Buick Roadmaster Estate (1992)
Buick revived the Roadmaster name for a B-body station wagon in 1991, replacing the Estate Wagon in the lineup. Using the 115.9-inch (2,940 mm) wheelbase that was introduced for the 1977 model year, the wagon was called the Roadmaster Estate Wagon. A sedan joined the wagon for 1992, with its own distinct sheet metal, although it shared parts with other full-size GM models. The Roadmaster Estate was a badge engineered Chevrolet Caprice Estate (also sold as the Oldsmobile Custom Cruiser) the three variants differing mainly in grille design and trim. It was slightly larger than the all-new Buick Park Avenue in 1991.
Simulated woodgrain side and back panels (made of vinyl) were standard on the Roadmaster Estate, although a delete option (WB4 wood delete) was available for credit. The "Vista Roof", a fixed sunroof over the second-row seats that was not available on the Caprice, was standard as well. The Roadmaster Estate could seat up to eight with an optional third-row seat. All these wagons initially used Chevrolet's 5.0 L small-block V8, but both Buicks used the larger 5.7 L version from 1992.
From 1994–1996, the Roadmaster, like all B-Body variants, began utilizing the iron head version of the Gen II LT1 V8, its 350 c.i/5.7 liters producing 260 hp (194 kW) and 335 lb·ft (454 N·m) of torque. The switch from the Gen I TBI 5.7L V8 was due to increasing standards for emissions and fuel economy that the aging Gen I could no longer meet. This motor was shared with the Impala SS of the same era and was related to the 4.3 L/265 c.i. L99 V8 that was the base motor for the Chevrolet Caprice, and varied mainly from the F body and Corvette applications by:
A) using iron heads rather than aluminum (specified by police departments for durability and utilized throughout the B-Body line) B) a milder cam that produced a better torque curve for the heavy B-Bodies. C) various intake silencers used to make the engine more palatable to the luxury market and/or pass drive-by noise standards. D) Two bolt main journal bearing caps (also true with the F-body LT1 engines, but not the Corvette).
The Roadmaster was only delivered with the 5.7 L LT1, however, and such cars can be detected visually by a factory-installed stainless steel dual exhaust. The interior of the LT1 cars are distinguished by utilizing analog gauges rather than digital. However, unlike its stablemates, the 9C1 Caprice and Impala SS the Roadmaster was limited to 108 mph (174 km/h) due to the factory-fitted tires not being rated to run the 140 mph (230 km/h) plus the 9C1 and SS were capable of. The engine returns 17 mpg-US (14 L/100 km; 20 mpg-imp) city/25 mpg-US (9.4 L/100 km; 30 mpg-imp) highway for a 4,200 lb (1,900 kg) full-sized car (4500 lb for the wagon), up 1 mpg-US city from the previous version.
The transmission from 1994–96 was changed from the 'analog' 700R4/4L60 to the electronically controlled version of the same, the 4L60E.
Ordered with the towing package, the 94-96 Roadmaster was advertised to tow up to 5000 pounds, although the Estate Wagon owner's manual extended that to 7,000 lbs when using a weight distributing hitch, dual sway controls, increasing the rear tire pressure to 35 psi and disabling the Electronic Level Control. The tow package added 2.93 gears and a limited slip differential, heavy duty cooling system including oil and transmission coolers, and a factory installed self leveling rear suspension consisting of air shocks, a height sensor between the rear axle and body and an on-board air compressor. The most distinctive feature was the combination of one conventional fan driven mechanically from the engine alongside of one electric fan, offset to the left (non-towpack cars came with two electric fans).
GM discontinued both the Roadmaster sedan and the Roadmaster Estate in 1996, ending production on December 13 of that year. This was blamed on the smaller but more expensive and luxurious Park Avenue growing in size; the Roadmaster trim levels never exceeded that of the smaller but still full-sized Buick LeSabre, as this enabled the Park Avenue to remain as Buick's flagship car. Interestingly, both the Park Avenue and LaSabre were front-engine front-wheel drive cars, in contrast to the Roadmaster's front-engine rear-wheel drive layout. Another reason was largely a response to the SUV craze, as the Arlington, Texas factory where the assembly line that specialized in RWD cars were built was converted to truck and SUV production. Along with the discontinuation of the related Cadillac Fleetwood and Chevrolet Caprice, this signalled the end of General Motors' production of rear-wheel drive, full-size cars. When discontinued, the Roadmaster Estate and the similar Chevrolet Caprice wagon brought up the end of the era of the full-size family station wagon.
Canada's prime minister from 1993–2003, the Right Honourable Jean Chretien, was driven in armoured Buick Roadmasters during his term of office
[Text from Wikipedia]
en.wikipedia.org/wiki/Buick_Roadmaster
This Lego miniland scale 1992 Buick Roadmaster Estate has been created for Flickr LUGNuts' 96th Build Challenge - The 8th Birthday, titled - 'Happy Crazy Eight Birthday, LUGNuts' - where all previous build challenges are available to build to. This model is built to the LUGNuts 81st Build Challenge, - "Generation Gap" - a challenge to build a vehicle or group of vehicles which represent a car line that has existed in more than one generation.This model complements the 1950 Buick Roadmaster Estate posted recently.
