Same as Angel Locsin's vehicle.

Specifications

Class: Full-size SUV

Body style: 4-door SUV

Layout: Front engine Four-wheel drive

Platform: GMT800

Engines: 6.0L 325 hp (242 kW) V8 (2003-07)

6.2L 393 hp (293 kW) V8 (2008-present)

Transmissions: 4L60E 4-speed (2003-2007)

6L80E 6-speed (2008-Present)

automatic

Wheelbase: 122.8 in (3,119 mm)

Length: 203.5 in (5,169 mm)

Width: 81.2 in (2,062 mm)

Height: 79.2 in (2,012 mm)

Curb weight 6,614 lb (3,000 kg)

Price: $63,090 - Php 5M to 7M (without tax)

1949 Buick Super Sedanette, Exterior: Red, Interior: Black, Chopped 2", trunk lid sectioned 5" Side post leaned forward 2" Quarter panels welded-on and extended Custom made front & rear bumpers 56 Buick portholes Butt blazed windshield Frenched headlights Custom hidden tail lights Fire wall filled and molded Paint - House of Kolor - Candy Red 2000 Aluminum Corvette LS-1 motor 2000 Corvette 4L60E

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.

J.F. Launier

Osoyoos, BC, Canada

1955 Chrysler two-door wagon

Drivetrain

A custom Chrysler deserves a Chrysler Hemi; in this case, a new 5.7L crate engine was dropped in and accented to appear vintage, thanks to early finned valve covers mounted with custom adapters and a Hilborn stack injection running electronic fuel injectors with a custom ECM programmed by Stephen Macor. J.F. built the headers, which direct the burnt gas through a tight tucked exhaust system featuring Flowmaster mufflers. A Bowler 4L60E was adapted to the Mopar block and is shifted with an electronic pushbutton control.

Chassis

An Art Morrison chassis provides a solid foundation for the wagon and has been welded together with the custom floor to provide an incredibly smooth undercarriage. Morrison's IFS has been fitted with coilovers and 15-inch Baer brakes. A custom three-link rear suspension with a Watts link and coilovers allowed for room in the interior to retain two rear bucket seats. A 4.56-geared 9-inch third member and Dutchman axles reside in a custom housing.

Wheels & Tires

J.F. took the big-wheel trend to the extreme and squeezed one-off Foose-designed, MHT-built wheels under the wagon. Up front, you'll find 22x8.5s wrapped in Pirelli 235/35 rubber, and even bigger 24x14s with monstrous Pirelli 404/25s reside in back.

Body & Paint

It's hard to tell the wagon started as a '55 DeSoto hardtop, but it looks like something Chrysler should have built after getting shortened 8 inches, chopped 2, and having the back portion of a wagon added, with the quarters wedge-cut.

The body has been completely double-skinned (hood, roof, fenders, floors, and quarters). J.F. squirted the DuPont Hot Hues custom-mixed Revolutionary Yellow paint once he was happy with the final shape of the sheetmetal. The grille was designed and built from a solid chunk of billet by Curtis Speed Equipment. The front bumper was made up from pieces of three original DeSoto bumpers, and the rear started as a '52 Chevy front bumper, which has been narrowed, recurved, and tucked in tight. Once they were fit, the bumpers and the rest of the chrome were sent off to Pacific Plating in Vancouver for a trip through the chrome tank.

Interior

There's not a lot inside that is reminiscent of the original Chrysler styling. The dash retains some of the stock lines but has been reworked and extended to flow into the custom center console, which flows the entire length of the interior into the tailgate. The new gauge cluster, built by J.F., features four pods fitted with custom-faced gauges. The stock bench seats have been replaced with four '07 Subaru buckets covered in bisque-color Rome leather by Lee Baxter at Baxter's Custom Upholstery in Kelowna, British Columbia. Beige German square weave carpet covers the floor, the lower portions of the custom console, and the door panels. A Hot Rod Air A/C unit keeps the expansive cabin cool. In case the bark of the Hemi gets boring, a Blaupunkt stereo and a host of JBL amps and speakers are there, ready to entertain.

Owner contact info: deserttruck@telus.net

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.

Some of you may recall my old Blue Holden Adventra LX8. Sadly that car is a bit crashed at the moment, so I've been working on this. It's the same car, essentially - a 2005 Holden Adventra VZ LX8, but with a lot more mods. It came stock with the 5.7L LS1 in 250Kw trim, to which the previous owner added headers, high-flow cats, and a 2.5 inch exhaust, as well as a wide-mouthed OTR intake. They also rebuilt the 4L60E transmission to be tougher, thankfully. I've added bigger brakes, the necessary bigger wheels, and a much better tune, as well as better suspension all round, new bushes, a Roo bar, and a lot of restoration. It's probably good for 300 crank kilowatts and 540Nm of torque, which sounds great until you factor in probably 35% driveline loss and 2000kgs of weight. Still, it gets up and moves alright. This is where my time and money have gone, outside of finishing law school, looking after my parents, and working. I'm hoping that, with everything else winding down, I can build some Lego again soon. For now, enjoy this picture of my other hobby.

Thank you, in advance, to those of you who take a moment to leave a comment and/or fave my photo. I appreciate it tremendously.

