limited with a choice pearlescent White Diamond or Crimson Pearl tricoat paint schemes, a blacked-out grille, 16" chrome wheels, and special badging. Other features optional or standard on the LeSabre included Stabilitrak, OnStar, EyeCue heads-up display, all-weather traction control, automatic load-leveling, side airbags, tire pressure monitoring system, heated seats, dual-zone climate control, and RainSense automatic windshield wipers.
LeSabre carried the title of America's Best-Selling Full-size Car until its demise at the end of the 2005 model year. The car was replaced with the 2006 Buick Lucerne.
The last LeSabre rolled off the Lake Orion, Michigan assembly line on June 18, 2004 (retooling the plant to build the Pontiac G6) and the last Hamtramck, Michigan LeSabre rolled off the assembly line on July 22, 2005.
Power 205 hp Torque 230 lb./ft.
[edit]References

Patrick Bedard. "Buick LeSabre". Car and Driver (March 1992): 128–129.

Wikimedia Commons has media related to:
Buick LeSabre

[hide] v • d • e Buick, a division of General Motors, automobile timeline, United States market, 1980s-present
Type 1980s 1990s 2000s
0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9
Subcompact Skyhawk Skyhawk
Compact Somerset
Skylark Skylark Skylark
Mid-size Century Century Century
Regal Regal Regal LaCrosse
Full-size Riviera Riviera Riviera
LeSabre LeSabre LeSabre LeSabre Lucerne
Electra Electra Park Avenue Park Avenue
Estate Roadmaster
Crossover Rendezvous Enclave
SUV Rainier
Minivan Terraza
Sports Reatta
Categories: Buick vehicles | Front wheel drive vehicles | Full-size vehicles | Sedans | Coupes | Rear wheel drive vehicles
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Disclaimers

2000 Buick LaCrosse

2007-07-08T14:47:49Z

67.85.67.15:

The standard configuration is a closed sedan with a large tinted-glass sunroof that can be opened for star gazing or extra ventilation. In response to a voice command, LaCrosse's sunroof retracts and a single assembly that combines the back window and trunk lid slides forward to convert the trunk into an open cargo bay. Another voice command switches the rear seat into an additional load floor.

Cargo load floor: 40.0x96.0/1016x2438

Buick Blackhawk

2007-07-06T02:31:29Z

67.85.67.15:

The Buick Blackhawk is not just any customized car – it’s designed to emphasize Buick’s heritage of distinctive design and outstanding power for the specialized audiences that attend custom/hot rod shows.

"This is a very special show car," said Michael E. Doble, Buick’s special vehicles manager: "It has classic styling combined with contemporary proportions. If you’re talking about customized cars, the Blackhawk is the ultimate expression of Buick."
Retractable convertible with styling from the ‘30s

The Blackhawk is basically a 2-plus-2 convertible with a retractable top, and a body that looks like it came out of the late 1930s or ‘40s – because it did. Its face is a classic 1939 Buick grille, which has a pattern of fine vertical bars, and its major sheet metal combines the sleek bodies of 1941 and 1948 Buick Roadmasters.

All of this except the grille has been modified, and the final appearance – featuring black cherry paint, doors without handles and hidden headlamps – is of a streamlined yet retro head-turner that looks like it was created specifically for the Woodward Dream Cruise.

A show car for a special audience

In a sense it was. Doble has been in charge of creating Buick show and concept cars as well as some specialty production models for the last 15 years. Mostly, his Buick concepts have been built to headline major auto shows at Detroit, Los Angeles, Chicago and New York. But the Blackhawk was created to fill a different need – one he perceived when he attended custom and hot rod shows and caught the enthusiasm of their crowds.

"The Blackhawk is a highly altered car, picking up design cues from Buick’s heritage. It will be a great showpiece for a lot of events as we head toward Buick’s centennial in 2003."

To Buick General Manager Roger W. Adams, the Blackhawk creates "a very interesting statement for Buick to make as we approach our centennial. Buicks have always had a strong element of power and distinctive style – and this is a good time to remind folks of that."

He said Buick leaders have long promoted the marque’s upscale image and such key Buick attributes as comfort, convenience, safety and security. But in the last couple of years there has been new emphasis on more expressive Buicks.