Buick Roadmaster Estate (1992)
Buick revived the Roadmaster name for a B-body station wagon in 1991, replacing the Estate Wagon in the lineup. Using the 115.9-inch (2,940 mm) wheelbase that was introduced for the 1977 model year, the wagon was called the Roadmaster Estate Wagon. A sedan joined the wagon for 1992, with its own distinct sheet metal, although it shared parts with other full-size GM models. The Roadmaster Estate was a badge engineered Chevrolet Caprice Estate (also sold as the Oldsmobile Custom Cruiser) the three variants differing mainly in grille design and trim. It was slightly larger than the all-new Buick Park Avenue in 1991.
Simulated woodgrain side and back panels (made of vinyl) were standard on the Roadmaster Estate, although a delete option (WB4 wood delete) was available for credit. The "Vista Roof", a fixed sunroof over the second-row seats that was not available on the Caprice, was standard as well. The Roadmaster Estate could seat up to eight with an optional third-row seat. All these wagons initially used Chevrolet's 5.0 L small-block V8, but both Buicks used the larger 5.7 L version from 1992.
From 1994–1996, the Roadmaster, like all B-Body variants, began utilizing the iron head version of the Gen II LT1 V8, its 350 c.i/5.7 liters producing 260 hp (194 kW) and 335 lb·ft (454 N·m) of torque. The switch from the Gen I TBI 5.7L V8 was due to increasing standards for emissions and fuel economy that the aging Gen I could no longer meet. This motor was shared with the Impala SS of the same era and was related to the 4.3 L/265 c.i. L99 V8 that was the base motor for the Chevrolet Caprice, and varied mainly from the F body and Corvette applications by:
A) using iron heads rather than aluminum (specified by police departments for durability and utilized throughout the B-Body line) B) a milder cam that produced a better torque curve for the heavy B-Bodies. C) various intake silencers used to make the engine more palatable to the luxury market and/or pass drive-by noise standards. D) Two bolt main journal bearing caps (also true with the F-body LT1 engines, but not the Corvette).
The Roadmaster was only delivered with the 5.7 L LT1, however, and such cars can be detected visually by a factory-installed stainless steel dual exhaust. The interior of the LT1 cars are distinguished by utilizing analog gauges rather than digital. However, unlike its stablemates, the 9C1 Caprice and Impala SS the Roadmaster was limited to 108 mph (174 km/h) due to the factory-fitted tires not being rated to run the 140 mph (230 km/h) plus the 9C1 and SS were capable of. The engine returns 17 mpg-US (14 L/100 km; 20 mpg-imp) city/25 mpg-US (9.4 L/100 km; 30 mpg-imp) highway for a 4,200 lb (1,900 kg) full-sized car (4500 lb for the wagon), up 1 mpg-US city from the previous version.
The transmission from 1994–96 was changed from the 'analog' 700R4/4L60 to the electronically controlled version of the same, the 4L60E.
Ordered with the towing package, the 94-96 Roadmaster was advertised to tow up to 5000 pounds, although the Estate Wagon owner's manual extended that to 7,000 lbs when using a weight distributing hitch, dual sway controls, increasing the rear tire pressure to 35 psi and disabling the Electronic Level Control. The tow package added 2.93 gears and a limited slip differential, heavy duty cooling system including oil and transmission coolers, and a factory installed self leveling rear suspension consisting of air shocks, a height sensor between the rear axle and body and an on-board air compressor. The most distinctive feature was the combination of one conventional fan driven mechanically from the engine alongside of one electric fan, offset to the left (non-towpack cars came with two electric fans).
GM discontinued both the Roadmaster sedan and the Roadmaster Estate in 1996, ending production on December 13 of that year. This was blamed on the smaller but more expensive and luxurious Park Avenue growing in size; the Roadmaster trim levels never exceeded that of the smaller but still full-sized Buick LeSabre, as this enabled the Park Avenue to remain as Buick's flagship car. Interestingly, both the Park Avenue and LaSabre were front-engine front-wheel drive cars, in contrast to the Roadmaster's front-engine rear-wheel drive layout. Another reason was largely a response to the SUV craze, as the Arlington, Texas factory where the assembly line that specialized in RWD cars were built was converted to truck and SUV production. Along with the discontinuation of the related Cadillac Fleetwood and Chevrolet Caprice, this signalled the end of General Motors' production of rear-wheel drive, full-size cars. When discontinued, the Roadmaster Estate and the similar Chevrolet Caprice wagon brought up the end of the era of the full-size family station wagon.
Canada's prime minister from 1993–2003, the Right Honourable Jean Chretien, was driven in armoured Buick Roadmasters during his term of office
[Text from Wikipedia]
en.wikipedia.org/wiki/Buick_Roadmaster
This Lego miniland scale 1992 Buick Roadmaster Estate has been created for Flickr LUGNuts' 96th Build Challenge - The 8th Birthday, titled - 'Happy Crazy Eight Birthday, LUGNuts' - where all previous build challenges are available to build to. This model is built to the LUGNuts 81st Build Challenge, - "Generation Gap" - a challenge to build a vehicle or group of vehicles which represent a car line that has existed in more than one generation.This model complements the 1950 Buick Roadmaster Estate posted recently.