• 383 Small block Chevy

• 4L60E Transmission

• 9" Ford rear end

• Fabrication, assembly and finish work completed by owners, Bob and Sandi Johnson.

This car event took place on May 25th, 2014 at La Palma Park, in the city of Anaheim, California. Approximately 104 Studebakers were on exhibit. I'll be posting more photos from this event in the near future, so stay tuned.

A veritable sports complex, this 21-acre park is home to the historic Glover Football Stadium, Dee Fee Baseball Field and Martin Recreation Center.

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 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.

J.F. Launier

Osoyoos, BC, Canada

1955 Chrysler two-door wagon

Drivetrain

A custom Chrysler deserves a Chrysler Hemi; in this case, a new 5.7L crate engine was dropped in and accented to appear vintage, thanks to early finned valve covers mounted with custom adapters and a Hilborn stack injection running electronic fuel injectors with a custom ECM programmed by Stephen Macor. J.F. built the headers, which direct the burnt gas through a tight tucked exhaust system featuring Flowmaster mufflers. A Bowler 4L60E was adapted to the Mopar block and is shifted with an electronic pushbutton control.

Chassis

An Art Morrison chassis provides a solid foundation for the wagon and has been welded together with the custom floor to provide an incredibly smooth undercarriage. Morrison's IFS has been fitted with coilovers and 15-inch Baer brakes. A custom three-link rear suspension with a Watts link and coilovers allowed for room in the interior to retain two rear bucket seats. A 4.56-geared 9-inch third member and Dutchman axles reside in a custom housing.

Wheels & Tires

J.F. took the big-wheel trend to the extreme and squeezed one-off Foose-designed, MHT-built wheels under the wagon. Up front, you'll find 22x8.5s wrapped in Pirelli 235/35 rubber, and even bigger 24x14s with monstrous Pirelli 404/25s reside in back.

Body & Paint

It's hard to tell the wagon started as a '55 DeSoto hardtop, but it looks like something Chrysler should have built after getting shortened 8 inches, chopped 2, and having the back portion of a wagon added, with the quarters wedge-cut.

The body has been completely double-skinned (hood, roof, fenders, floors, and quarters). J.F. squirted the DuPont Hot Hues custom-mixed Revolutionary Yellow paint once he was happy with the final shape of the sheetmetal. The grille was designed and built from a solid chunk of billet by Curtis Speed Equipment. The front bumper was made up from pieces of three original DeSoto bumpers, and the rear started as a '52 Chevy front bumper, which has been narrowed, recurved, and tucked in tight. Once they were fit, the bumpers and the rest of the chrome were sent off to Pacific Plating in Vancouver for a trip through the chrome tank.

Interior

There's not a lot inside that is reminiscent of the original Chrysler styling. The dash retains some of the stock lines but has been reworked and extended to flow into the custom center console, which flows the entire length of the interior into the tailgate. The new gauge cluster, built by J.F., features four pods fitted with custom-faced gauges. The stock bench seats have been replaced with four '07 Subaru buckets covered in bisque-color Rome leather by Lee Baxter at Baxter's Custom Upholstery in Kelowna, British Columbia. Beige German square weave carpet covers the floor, the lower portions of the custom console, and the door panels. A Hot Rod Air A/C unit keeps the expansive cabin cool. In case the bark of the Hemi gets boring, a Blaupunkt stereo and a host of JBL amps and speakers are there, ready to entertain.

Owner contact info: deserttruck@telus.net

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 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.

Cadillac Fleetwood (1993-96) Engine 350cu in (5700cc) V8

Production 90,535

Registration Number K 88 USA (originally Aberdeen)

Cadillac Series 6200 Coupe De Ville (1959) Engine 6384cc (390 cid) V8

Registration Number 643 UXS

First Registered in the UK 01:12:2005

CADILLAC SET

www.flickr.com/photos/45676495@N05/sets/72157623638148297...

The second generation Cadillac Fleetwood was designed by Chuck Jordan, switching the model from the front wheel drive C body, to the rear wheel drive D body that the Brougham had previously used.at 225 inches overall it was the longest production car made in the United States until production ended on December 13, 1996. All cars came with anti locking brakes as standard.

In 1994, Cadillac used the Corvette-derived LT13 50 cu in (5.7 L) engine, producing 260bhp, mated to the new 4L60E automatic transmission.

The Cadillac Fleetwood was retired by General Motors in August 1996 to make way for Chevrolet Suburban and Tahoe production.

Many thanks for a fantabulous 31,713,300 views

Shot on 06.04.2015 at Weston Park, Weston-under-Lizzard, Shropshire Ref 103-068

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 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.

Chevrolet Camaro Z29 (4th Gen) 1993-02) Engine 350 cu in (5735cc) V8

Registration Number N 886 ALS

CHEVROLET SET

www.flickr.com/photos/45676495@N05/sets/72157623638181561...

The 4th generation Camaro was launched in 1993 on an updated F body platformand was available as a 2+2 Coupe (with an optional T top roof) or a Convertible (from 1994) The standard engine between 1993-95) was a 207cu in (3400cc) V6 A 231cu in (3800cc) was introduced in 1995.