One example is the 1999 concept Cielo, a " no-compromise" convertible with roof rails and retractable top. Another is the 2000 concept LaCrosse, described as a "drop-dead gorgeous" flagship sedan, which packages styling cues from Buick’s past (such as vertical-bar grille, portholes and side sculpture from the ‘50s) in a refreshing way. LaCrosse, incidentally, can also reveal a pickup-type rear cargo area on a single voice command. Still another example is Rendezvous, a production Buick SUV for the 2002 model year that Adams says is more versatile than any other vehicle in its class.

The Blackhawk, while not intended for major auto shows, adds to that new trend with a more aggressive take on styling heritage and power. And, Doble said, the Blackhawk is "no trailer queen." It’s meant to be driven, maybe even from custom show to custom show across the country.

Blackhawk power: 463-hp V-8; 0-60 in under 5 seconds

The Blackhawk’s performance goal is 0-60 miles per hour in under 5 seconds. Its powertrain is a 1970-vintage 455-cubic-inch Buick GS Stage III V-8 engine, heavily detailed and mated to the latest electronically controlled four-speed automatic transmission. The naturally aspirated, overhead valve, fuel-injected engine generates 463 horsepower at 4600 rpm and 510 lb-ft of torque at 4200 rpm.

While Doble had the idea of creating a great Buick custom car with heritage overtones, he did not create the Blackhawk. He took his ideas to five companies and they came back with a number of creative concepts, all of which were well received by Doble. Finally he chose one of four concepts submitted by Steven D. Pasteiner, a former Buick designer who owns a design and prototype company, Advanced Automobile Technologies, in Rochester Hills, Mich.

Pasteiner had done major design work on a number of Buick concepts over the years – such as Questor, Sceptre, Park Avenue Essence, Signia and XP2000, all well-known names to students of industry dream cars. He had also designed such production Buicks as GS models of the late 1960s and Regals from the 1970s until he left General Motors Design to create his own company in 1989.

Designer: "This is the ultimate Buick custom car."

Pasteiner’s enthusiasm for the Blackhawk matches Doble’s.

"This is the ultimate Buick custom car," Pasteiner said. "We used the 1939 grille because it is one of the most significant in Buick history. Those vertical bars are hints of the grilles that became Buick icons in the ‘40s and early ‘50s. The grille sets the tone for the Blackhawk. But we also liked the ‘torpedo’ body from the top-of-the-line Buicks of the 1940s."

Said Doble: "We wanted the best from Buick history, but also we wanted to create a contemporary design. For example, the Blackhawk has a split windshield, which is right for that era – yet the windshield glass is curved, a more modern feature. Even the side glass is curved."

Hand-made components

Many of the Blackhawk’s major components are hand made, such as the frame, the unique carbon-fiber top and the retractable system that lowers the top into the trunk (leaving a small luggage area).

Other features include a fully independent suspension, remote keyless entry (so you can open the doors, which don’t have exterior handles) and dual exhaust with three-inch pipes. The Blackhawk is equipped with 18-inch five-spoke alloy wheels (a style similar to those on uplevel Rivieras, Wildcats and Skylarks of ’65) with high speed, Z-rated tires -- P295/35R18 on the front and P295/45R18 on the rear.

As an accent complementing the exterior design, a slightly different shade of dark cherry is used to create a "sweepspear" along the sides of the body. The sweepspear is a decoration that first showed up on some ’49 Roadmasters and later became a shape sculpted into the sides of ‘50s Buicks. It’s basically a horizontal line that sweeps in a downward curve along the doors toward the base of the leading edge of the rear fender, then kicks up over the rear wheel openings. It’s a look that reappeared in the 1999 Cielo and 2000 LaCrosse concepts, both Doble projects.

Emphasizes industry first for Buick: Lighted turn signals

While the Blackhawk looks to be from somewhere in time, it’s hard to pin down where. Borrowed from the same 1939 Buick that donated the grille, a lighted logo device in the middle of the trunk exterior incorporates turn signals – a reminder that this particular ’39 Buick feature was the industry’s first production turn signal. Borrowed from contemporary technology, the Blackhawk is equipped with Global Positioning System navigation tied to a liquid crystal display screen.

And borrowed from a 1996 Buick Riviera – one of the most luxurious of all Buicks -- is the heavily modified Blackhawk interior. That includes buff color leather for the door trim and seats, plus design of the instrument panel and center console (though the wood-rimmed steering wheel is unique). The custom car was created in the spring of 2000.

