A lower body graced the 1957 Roadmaster with an even more panoramic windshield equipped with reverse slanted pillars. A red-filled Sweepspear lined the bodysides and a chromed rear fender lower panel filled the area between the wheelhouse and the bumper end. A new centered fuel filler was found in the rear bumper, the ends of which the single or optional dual exhaust passed through. Roadmaster script was found within the deck and grille emblems. Two door models had a trio of chevrons on the rear quarters but the four door models had a Roadmaster emblem nestled within the Sweepspear dip. Interiors featured a padded dashboard and were broadcloth and nylon in 4-doors, nylon in 2-doors and leather in convertibles. There was a new 364-cubic-inch engine, developing 300 horsepower. A new ball-joint suspension system improved handling. Evidently the 4-door Riviera hardtop proved so popular on its introduction the previous year that the pillared sedan was dropped entirely from the model lineup. Also, new this year was a Roadmaster 75 which was distinguished by standard power seats and windows, carpeted lower doors, a one piece rear window (instead of a three piece), Deluxe hubcaps and Series 75 script on the rear quarters or doors. Nevertheless, overall Roadmaster sales plunged to about 33,000.
In 1958 the Roadmaster could only be ordered as the well equipped Roadmaster 75, and its body was adorned with bulkier more heavily chromed styling. A new «drawer pull» grille was used, made up of rectangular chrome squares. For the first time since 1948 there were no distinguishing VentiPorts on the front fenders. On the rear deck the Roadmaster name was spelled out in block lettering beneath a Buick emblem housing the trunk lock keyway. Wheelhouses had bright moldings, rocker panels had an ebbed molding and a large rear fender bright flash with ribbed inserts replaced the previous year’s chromed rear fender lower panel. Four headlamps were standard. New brakes, with cast iron liners in aluminum drums, proved to be the best in the industry. But sales fell further to about 14,000.
There was a complete restyling for 1959, but this time the names of the various series were changed. Not until 1991 would there again be a big Buick known as the Roadmaster, instead the really big Buicks were renamed the Electra.
The origins of the Roadmaster name date to 1936 when Buick added names to its entire model lineup to celebrate the engineering improvements and design advancements over their 1935 models. Buick’s Series 40 was named the Special, the Series 60 was named the Century and the Series 90 — Buick’s largest and most luxurious vehicle — was named the Limited. The Series 50 was retired, but new for the model year was the Series 80 Roadmaster. The implications of the name were clear, for as the 1936 Buick sales catalogue said, «It literally named itself the first time a test model leveled out on the open highway.»
The Roadmaster was introduced in a year when Buick’s valve-in-head straight-eight engines were heavily revised. Buick reduced the number of engines from four sizes to two: a 233-cubic-inch, 93-horsepower job for the Special, and a big, 320.2-cubic inch, 120-horsepower engine for the other series. (To put the size and power of Buick’s larger straight-eight engine in context, compare it to the new 322-cubic-inch mono-block 120 horsepower V-8 that Cadillac introduced that year.) In addition to this major engineering change 1936 was also the year Buick adopted an all steel turret top and hydraulic brakes. Coil springs were in the front.
The Roadmaster was a big car, in sedan form tipping the scales at 4,098 pounds, some 88 pounds heavier than Cadillac’s new Series 60. But pricewise, the Roadmaster was a tremendous bargain. The sedan sold for $1,255, $440 less than the least expensive Cadillac. The only other body style available was a four-door convertible phaeton, priced at $1,565 (of which only 1064 were produced), at a time when a Cadillac in the same body style sold at prices ranging from $2,745 to $7,850. Buick’s new engineering and styling was a big hit, with model year sales more than tripling from just over 48,000 to nearly 158,000, and with the all new Series 80 Roadmaster contributing a total of 16,049 units to that number.
With Roadmaster being a completely new model, and with Buick having totally restyled its entire line the previous year, one might have expected only modest changes for 1937. But that was not the case. The Roadmaster gained a divided grille with horizontal bars. The center section of the grille was painted to match the body of the car. Fenders became squared off and the headlight shells were gracefully streamlined. Overall height fell by 1.5 inches (38 mm) without sacrificing interior room. A new carburetor and revised camshaft raised engine horsepower to 130. The engine also received a new intake manifold, oil pump, cooling system and a quieter overhead valve mechanism. A formal sedan, featuring a roll-down glass partition between the front and rear compartments, was added to the Roadmaster line for $1,641, of which 452 were sold. The price of the sedan was raised to $1,518, and that of the phaeton to $1,856, or by 21 percent and 19 percent respectively. Nevertheless, overall Roadmaster sales increased to 16,129.