The more sporty Z28 was powered by a 350cu in (5700cc) V8 small block V8, from the Corvette range. Optional equipment included all-speed traction control and a new six-speed T-56 manual transmission; the 4L60E 4-speed automatic transmission was standard on the Z28, yet optional on the V6 models which came with 5-speed manual as standard. Anti-lock brakes were standard equipment on all Camaros.

All 4th generation Camaro were assembled in Sainte-Therese, Quebec, Canada. The fourth generation ran through the 2002 model year when General Motors discontinued production due to slow sales, a deteriorated sports coupe market, and plant overcapacity

A fifth generation model did not come on stream until 2010, assemblad at Oshawa, Ontario, Canada.

Thanks for 20.3 Million views

Shot at the Catton Hall Transport Show, 5:5:2014 Ref: 98-059

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 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.

1950 Chevy 3100 restomod pickup truck! 496 Stroker Big Block fed by a Haltech sport 1000 electronic fuel injection ECU. Automatic Heavy Duty GM 4L60E transmission (four speed). This 440HP beast is stopped with Wilwood four wheel disc brakes consisting of 6 piston front calipers. The QA1 sport suspension consist of upper and lower control arms, springs, adjustable coil overs and adjustable rear shocks. Cold A/C and power windows. Rack and Pinion conversion kit (custom) and much more! Please contact Gaston for more information. (786) 486-7746. www.thebarnmiami.com

Chevrolet Camaro Z29 (4th Gen) (1993-02) Engine 350 cu in (5735cc) V8

Registration Number M 375 MVV

CHEVROLET SET

www.flickr.com/photos/45676495@N05/sets/72157623638181561...

The 4th generation Camaro was launched in 1993 on an updated F body platformand was available as a 2+2 Coupe (with an optional T top roof) or a Convertible (from 1994) The standard engine between 1993-95) was a 207cu in (3400cc) V6 A 231cu in (3800cc) was introduced in 1995.

The more sporty Z28 was powered by a 350cu in (5700cc) V8 small block V8, from the Corvette range. Optional equipment included all-speed traction control and a new six-speed T-56 manual transmission; the 4L60E 4-speed automatic transmission was standard on the Z28, yet optional on the V6 models which came with 5-speed manual as standard. Anti-lock brakes were standard equipment on all Camaros.

All 4th generation Camaro were assembled in Sainte-Therese, Quebec, Canada. The fourth generation ran through the 2002 model year when General Motors discontinued production due to slow sales, a deteriorated sports coupe market, and plant overcapacity

A fifth generation model did not come on stream until 2010, assemblad at Oshawa, Ontario, Canada.

A big thanks for a fantasti 22 million views

Shot 08.09.2013 at Brooklands Ref 100a-035

1950 Chevy 3100 restomod pickup truck! 496 Stroker Big Block fed by a Haltech sport 1000 electronic fuel injection ECU. Automatic Heavy Duty GM 4L60E transmission (four speed). This 440HP beast is stopped with Wilwood four wheel disc brakes consisting of 6 piston front calipers. The QA1 sport suspension consist of upper and lower control arms, springs, adjustable coil overs and adjustable rear shocks. Cold A/C and power windows. Rack and Pinion conversion kit (custom) and much more! Please contact Gaston for more information. (786) 486-7746. www.thebarnmiami.com

1995 Pontiac Trans Am 5.7 litre Fourth generation

Production, November 1992–2002.

Assembly, Sainte-Thérèse, Quebec.Body and chassis

Body styles, 2-door coupe

and 2-door convertible.Layout

Related, Chevrolet Camaro (fourth generation).

Engines, 3.4 L (207.5 cu in) L32 V6, 3.8 L (231.9 cu in) Buick V6, 5.7 L (347.8 cu in) LT1 V8 and 5.7 L (347.8 cu in) LS1 V8,

Transmission, THM 4L60 4-speed automatic (1993), THM 4L60E 4-speed automatic (1994-2002), Borg Warner T-5 5-speed manual (V6 engine) and Borg Warner T56 6-speed manual (V8 engine).

en.wikipedia.org/wiki/Pontiac_Firebird

My die cast, 1:18 scale, 1995 Chevy SS Impala..

Another (die cast 1:18 scale) from my collection.

I'd love to have one of these!!

1995 Chevy Super Sport Impala! 260hp!

..>The concept car's engine was replaced with a 5.7-liter (350 cu in) LT1 V8 engine (HP 260) derived from the Corvette. (tuned down from the Vette's HP.)

..>The Impala SS received body-colored trim, a unique single-bar grille with no hood ornament, and a rear deck spoiler. It was fitted with 17-inch brushed aluminum wheels with 255/50ZR17 all-season tires. Inside, the car came with a central console with cup holders (1994 and 1995 models) and a storage compartment, leather seats embroidered with the Impala SS logo, and a standard leather-wrapped steering wheel. For the 1994 model year, it was available only in black with a gray interior. Due to a shortage of the unique five-spoke aluminum wheels, only 6,303 cars were sold. However, the wheel shortage was remedied for the 1995 model year and 21,434 cars were sold. The weight of the car is around 4060..