Even the name is borrowed. Buick introduced a subcompact Skyhawk for 1975 and the hawk symbol became an icon for the entire Buick line through the 1980s.

Buick Blackhawk

2007-07-06T02:30:06Z

67.85.67.15:

The Buick Blackhawk is not just any customized car – it’s designed to emphasize Buick’s heritage of distinctive design and outstanding power for the specialized audiences that attend custom/hot rod shows.

"This is a very special show car," said Michael E. Doble, Buick’s special vehicles manager: "It has classic styling combined with contemporary proportions. If you’re talking about customized cars, the Blackhawk is the ultimate expression of Buick."
Retractable convertible with styling from the ‘30s

The Blackhawk is basically a 2-plus-2 convertible with a retractable top, and a body that looks like it came out of the late 1930s or ‘40s – because it did. Its face is a classic 1939 Buick grille, which has a pattern of fine vertical bars, and its major sheet metal combines the sleek bodies of 1941 and 1948 Buick Roadmasters.

All of this except the grille has been modified, and the final appearance – featuring black cherry paint, doors without handles and hidden headlamps – is of a streamlined yet retro head-turner that looks like it was created specifically for the Woodward Dream Cruise.

A show car for a special audience

In a sense it was. Doble has been in charge of creating Buick show and concept cars as well as some specialty production models for the last 15 years. Mostly, his Buick concepts have been built to headline major auto shows at Detroit, Los Angeles, Chicago and New York. But the Blackhawk was created to fill a different need – one he perceived when he attended custom and hot rod shows and caught the enthusiasm of their crowds.

"The folks who attend those shows are very excited and knowledgeable about cars," he said. "We felt we needed a custom Buick for that audience, but not a hot rod. Hot rods tend to have simple bodies, exposed engines, large rear wheels and lots of chrome. But when you build a custom, it’s like you’re redesigning a car.

"The Blackhawk is a highly altered car, picking up design cues from Buick’s heritage. It will be a great showpiece for a lot of events as we head toward Buick’s centennial in 2003."

To Buick General Manager Roger W. Adams, the Blackhawk creates "a very interesting statement for Buick to make as we approach our centennial. Buicks have always had a strong element of power and distinctive style – and this is a good time to remind folks of that."

He said Buick leaders have long promoted the marque’s upscale image and such key Buick attributes as comfort, convenience, safety and security. But in the last couple of years there has been new emphasis on more expressive Buicks.

One example is the 1999 concept Cielo, a " no-compromise" convertible with roof rails and retractable top. Another is the 2000 concept LaCrosse, described as a "drop-dead gorgeous" flagship sedan, which packages styling cues from Buick’s past (such as vertical-bar grille, portholes and side sculpture from the ‘50s) in a refreshing way. LaCrosse, incidentally, can also reveal a pickup-type rear cargo area on a single voice command. Still another example is Rendezvous, a production Buick SUV for the 2002 model year that Adams says is more versatile than any other vehicle in its class.

The Blackhawk, while not intended for major auto shows, adds to that new trend with a more aggressive take on styling heritage and power. And, Doble said, the Blackhawk is "no trailer queen." It’s meant to be driven, maybe even from custom show to custom show across the country.

Blackhawk power: 463-hp V-8; 0-60 in under 5 seconds

The Blackhawk’s performance goal is 0-60 miles per hour in under 5 seconds. Its powertrain is a 1970-vintage 455-cubic-inch Buick GS Stage III V-8 engine, heavily detailed and mated to the latest electronically controlled four-speed automatic transmission. The naturally aspirated, overhead valve, fuel-injected engine generates 463 horsepower at 4600 rpm and 510 lb-ft of torque at 4200 rpm.

While Doble had the idea of creating a great Buick custom car with heritage overtones, he did not create the Blackhawk. He took his ideas to five companies and they came back with a number of creative concepts, all of which were well received by Doble. Finally he chose one of four concepts submitted by Steven D. Pasteiner, a former Buick designer who owns a design and prototype company, Advanced Automobile Technologies, in Rochester Hills, Mich.

Pasteiner had done major design work on a number of Buick concepts over the years – such as Questor, Sceptre, Park Avenue Essence, Signia and XP2000, all well-known names to students of industry dream cars. He had also designed such production Buicks as GS models of the late 1960s and Regals from the 1970s until he left General Motors Design to create his own company in 1989.

