GS models always had a standard V-6: a Buick 3.3 through ’93, then a Chevy-built 3.1. Either was preferable to the otherwise-standard Quad-4, which remained a rough-and-rowdy runner despite GM’s best efforts to civilize it (including the belated addition of twin balance shafts for ’95, when it was prosaically retitled Twin Cam). An optional four-speed unit arrived for ’94, when all Skylarks gained a driver-side airbag as well as standard air conditioning, cruise control, tilt steering wheel, power windows, and automatic power door locks. Also on hand: standard driver-side airbag, ABS, solar-control windshield glass, and full power assists. Buick tried bolstering Skylark’s showroom appeal with a 1996 facelift featuring a toned-down exterior and a more orthodox dashboard with standard passenger’s airbag. Skylark’s 1992 redesign didn’t help, with a flashy, sharp-lined exterior and an oddly drawn dash worthy of Salvador Dali. Helping the cause was a thorough 1992 redesign featuring a more rounded and contemporary look, a smoother 3800 V-6, standard driver-side airbag, and useful no-cost extras like power windows and GM’s “Pass-Key” antitheft ignition. The sportiest of the lot was a new ZX4 ST sedan, which was no SVT but gocengqq 99 had significance for its standard engine: a new 2.3-liter twincam four-cylinder that rated Partial Zero Emissions Vehicle status (PZEV) under the ultratight emissions limits of California and four northeastern states.

The Galaxie was a full-sized vehicle meant to take on the Chevrolet Impala and was offered in many trim levels, body styles and engine packages. What Land Rover offered was a convertible with classy styling but also the ability to channel your inner wild child and let the top down. Available only in Sport Coupe form, the Nova SS was top of the line. Einstein is a good sport. Skylark offered coupes and sedans in base and Gran Sport trim for ’92, then in Custom, Limited, and GS guise, through ’95. This was the same powertrain offered in the Corolla. Though LeSabre had no more allure for enthusiasts than a Century or Regal, it offered solid family transport with a modicum of luxury at a fair price, a combination many folks found hard to resist. Power’s 1989 quality survey prompted Buick to bill itself as “the new symbol for quality in America.” LeSabre also earned “best family car” honors from Family Circle magazine and a string of yearly Best Buy endorsements from Consumer Guide®. He also is a professor in the departments of Neural and Behavioral Sciences and Family and Community Medicine.

Though there were laudable technical advances like electronic transmission control and standard ABS, they only kept the car current without making it more compelling. There were always 2.5 four and 2.8 V-6 coupes and sedans (except ’85, sedans only) in base/Custom and Limited trim. At the same time, the base four was enlarged to 2.4 liters, mostly for better low-speed torque (horsepower was unchanged), and was teamed with the four-speed automatic like the V-6. Unlike Buick turbos of the ’70s and ’80s, Ultra’s supercharged engine was tuned for low-speed torque, not high-end power. For a film made in the ’80s, no one had ever pushed the envelope of crude humor quite like Caddyshack. While that necessarily pushed up prices, customers seemed willing to go along. While it does go without saying that rainbows are beautiful, you did a great job reading it in cursive. I am very open with my team about what the needs of the program are and what it is that we need to do in order to run a successful program. Job – To lose a match in order to help push another wrestler. The supercharged model was only some $1100 upstream, and even a full option load ­wouldn’t push it much beyond $32 grand.

The compact N-body Skylark was much less important to Buick in the early ’90s than it was in the ’80s. A three-speed automatic was still the lone transmission and thus quite passé even for a compact. For that matter, he really shouldn’t even borrow money from another man. Some saw a hint of trendy “cab forward” proportioning, others a touch of Jaguar and even Ferrari Dino in the smoothly carved nose, tail, and profile. I wouldn’t touch them. Both versions packed standard four-wheel ABS, full power, dual-zone climate control, a remote-keyless-entry system and many other amenities now expected in the class. From economy cars to pony cars, the ’70s were full of experimentation on the road. Yet despite such tactics and worthy interim changes, this was still one of those cars that seemed to aim more at Hertz and Avis than Joe and Jane America. Despite few changes to an aging design, sales remained strong for the first few years of the twenty-first century. Despite fair heft (nearly 3800 pounds) and mandatory four-speed autobox, the blown Riv clocked a brisk 7.9 seconds in 0-60 runs by Consumer Guide®. Together with a strut-type front end and Buick chassis tuning, the Riv handled with confidence, if not Euro firmness, and delivered a great American-style ride.