>>>In 1995, Dark Cherry Metallic and Dark Grey Green were added as exterior color options, and the body paneling on the rear quarter panel was altered to reflect the cosmetic effect formerly achieved by a window insert. Another change from 1994 was the placement of the side mirrors from pods attached to the door to a larger format attached to the 'A' pillar.

The primary difference between the LT1 in the Impala and the LT1 that was in the Corvette and Camaro was that the Impala engine was fitted with cast-iron cylinder heads instead of aluminum ones, and a camshaft that was designed more for low-end torque than high-end horsepower. Another difference was that the block casting for the Impala LT1 had two-bolt main bearing caps while the casting used for the Corvette LT1 had four-bolt main bearing caps. The transmission was the 4L60E, which was an electronically controlled version of the previously hydraulically controlled 4L60. However, the transmission was not beefed up for the power of the LT1, nor the extra weight of the body and frame, and transmission failures after 100,000 miles (160,000 km) were commonplace.

WIKIPEDIA..

From My Collection..

Photo Taken: September 25 2020.

Photo Taken By: Randy A. Carlisle I-7 cell phone.

ALL Photos (Unless otherwise stated) Copyright RAC Photography

“Preserving AMERICAs History Thru Photography”

***NO Photos are to be posted on ANY other website, or any kind of publication Without MY Permission. No Exceptions! They are not to be “Lifted”, Borrowed, reprinted, or by any other means other than viewing here on Flickr. If you want to use a photo of mine for anything, please email First. I’ll assist you any way I can. Thank You for your understanding. ALL Photos are For Sale.***

My die cast, 1:18 scale, 1995 Chevy SS Impala..

Another (die cast 1:18 scale) from my collection.

I'd love to have one of these!!

1995 Chevy Super Sport Impala! 260hp!

..>The concept car's engine was replaced with a 5.7-liter (350 cu in) LT1 V8 engine (HP 260) derived from the Corvette. (tuned down from the Vette's HP.)

..>The Impala SS received body-colored trim, a unique single-bar grille with no hood ornament, and a rear deck spoiler. It was fitted with 17-inch brushed aluminum wheels with 255/50ZR17 all-season tires. Inside, the car came with a central console with cup holders (1994 and 1995 models) and a storage compartment, leather seats embroidered with the Impala SS logo, and a standard leather-wrapped steering wheel. For the 1994 model year, it was available only in black with a gray interior. Due to a shortage of the unique five-spoke aluminum wheels, only 6,303 cars were sold. However, the wheel shortage was remedied for the 1995 model year and 21,434 cars were sold. The weight of the car is around 4060..

>>>In 1995, Dark Cherry Metallic and Dark Grey Green were added as exterior color options, and the body paneling on the rear quarter panel was altered to reflect the cosmetic effect formerly achieved by a window insert. Another change from 1994 was the placement of the side mirrors from pods attached to the door to a larger format attached to the 'A' pillar.

The primary difference between the LT1 in the Impala and the LT1 that was in the Corvette and Camaro was that the Impala engine was fitted with cast-iron cylinder heads instead of aluminum ones, and a camshaft that was designed more for low-end torque than high-end horsepower. Another difference was that the block casting for the Impala LT1 had two-bolt main bearing caps while the casting used for the Corvette LT1 had four-bolt main bearing caps. The transmission was the 4L60E, which was an electronically controlled version of the previously hydraulically controlled 4L60. However, the transmission was not beefed up for the power of the LT1, nor the extra weight of the body and frame, and transmission failures after 100,000 miles (160,000 km) were commonplace.

..>Info WIKIPEDIA..

From My Collection..

Photo Taken: September 25 2020.

Photo Taken By: Randy A. Carlisle I-7 cell phone.

ALL Photos (Unless otherwise stated) Copyright RAC Photography

“Preserving AMERICAs History Thru Photography”

***NO Photos are to be posted on ANY other website, or any kind of publication Without MY Permission. No Exceptions! They are not to be “Lifted”, Borrowed, reprinted, or by any other means other than viewing here on Flickr. If you want to use a photo of mine for anything, please email First. I’ll assist you any way I can. Thank You for your understanding. ALL Photos are For Sale.***

Have you gotten enough vitamin “C" (Camaro) today? This “Legacy" 1969 Chevrolet Camaro was built by Bent Metal Customs and was on display inside the main entrance of the 2018 SEMA Show. It's powered by a 525HP Schwartz Performance LS3 mated to a Chevrolet Performance 4L60E transmission and rides on Detroit Speed suspension, JRi coilovers, Baer brakes, 255/35ZR18 & 325/30ZR19 Hankook Ventus V12 evo2 tires, and 18×9/19×12 Forgeline VX3C wheels finished with Graphite centers & Polished outers! See more at: forgeline.com/customer-gallery/bent-metal-customs/

Photo by kcox photography.