Designer: "This is the ultimate Buick custom car."

Pasteiner’s enthusiasm for the Blackhawk matches Doble’s.

"This is the ultimate Buick custom car," Pasteiner said. "We used the 1939 grille because it is one of the most significant in Buick history. Those vertical bars are hints of the grilles that became Buick icons in the ‘40s and early ‘50s. The grille sets the tone for the Blackhawk. But we also liked the ‘torpedo’ body from the top-of-the-line Buicks of the 1940s."

Said Doble: "We wanted the best from Buick history, but also we wanted to create a contemporary design. For example, the Blackhawk has a split windshield, which is right for that era – yet the windshield glass is curved, a more modern feature. Even the side glass is curved."

Hand-made components

Many of the Blackhawk’s major components are hand made, such as the frame, the unique carbon-fiber top and the retractable system that lowers the top into the trunk (leaving a small luggage area).

Other features include a fully independent suspension, remote keyless entry (so you can open the doors, which don’t have exterior handles) and dual exhaust with three-inch pipes. The Blackhawk is equipped with 18-inch five-spoke alloy wheels (a style similar to those on uplevel Rivieras, Wildcats and Skylarks of ’65) with high speed, Z-rated tires -- P295/35R18 on the front and P295/45R18 on the rear.

As an accent complementing the exterior design, a slightly different shade of dark cherry is used to create a "sweepspear" along the sides of the body. The sweepspear is a decoration that first showed up on some ’49 Roadmasters and later became a shape sculpted into the sides of ‘50s Buicks. It’s basically a horizontal line that sweeps in a downward curve along the doors toward the base of the leading edge of the rear fender, then kicks up over the rear wheel openings. It’s a look that reappeared in the 1999 Cielo and 2000 LaCrosse concepts, both Doble projects.

Emphasizes industry first for Buick: Lighted turn signals

While the Blackhawk looks to be from somewhere in time, it’s hard to pin down where. Borrowed from the same 1939 Buick that donated the grille, a lighted logo device in the middle of the trunk exterior incorporates turn signals – a reminder that this particular ’39 Buick feature was the industry’s first production turn signal. Borrowed from contemporary technology, the Blackhawk is equipped with Global Positioning System navigation tied to a liquid crystal display screen.

And borrowed from a 1996 Buick Riviera – one of the most luxurious of all Buicks -- is the heavily modified Blackhawk interior. That includes buff color leather for the door trim and seats, plus design of the instrument panel and center console (though the wood-rimmed steering wheel is unique). The custom car was created in the spring of 2000.

Even the name is borrowed. Buick introduced a subcompact Skyhawk for 1975 and the hawk symbol became an icon for the entire Buick line through the 1980s.

Cadillac Fleetwood Brougham

2007-07-04T03:02:52Z

67.85.67.15:

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Cadillac Fleetwood Brougham
From Wikipedia, the free encyclopedia
Cadillac Fleetwood Brougham
Manufacturer General Motors
Production 1947–1996
Successor Cadillac Sixty Special
Class Full-size luxury car
Body style(s) 2-door coupe
2-door convertible
4-door sedan
4-door limousine
The Cadillac Fleetwood Brougham was a large automobile produced from 1947 through 1996. The name combined two famous Cadillac trim lines, Fleetwood and Brougham, and was intended to signify the finest that the maker could produce.
Contents
[hide]
1 1947-1954
2 1955-1964
3 1965-1976
4 1977-1984
5 1985-1991
6 1993-1996
7 References
[edit]1947-1954

