How Horsepower Works Answers that Question
The new engine was not only quicker than the 3.8-liter, but was also smoother. The LaCrosse was a significant improvement over the models it replaced. The interior design also moved forward with better materials and assembly. However, LaCrosse failed to match the combined sales of its two predecessors. All versions were comfortable and the CXS offered good handling as well. Styling was cleaner and showed the new direction of Buick design.
Two collectible ’80s Buicks are found among the rear-drive Regal coupes, which were reskinned for ’81 with crisper, more-aerodynamic lines that persisted through the end of series production in December 1987. These are the hot turbo-powered T Type and Grand National. The new-for-’82 Regal T Type replaced the previous sport coupe as Flint’s “factory hot rod,” offering fat tires, beefier chassis, attention-getting exterior, and plush interior. Horsepower was rated at 175-180 bhp at first, then boosted to 200 bhp for 1984 via sequential-port fuel injection.
And those sales were good: around 100,000-150,000 a year. But it was evidently a bit too small for Riviera customers. On a tighter 108-inch wheelbase, this new Riviera was far more nimble than the old, and its quiet, well-mannered drivetrain was basically the same as found in Electra/LeSabre. New for 1986, the sixth generation Buick Riviera, the third downsized personal-luxury Buick in 10 years laid a gigantic egg. Sales plunged to an 11-year Riviera low, the ’86 tally off a whopping 70 percent from model-year ’85. In a way, this was curious. The 1987-88 results were even poorer.
The division’s 1965 production was 50 percent above its 1960 total, putting Buick fifth in the annual industry race. That year’s junior line comprised V-6 and V-8 Skylarks and standard and DeLuxe Specials priced from about $2350 to $3000, plus V-8 Special “Sportwagons” in the $3000-$3200 range. An expanded lineup in general and the unique Riviera in particular were responsible, but so was a very strong overall market that bought Detroit cars in record numbers: over 9.3 million for the calendar year, the best since ’55. Wildcat returned with three body types in standard, DeLuxe, and Custom trim, plus DeLuxe and Custom convertibles. Like everyone else in 1965, Looking for a condo in Dec-Jan in Bangkok Buick proliferated trim and model variations so buyers could virtually custom-build their cars.
They’ve since become coveted collectibles for their performance and miniscule production. For 1973, the respected Century name returned once more, this time on redesigned intermediate Buicks with unchanged wheelbases. A prime example is the 1970 GSX, a bespoilered GS 455 hardtop with new “Stage I” engine tuning; it saw only 678 copies; the GS 455 convertible was little higher at 1416. Both were back for ’71 (GSX as an option package) with bold black body stripes and hood paint, special grille, chrome wheels, and fat tires.