#Forgeline #VX3C #notjustanotherprettywheel #doyourhomework #madeinUSA #Chevrolet #Chevy #Camaro #69Camaro #protouring #Legacy #BentMetalCustoms #SEMAShow #SEMA2018

Dave Reeder's '68 Chevelle is the result of a complete frame-off restoration managed by Nebraska's Restore a Muscle Car. It's powered by a 355rwhp Performance Enhanced 5.7L LS1 mated to a 4L60E 4-speed automatic transmission and rides on RideTech suspension (with RideTech Shockwave air ride), Wilwood Disc Brakes, and Forgeline DE3C wheels finished with custom Sterling Gray centers and Polished outers. See more at: www.forgeline.com/customer_gallery_view.php?cvk=1481

#Forgeline #DE3C #notjustanotherprettywheel #madeinUSA #Chevy #Chevelle

Have you gotten enough vitamin “C" (Camaro) today? This “Legacy" 1969 Chevrolet Camaro was built by Bent Metal Customs and was on display inside the main entrance of the 2018 SEMA Show. It's powered by a 525HP Schwartz Performance LS3 mated to a Chevrolet Performance 4L60E transmission and rides on Detroit Speed suspension, JRi coilovers, Baer brakes, 255/35ZR18 & 325/30ZR19 Hankook Ventus V12 evo2 tires, and 18×9/19×12 Forgeline VX3C wheels finished with Graphite centers & Polished outers! See more at: forgeline.com/customer-gallery/bent-metal-customs/

Photo by kcox photography.

#Forgeline #VX3C #notjustanotherprettywheel #doyourhomework #madeinUSA #Chevrolet #Chevy #Camaro #69Camaro #protouring #Legacy #BentMetalCustoms #SEMAShow #SEMA2018

PSI Conversion ift.tt/1MKLUdx

LS7 ENGINE CONTROLLER KIT W/ 4L60E / 4L65E / 4L70E / 4L80E LS7 ENGINE CONTROLLER KIT W/ 4L60E / 4L65E / 4L70E / 4L80EAPPLICATION: 206 - NEWER Corvette ZO6 LS7 Engines, LS7 GM CRATE ENGINES PARTS INCLUDED: Complete Engine Wiring Harness (4 Wire Hookup), Programmed Engine Controller (ECM), Programmed Transmission Controller (TCM), Accelerator Pedal, LS3/LS7 Cartridge Mass Air Flow Sensor, Mass Air Flow Sensor Bung, Oxygen Sensors (Qty. 2), Oxygen Sensor Bungs (Qty. 2).

PSI Conversion ift.tt/1MKLTq8

LS3 ENGINE CONTROLLER KIT W/ 4L60E / 4L65E / 4L70E / 4L80E #LS3 #EFU #wiring #harness #engine #engineswap #vortec #hotrod #camaro

PSI Conversion ift.tt/1SgaRTE

Joe Rogan's 1965 Chevrolet Corvette Stingray Restomod - Jay Leno's Garage ift.tt/14zPFRS - engine harness, ls1 swap, nv4500, th400, 4l80e, t56, wire harness, 4l60e. wiring harness, swap conversion, transmission wiring harness, efi conversion kits, lsx wiring harness, ls2 swap, wiring harness, wire harness, pcm tuning, ls1 swap wiring harness, lsx swap wiring harness, ls2 swap wiring harness, ls3 swap wiring harness

"Dispite the Dub City reputation these cars sometimes are laballed with, I assure you this one is anything but. The only bling on this beaSSt is under the hood, in the form of an LT1 stroked out to 383 cubic inches making just over 450 horsepower at the flywheel! The stock 4L60E A4 has been replaced with a T56 six speed transmission. And as a guy that appreciates a nice rear end the stock posi and gears have been yanked in order to add a Detroit TruTrac with 3.73 gears. The B-body specific Tri-Y headers, high flow cats, and staight through mufs, the sweet smell of efficiency is always in the air! With this eco-friendly set up I am getting just over 16 miles per carbon offset, I mean gallon. 1/4 times are coming May 5th, when I join a large portion of the Chicagoland B-Body community for a day at Byron Dragway, in well, Byron, IL. Enjoy!"

1955 Cadillac Coupe, 350ci Vortec TPI, 4L60E AT with Electronic Push Button Shifter, Pacific Coral & White Diamond Pearl Paint, Gorgeous Car

1959 CHEVROLET BROOKWOOD CUSTOM WAGON

Status: Sold

Price: $187,000.00

From Barrett-Jackson:

Lot 1409 - This fully custom 1959 Chevrolet 2-door Brookwood wagon was one of only 20,760 produced in 1959, with a fresh build completed in 2022. It is powered by a LS3 480hp engine mated to a 4L60E transmission. Updates to the car include a highly detailed engine compartment, including a smooth firewall, custom wheel wells, dual radiator fan shrouds, a core support and radiator cover, a one-off 348 air cleaner, one-off Offenhauser Brookwood valve covers and one-off hood hinges. This was a 12-year project. The build of the chassis was completed by Aaron Iha in Covina, CA; the body and paint were finished by Acosta's Baldwin Park; and the interior was completed by Ron Magnus at Hot Rod Interiors in Yucaipa, CA. This car was televised on "Bitchin' Rides" Season 8 Episode 3, received the Kindig's Builder Choice Award, and has been in the Top 10 Picks at multiple Goodguys shows. It was the Goodguys Del Mar Fuel Pick, featured on a Goodguys 2022 event T-shirt, was a 2021 SEMA featured vehicle and the 2022 First Place winner of the Grand National Roadster Show's Radical Class. The car has had Mother's Polishes and Wilwood Brakes sponsorships. The highly detailed chassis features a fully custom, one-off boxed and curved frame hidden behind the 4-inch channeled floors and rockers. It features one-off lower and upper triple-plated control arms, a one-off 9-inch independent rear suspension with floating big Wilwood disc brakes, a fully polished stainless-steel exhaust that includes MagnaFlow mufflers, a custom stainless-steel gas tank that matches the roof lines, all-electrical smooth floors, and the brake and fuel lines were hidden. The wagon is finished in R-M BASF subtle two-tone paint that reflects off all the triple-plated show chrome. The exterior underwent 14 body modifications, including receiving 4-inch channeled floors, slanted B-pillars, one piece of glass behind the B-pillar, custom 1956 Nomad trim, shaved and channeled bumpers, a frenched-in rear bumper, shaved rain gutters and a tubbed rear end. It also has a stretched and filled front lower valance, a modified front license plate housing, a stretched and filled rear roll pan, shaved tailgate hinges, shaved modified lower rockers, double-enforced inner front fender wheel wells, a detailed bottom side of the hood and a one-off set of hood hinges. The interior features modified glide bucket seats, Alcantara leather, original-style 1959 plaid inserts, floor mats, a custom door and luggage trim. The interior also includes a Mercedes carpet, a Vintage Air system with tasteful and original 1959 Chevrolet air conditioning vents, power windows that include power wind wings and a power tailgate window. The exterior displays a MadMooks polished stainless-steel door and a tailgate latch. It is equipped with a one-off set of Classic Instruments gauges. The sound system includes an original 1959 radio converted to include Bluetooth, a Kenwood amplifier, two 10-inch Kenwood subwoofers, four 6x9-inch Kenwood speakers and a two-tone dash with dividing chrome skinny trim. Rides on an AccuAir E-Level ride system with Schott 20-inch and 22-inch Tomahawk wheels wrapped in Pirelli PZ4 tires.

- - -

It's Barrett-Jackson Day! Spent the entire day here. Wow! It's huge and there are so many cars for sale (and so much other stuff for sale).

- - -

This year I was able to escape the snow and join Fred in Scottsdale for sunshine, cars, and music! I also drove down to Tucson to meet Doug for lunch and spend a nice evening visting with Richard and Lola.

1959 CHEVROLET BROOKWOOD CUSTOM WAGON

Status: Sold

Price: $187,000.00

From Barrett-Jackson:

Lot 1409 - This fully custom 1959 Chevrolet 2-door Brookwood wagon was one of only 20,760 produced in 1959, with a fresh build completed in 2022. It is powered by a LS3 480hp engine mated to a 4L60E transmission. Updates to the car include a highly detailed engine compartment, including a smooth firewall, custom wheel wells, dual radiator fan shrouds, a core support and radiator cover, a one-off 348 air cleaner, one-off Offenhauser Brookwood valve covers and one-off hood hinges. This was a 12-year project. The build of the chassis was completed by Aaron Iha in Covina, CA; the body and paint were finished by Acosta's Baldwin Park; and the interior was completed by Ron Magnus at Hot Rod Interiors in Yucaipa, CA. This car was televised on "Bitchin' Rides" Season 8 Episode 3, received the Kindig's Builder Choice Award, and has been in the Top 10 Picks at multiple Goodguys shows. It was the Goodguys Del Mar Fuel Pick, featured on a Goodguys 2022 event T-shirt, was a 2021 SEMA featured vehicle and the 2022 First Place winner of the Grand National Roadster Show's Radical Class. The car has had Mother's Polishes and Wilwood Brakes sponsorships. The highly detailed chassis features a fully custom, one-off boxed and curved frame hidden behind the 4-inch channeled floors and rockers. It features one-off lower and upper triple-plated control arms, a one-off 9-inch independent rear suspension with floating big Wilwood disc brakes, a fully polished stainless-steel exhaust that includes MagnaFlow mufflers, a custom stainless-steel gas tank that matches the roof lines, all-electrical smooth floors, and the brake and fuel lines were hidden. The wagon is finished in R-M BASF subtle two-tone paint that reflects off all the triple-plated show chrome. The exterior underwent 14 body modifications, including receiving 4-inch channeled floors, slanted B-pillars, one piece of glass behind the B-pillar, custom 1956 Nomad trim, shaved and channeled bumpers, a frenched-in rear bumper, shaved rain gutters and a tubbed rear end. It also has a stretched and filled front lower valance, a modified front license plate housing, a stretched and filled rear roll pan, shaved tailgate hinges, shaved modified lower rockers, double-enforced inner front fender wheel wells, a detailed bottom side of the hood and a one-off set of hood hinges. The interior features modified glide bucket seats, Alcantara leather, original-style 1959 plaid inserts, floor mats, a custom door and luggage trim. The interior also includes a Mercedes carpet, a Vintage Air system with tasteful and original 1959 Chevrolet air conditioning vents, power windows that include power wind wings and a power tailgate window. The exterior displays a MadMooks polished stainless-steel door and a tailgate latch. It is equipped with a one-off set of Classic Instruments gauges. The sound system includes an original 1959 radio converted to include Bluetooth, a Kenwood amplifier, two 10-inch Kenwood subwoofers, four 6x9-inch Kenwood speakers and a two-tone dash with dividing chrome skinny trim. Rides on an AccuAir E-Level ride system with Schott 20-inch and 22-inch Tomahawk wheels wrapped in Pirelli PZ4 tires.