First generation

Production 1947–1948
Body style(s) 2-door coupe
2-door convertible
4-door sedan
4-door limousine
Second generation
Production 1949–1954
Body style(s) 2-door coupe
2-door convertible
4-door sedan
4-door limousine
The first Cadillac to bear the name was the 1947 Fleetwood Brougham, with a sedan version and with a coupe version and with a limousine appearing in 1947.
Part of the Cadillac Series 60 line, it was a closed, two-door coupé, two-door convertible, 4-door sedan, and a 4-door limousine was Cadillac's first pillarless hardtop and convertible besides the Coupe DeVille and Sedan DeVille. Intended as a prestige model, at $3,497 it was one of the most expensive models of the Series 62 line. It was luxuriously trimmed, with leather upholstery and chrome 'bows' in the headliner to simulate the ribs of a convertible top. The first-year Fleetwood Brougham were sold 2,150 units, but 1950 sales were more than double, and 1951 more than doubled those of the previous year.
For 1951, major styling changes were performed. The cars were lower and sleeker, with longer hoods, and one-piece windshields were fitted. The Series 61 was again a short wheelbase model, having been reduced to 122 in.
The Series 61 was discontinued in the middle of the 1951 model year due to lagging sales.
The 1953 Fleetwood Brougham was a special-bodied, low-production convertible (532 units in total). It was the production version of the 1952 Fleetwood Brougham "Golden Anniversary" concept car. Available in four unique colors (Aztec Red, Alpine White, Azure Blue and Artisan Ochre — the latter is a yellow hue, although it was shown erroneously as black in the color folder issued on this rare model). Convertible tops were available in either black or white Orlon. There was no special badging on the car, other than the "Fleetwood Brougham" nameplate, in "gold", in the center of the dash. A hard tonneau cover, flush with the rear deck, hid the top in the open car version. Although it was based on the regular Series 62 convertible and shared its engine, it was nearly twice as expensive at US$7,750.
This first Fleetwood Brougham had a wraparound windshield and a cut-down beltline, the latter signifying a dip in the sheetmetal at the bottom of the side windows. These two touches were especially beloved by General Motors Styling Chief Harley Earl and subsequently were widely copied by other marques. In fact, throughout the 50s, Fleetwood Broughams was GM's styling leader, and since GM led the industry, where the Fleetwood Brougham went, everyone else would tend to follow.
In 1954, Fleetwood Brougham lost its unique sheet metal, sharing its basic body shell with standard Cadillacs. Distinguished now mainly by trim pieces, this allowed GM to lower the price and they were rewarded with a substantial jump in sales.
The original Fleetwood Brougham was simply a more-upscale trim line than the Sixty Special, with tray tables and footrests in the rear.
[edit]1955-1964

Third generation
Production 1955–1958
Body style(s) 2-door coupe
2-door convertible
4-door sedan
4-door limousine
Fourth generation
Production 1959–1964
Body style(s) 2-door coupe
2-door convertible
4-door sedan
4-door limousine
For 1955, the Fleetwood Broughams body gained its own rear end styling with high, slender, pointed tailfins. These contrasted with the rather thick, bulbous fins which were common at the time and were an example of Fleetwood Brougham once again pointing the way forward.
In 1956 the Fleetwood Brougham was joined by the Sedan de Ville, a four-door hardtop sedan and the Coupe de Ville a two-door hardtop coupe and a two-door convertible coupe. The Sedan de Ville would ultimately outlive its two-door predecessor. For 1956, a two-door hardtop coupé version appeared, called the Eldorado Seville.
1957 saw the base Fleetwood Brougham and Seville coupe once again present an innovative rear-end design, a low, downswept fenderline capped by a pointed, in-board fin. The rear fenders were commonly referred to as "chipmunk cheeks". This concept was used for two years, but did not spawn any imitators.
1957 was chiefly notable, though, for the introduction of one of GM's most memorable designs, the Eldorado Brougham. This four-door hardtop with rear-opening rear doors was an ultra-luxury car that cost an astonishing $13,000+, more than the Rolls-Royce Silver Cloud of the same year. It featured a stainless steel roof, air suspension, the first dual headlights, the first memory power seats, and every possible kind of appearance and convenience feature that GM's most inventive minds could devise. This design ran for two years and of course sold in very small quantities (704 units in total) owing to the price. It has been estimated that GM lost $10,000 on every one, but these virtually hand-assembled cars are today among the rarest and most collectible of all postwar American models.
A different Eldorado Brougham was sold for 1959 and 1960. These cars were not quite so extravagantly styled but were very unusual pieces in themselves. Priced at $13,075, they cost $1 more, each, than their older siblings. The design was 100% Cadillac but the company contracted out the assembly to Pininfarina of Italy, with whom the division has had a long-running relationship, and these Eldorado Broughams were essentially hand-built in Italy. Their discreet, narrow taillights, nicely integrated into modest tailfins, contrasted sharply with the "rocketship" taillights and massive fins of the standard 1959 Cadillacs and were an indication of where Caddy styling would go in the next few years. However, build quality was not nearly to the standard of the Detroit hand-built 1957–1958's, and the 1959–1960 Broughams are less desirable, it seems, than the 1st generation Broughams, although their value and collectibility remain high.
In 1959 the Fleetwood line was separated in a distinct Series 63.
[edit]1965-1976