- - -

It's Barrett-Jackson Day! Spent the entire day here. Wow! It's huge and there are so many cars for sale (and so much other stuff for sale).

- - -

This year I was able to escape the snow and join Fred in Scottsdale for sunshine, cars, and music! I also drove down to Tucson to meet Doug for lunch and spend a nice evening visting with Richard and Lola.

Chevrolet Camero (1993-02) Engine 3780cc

Registration Number N 309 BRR

CHEVROLET SET

www.flickr.com/photos/45676495@N05/sets/72157623638181561...

The fourth generation Chevrolet Camero debuted for the 1993 model year using an updated F platform. the new design incorporated lightweight fibreglass body panels over a steel spaceframe and improved suspension design. Base Camero's were powered by a 3.4ltr V6 of 119bhp while the 5.7ltr V8 produced 275bhp. and an optional Borg-Warner six speed manual transmission. For 1994 the standard 4L60 Automatic transmission was replaced by a 4L60E which included electronic controls and most other changes were of a minor nature.

1995 was the last year of the base 3.4ltr engine. The 5.7ltr distributor was changed and in mid yer the cam drive for the distributor was also altered. Traction control became available on the 5.7ltr but were also installed on the base models.

For 1996 the new base engine was 231Ci V8 for emission compliance, the 5.7ltr received dual catalytic converters and a mild power boost to 285bhp. Along with the introduction of the RS and SS performance packages.

The Camero continued to have year on year updates until the end of production in 2002

Shot at Capesthorne Hall 31.05.2010 Ref 54-37

Chevrolet Camero (1993-02) Engine 3400cc

Registration Number M 916 BLC

CHEVROLET SET

www.flickr.com/photos/45676495@N05/sets/72157623638181561...

The fourth generation Chevrolet Camero debuted for the 1993 model year using an updated F platform. the new design incorporated lightweight fibreglass body panels over a steel spaceframe and improved suspension design. Base Camero's were powered by a 3.4ltr V6 of 119bhp while the 5.7ltr V8 produced 275bhp. and an optional Borg-Warner six speed manual transmission. For 1994 the standard 4L60 Automatic transmission was replaced by a 4L60E which included electronic controls and most other changes were of a minor nature.

1995 was the last year of the base 3.4ltr engine. The 5.7ltr distributor was changed and in mid yer the cam drive for the distributor was also altered. Traction control became available on the 5.7ltr but were also installed on the base models.

For 1996 the new base engine was 231Ci V8 for emission compliance, the 5.7ltr received dual catalytic converters and a mild power boost to 285bhp. Along with the introduction of the RS and SS performance packages.

The Camero continued to have year on year updates until the end of production in 2002

Shot at Capesthorne Hall 31.05.2010 Ref 54-36

2004 GMC Sierra SL

2 wheel drive

4.8L Vortec C8, 295 HP.

4L60E 4-speed auto.

Eaton G80 auto-locking diff.

BFG All-Terrains

Not long after installing satin-black wheels, I came across this (then) brand-new police-package Dodge Charger. It wasn't just unmarked, it had no aftermarket equipment at all. No computer, police radio, console, hide-a-way lights, nothing. Just the spot light on the a-pillar, still with a yellow vinyl cover.

Have you ever seen a 4th-gen Firebird anything like this before? Luca’s amazing custom lime green/gunmetal ’95 Pontiac Firebird is powered by a 650rwhp Procharged 385ci LT4 mated to a Performabuilt Level II 4L60e transmission and rides on a full BMR tubular chassis, custom Fays 2 watts link suspension, AFCO coilovers, 14-inch Wilwood disc brakes, 275/35R19 & 315/35R20 Nitto NT05 tires, and 19x10/20x12 Forgeline CV3C Concave wheels finished with Matte Black centers & Black Pearl outers. See more at: www.forgeline.com/customer_gallery_view.php?cvk=1976

#Forgeline #CV3C #notjustanotherprettywheel #doyourhomework #madeinUSA #Pontiac #Firebird

Have you gotten enough vitamin “C" (Camaro) today? This “Legacy" 1969 Chevrolet Camaro was built by Bent Metal Customs and was on display inside the main entrance of the 2018 SEMA Show. It's powered by a 525HP Schwartz Performance LS3 mated to a Chevrolet Performance 4L60E transmission and rides on Detroit Speed suspension, JRi coilovers, Baer brakes, 255/35ZR18 & 325/30ZR19 Hankook Ventus V12 evo2 tires, and 18×9/19×12 Forgeline VX3C wheels finished with Graphite centers & Polished outers! See more at: forgeline.com/customer-gallery/bent-metal-customs/

Photo by kcox photography.