Fifth generation
Production 1965–1968
Body style(s) 2-door coupe
2-door convertible
4-door sedan
4-door limousine
Sixth generation
Production 1969–1970
Body style(s) 2-door coupe
2-door convertible
4-door sedan
4-door limousine
Seventh generation

Production 1971–1973
Body style(s) 2-door coupe
2-door convertible
4-door sedan
4-door limousine
Eighth generation

Production 1974–1976
Body style(s) 2-door coupe
2-door convertible
4-door sedan
4-door limousine
Beginning in 1965, Fleetwood Brougham denoted Cadillac's flagship model, above the Calais and the DeVille.
Performance was sprightly, with 0-60 mph (0-96 km/h) in less than nine seconds, although the standard drum brakes were inadequate (disc brakes were optional in 1965 and standard starting in 1966). Sales were excellent despite high list prices.
For 1968 the Fleetwood Brougham gained slight exterior changes to comply with new federal safety and emissions legislation, and as with the rest of the Cadillac lineup, a new 472 in³ (7.7 L) V8 engine rated at 375 hp (sae gross). In 1969 it lost its hidden headlamps and picked up as options a halo vinyl roof and later in the model year a power sunroof option. For the 1970 model year, this body style Fleetwood Brougham introduced the new 500 in³ 8.2 L V8 engine (rated sae gross 400 hp/550 ft·lbf in 1970) that would be an Fleetwood Brougham exclusive until it became standard on all full size Cadillacs for model years 1970 through 1976.
For 1965, the Eldorado and Sixty Special officially became part of the Fleetwood line along with the Seventy-Five. In 1966, Fleetwood Brougham became a separate model line.
The Fleetwood Brougham, like other Cadillacs, grew substantially larger and more powerful from 1949 through the early 1970's. By 1973 it was 4 in. (101.6 mm) longer in wheelbase, 17 inches (431.8 mm) longer overall, and more than 900 lb (408 kg) heavier, and its standard V8 engine had grown from 331 in³ (5.4 L) to 472 in³ (7.7 L).
The Fleetwood Brougham remained a 'B' pillared hardtop with frameless doors from 1965 through the 1976 model year. 1965 thru 1967 models had window vents on all 4 doors. this means a total of 8 side windows. 1968 dropped these vents on the front doors. 1969 dropped them on back doors.
[edit]1977-1984

Ninth generation

Production 1977–1984
Body style(s) 2-door coupe
4-door sedan
4-door limousine
In 1977, the first generation of down-sized Cadillacs included mechanically similar Devilles and Fleetwoods, with the latter still occupying the top of the lineup. The models were almost identical from 1977 through 1984.
When General Motors initiated the redesign of the B-body and C-body for the 1977 model year the De Ville (and all other full-size GMs) shrank by 9.8 in (249 mm) and about 750 lb (340 kg). The new standard engine was a 425 in³ (6.9 L) V8.
[edit]1985-1991

Tenth generation
Production 1985–1988
Body style(s) 2-door coupe
2-door convertible
4-door sedan
4-door limousine
Eleventh generation

Production 1989–1992
Body style(s) 2-door coupe
2-door convertible
4-door sedan
4-door limousine
In 1985, the second generation of down-sized Devilles and Fleetwoods (other than the Brougham) would see a switch to front wheel drive. This drastic downsizing did not prove popular with consumers and soon Lincoln was outselling Cadillac. The Fleetwood Brougham had merely become a mid-size model, and continued to compete with other mid-size luxury sedans such as the BMW 5-Series, Lincoln Continental, Mercedes-Benz 500E, Volvo 700, Acura Legend and Audi 100.
From 1986 through 1992, Fleetwood Brougham was an option package on the Deville.
[edit]1993-1996

Thirteenth generation
Production 1993–1997
Body style(s) 4-door sedan
4-door limousine
For 1993, the Fleetwood Brougham was redesigned and moved to the D-body platform to replace the Brougham. The wheelbase grew to 113.8 inches.
The Fleetwood Brougham was available with the new 260 hp, 330 lb./ft. (201 kW) LT1 Chevrolet 350 V8, derived from the Chevrolet Corvette and shared with the Chevrolet Impala SS, Chevrolet Caprice 9C1, and Buick Roadmaster.
The Cadillac Fleetwood, along with its B-Body stablemates, was retired by General Motors in December of 1996.
[edit]References

Arthur St. Antoine (April 1989). "Cadillac Fleetwood Road Test". Car and Driver 34 (10): 55–61.