#Forgeline #VX3C #notjustanotherprettywheel #doyourhomework #madeinUSA #Chevrolet #Chevy #Camaro #69Camaro #protouring #Legacy #BentMetalCustoms #SEMAShow #SEMA2018

Have you ever seen a 4th-gen Firebird anything like this before? Luca’s amazing custom lime green/gunmetal ’95 Pontiac Firebird is powered by a 650rwhp Procharged 385ci LT4 mated to a Performabuilt Level II 4L60e transmission and rides on a full BMR tubular chassis, custom Fays 2 watts link suspension, AFCO coilovers, 14-inch Wilwood disc brakes, 275/35R19 & 315/35R20 Nitto NT05 tires, and 19x10/20x12 Forgeline CV3C Concave wheels finished with Matte Black centers & Black Pearl outers. See more at: www.forgeline.com/customer_gallery_view.php?cvk=1976

#Forgeline #CV3C #notjustanotherprettywheel #doyourhomework #madeinUSA #Pontiac #Firebird

Have you ever seen a 4th-gen Firebird anything like this before? Luca’s amazing custom lime green/gunmetal ’95 Pontiac Firebird is powered by a 650rwhp Procharged 385ci LT4 mated to a Performabuilt Level II 4L60e transmission and rides on a full BMR tubular chassis, custom Fays 2 watts link suspension, AFCO coilovers, 14-inch Wilwood disc brakes, 275/35R19 & 315/35R20 Nitto NT05 tires, and 19x10/20x12 Forgeline CV3C Concave wheels finished with Matte Black centers & Black Pearl outers. See more at: www.forgeline.com/customer_gallery_view.php?cvk=1976

#Forgeline #CV3C #notjustanotherprettywheel #doyourhomework #madeinUSA #Pontiac #Firebird

Have you ever seen a 4th-gen Firebird anything like this before? Luca’s amazing custom lime green/gunmetal ’95 Pontiac Firebird is powered by a 650rwhp Procharged 385ci LT4 mated to a Performabuilt Level II 4L60e transmission and rides on a full BMR tubular chassis, custom Fays 2 watts link suspension, AFCO coilovers, 14-inch Wilwood disc brakes, 275/35R19 & 315/35R20 Nitto NT05 tires, and 19x10/20x12 Forgeline CV3C Concave wheels finished with Matte Black centers & Black Pearl outers. See more at: www.forgeline.com/customer_gallery_view.php?cvk=1976

#Forgeline #CV3C #notjustanotherprettywheel #doyourhomework #madeinUSA #Pontiac #Firebird

I purchased this extremely rare Aero Eagle (2-dr hdtp) in 1999 from a lady school-teacher/owner of nearly 40 years and began a restoration/rebuilding project of nearly 15 years. While making several changes to the car's drive-train and interior, due to it's rarity, I engineered all updates to ensure the car could be returned to the car's original condition. The major "improvements" to the Willys include; a GM 4.3L Vortec (fuel injected) engine, 4L60E automatic overdrive transmission, Ford 9" rear differential, Mustang II type front suspension, front & rear coil-over springs, shocks and disc brakes. The car was completed in November, 2014 and has several first-place showings.

What’s it take to be one of the best? Vision, commitment, and dedication. The team at Bent Metal Customs has all of the above, so it’s no surprise that their latest ’69 Chevrolet Camaro build was chosen as a Builder's Choice Top 10 at the 2018 Goodguys PPG Nationals! This gorgeous pro-touring machine is powered by a 525HP Schwartz Performance LS3 mated to a Chevrolet Performance 4L60E transmission and rides on Detroit Speed suspension, JRi coilovers, Baer brakes, 255/35ZR18 & 325/30ZR19 Hankook Ventus V12 evo2 tires, and 18x9/19x12 Forgeline VX3C wheels finished with Graphite centers & Polished outers! See more at: forgeline.com/customer-gallery/bent-metal-customs/

#Forgeline #VX3C #notjustanotherprettywheel #doyourhomework #madeinUSA #protouring #Chevrolet #Chevy #Camaro #69Camaro #BentMetalCustoms #Goodguys #PPGNationals #BuildersChoice

4L60E transmission rebuild.

Chevrolet Camero (1993-02) Engine 5720cc V8

Registration Number P 957 EAB

CHEVROLET SET

www.flickr.com/photos/45676495@N05/sets/72157623638181561...

The fourth generation Chevrolet Camero debuted for the 1993 model year using an updated F platform. the new design incorporated lightweight fibreglass body panels over a steel spaceframe and improved suspension design. Base Camero's were powered by a 3.4ltr V6 of 119bhp while the 5.7ltr V8 produced 275bhp. and an optional Borg-Warner six speed manual transmission. For 1994 the standard 4L60 Automatic transmission was replaced by a 4L60E which included electronic controls and most other changes were of a minor nature.

1995 was the last year of the base 3.4ltr engine. The 5.7ltr distributor was changed and in mid yer the cam drive for the distributor was also altered. Traction control became available on the 5.7ltr but were also installed on the base models.

For 1996 the new base engine was 231Ci V8 for emission compliance, the 5.7ltr received dual catalytic converters and a mild power boost to 285bhp. Along with the introduction of the RS and SS performance packages.

The Camero continued to have year on year updates until the end of production in 2002

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