[hide] v • d • e Cadillac road car timeline, 1930s-present
Type 1930s 1940s 1950s 1960s 1970s 1980s 1990s 2000s
0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9
Entry-level 60 61 WWII 61 Cimarron BLS
355 70/80 62 Series 62 6200 Calais Catera CTS
Mid-size Seville STS
Full-size Coupe de Ville/Sedan DeVille DTS
60S Sixty Special Fleetwood Flwd60S Fleetwood Fleetwood
Limousine 355 72/75/85 Series 75 6700 Fleetwood 75 FL FB Brougham
Personal Luxury Eldorado
Crossover BRX
SRX
SUV Escalade
Roadster Allanté XLR
Halo V-16 Brougham
Categories: Cadillac vehicles | Full-size vehicles
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2007-07-04T01:39:34Z

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2007-07-04T01:37:25Z

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2007-07-04T01:35:32Z

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2007-07-04T01:33:35Z

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Allison Transmission

2007-07-04T01:24:49Z

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Allison Transmission is a manufacturer of automatic transmissions for medium and heavy-duty commercial vehicle applications. Currently operated as a subsidiary of General Motors (Powertrain Division), the company's headquarters are located in Indianapolis, Indiana. On June 28, 2007, GM announced that it was selling its Allison unit to private equity firms The Carlyle Group and Onex Corporation, in a deal valued at $5.6 billion.[1]
The original Indianapolis plant dates to the September 14, 1915 founding of the Indianapolis Speedway Team Company by James A. Allison. Changing its name in 1918 to the Allison Experimental Company, the company contributed to the United States' buildup to fight World War I. In 1909, James Allison started the Indianapolis 500 race to prove the automobile components they manufactured. Now known as the Allison Engineering Company, Allison produced bearings for the Liberty engine.
In addition to its Indianapolis plant, Allison operates manufacturing facilities in Baltimore (US), Szentgotthard (Hungary), and Santo Amaro (Brazil).
General Motors purchased the company in 1929 on the death of the founder, becoming the Allison Division in 1934. The company's V1710 12-cylinder aircraft engine made the Allison Engine Company a major force in aviation. In the 1960s, the company produced the M551 and M109 for the military.
In the 1940s, Allison introduced the CD-850 tank transmission, transforming the company again. The company's MT-25 was its first major success in on-road transmissions, and the company continues to produce high-torque automatic transmissions today. Allison six-speed automatic transmissions can commonly be found fitted to buses from Motor Coach Industries.
Allison Transmission developed the hybrid electric technology that General Motors will use in the forthcoming hybrid-drive vehicles, and is incorporated in hybrid propulsion systems for buses primarily assembled by New Flyer Industries and Gillig Corporation.[1]

Hybrid Electric EP50 Drive Unit
[edit]Products

'''Allison Transmisson''' will be sold to some equity firms for US $5.6 billion.
[[General Motors]] announced earlier this morning that it has agreed to sell Allison Transmission to two private equity firms. The Carlyle Group and Onex Corp. will purchase both the commercial and military ends of Allison, all for the bargain price of $5.6 billion.

The plan is to sell of the firm's seven manufacturing centers throughout Indianapolis, along with the company's sale offices and a worldwide distribution complex. However, GM plans to retain its Baltimore plant to produce both regular and hybrid two-mode transmissions for it's trucks and SUVs.

Naturally, the regulators and the unions will want to have their say first, so don't expect anything solid until later in the third quarter of 2007.

[Source: Yahoo News]

==See Also==
{{Allison Transmission}}

{{GM}}

==External Links==

* [http://www.autoblog.com/2007/06/28/gm-selling-allison-transmission-for-5-6b/ GM selling Allison Transmission for $5.6B]
* [http://jalopnik.com/cars/we-know-this-world-is-killing-you/gm-selling-allison-transmission-273362.php We Know This World Is Killing You: GM Selling Allison Transmission]