In 1954 Buick Roadmaster and Super shared with Cadillac and Oldsmobile 98 the new General Motors C-body. These were large, roomy cars, as much as five and a half inches longer in wheelbase and more than nine inches (229 mm) longer overall than in 1953. Roadmaster script was found on the rear quarters and within the deck ornament. Rear fenders had a blunted fin at the rear edge, with dual «bullet» taillamps below. A new panoramic windshield with vertical side pillars was used. Seats had chrome bands on 2-door models and rear seats had an armrest on 4-door models. The front suspension was refined and Roadmaster’s horsepower was increased to 200. The pillared coupe and the Estate wagon were no longer offered as body styles. Overall sales dropped to 50,600.
In 1955 broad lower rear fender bands, gold-colored Roadmaster deck script and hood ornament, bars on the hubcaps and gold-accented grille were added to distinguish Roadmaster. Horsepower jumped to 236, and a new variable-pitch Dynaflow, in which the stator blades changed pitch under hard acceleration, provided quicker off-the-line getaway. Back up lights were now standard. Overall sales were 64,500.
In 1956 Roadmaster had a shallower Sweepspear that did not dip all the way to the rocker panel as on other models. Twin chrome strips graced the decklid with Roadmaster spelled out between them. Roadmaster script now appeared on the doors beneath the vent windows. Fender tip dual bombsights were standard. Two stator wheels were adopted as an improvement to Dynaflow. A brand new 4-door Riviera hardtop, proved to be the most popular Roadmaster, with 24,770 units sold and outselling the pillared sedan by more than two-to-one. Overall sales were 53,500. A padded dash became standard.
The 1942 Roadmaster was longer, lower, wider, and roomier than before (a Harley Earl trademark), thanks in part to a longer wheelbase. There was also a new vertical-bar grille and «Airfoil» fenders that swept back all the way to the rear fenders. Both features would become a Buick icon and would be exhibited in one way or another for years to come. The 4-door phaeton was dropped and would never return. Coupes adopted the appealing Sedanet fastback style that had been the sensation of 1941 on the Century and Special.
Effective at the beginning of 1942, new automobiles were available only to those in occupations deemed essential to the war effort. By mid-January, cars with no exterior chrome trim apart from the bumpers were being produced. By February passenger car production was shut down completely. Despite the abbreviated model year a total of about 8,400 were sold.
When postwar automobile production resumed in the 1946 model year, chrome was more sparingly applied, swept-back fenders were fitted to sedans as well as coupes, and a war-inspired «bombsight» hood ornament was adopted. The instrument panel was two-toned with woodgrains except on convertibles which used body colored panels. Series identification was found on cloisonne emblems centered in the bumper guard front and rear. Compound Carburetion was eliminated and the compression ratio was reduced to 6.60:1. As a consequence the 1946 Roadmaster’s horsepower fell from 165 to 144. Torque on the other hand was hardly affected. Nevertheless, Roadmaster’s I-8 still produced more horsepower than a top of the line Chrysler’s. Prices, due to wartime inflation, were substantially higher. But the biggest change was in sales proportions. Roadmaster increased its share of Buick sales from four percent in 1941 to 20 percent in 1946, with a total of about 31,400 sold.
In 1947 a new stamped grille with a separate upper bar was used. The Roadmaster name appeared in red-filled script on chrome button within the bumper guard crossbars, front and rear. All new was an Estate wagon body style. It sold 300 units and instantly became the top of the line in the station wagon market.
In 1948 a series script appeared on the front fenders and the white Tenelite steering wheel that had been used previously was traded in for a black one, in order match the change from a two-tone woodgrain instrument panel to a two-tone gray instrument panel, with silver tone instruments. A new optional Custom Trim option was offered, consisting of cloth upholstery with leather bolsters with the robe cord cover and lower door panels done in leatherette. Convertibles acquired power windows, seat and top as standard equipment. But the biggest advancement was the introduction of Dynaflow, the first passenger car torque converter transmission. Optional on Roadmaster in its first year, it was so popular that by the following it was standard equipment. Overall sales were just under 80,000 in both 1947 and 1948, over four times greater than in any prewar year.
Модернизация Buick 70 Roadmaster
Салон автомобиля Buick 70 Roadmaster
BUICK SERIES 70 ROADMASTER 1955 года выпуска
Салон Buick Roadmaster 1957 года выпуска
1957 год Buick Roadmaster Ривьера
Buick Roadmaster 1958 год
Амортизатор крюка на задние колеса в 1938 году Buick 70 Roadmaster
1952 Buick серии 70 Roadmaster Estate Wagon был самый дорогой и редкий из всех Roadmaster построен в 1952 году. Он пришел с ценой, которую в размере $ 3977 и только 359 клиентов были готовы дать. Buick Roadmaster это уникальное творение построенное для Харлоу Curtice. Curtice возглавлял Buick в 1933 году и исполнительный вице-президент General Motors в 1948 году. В 1953 году он стал президентом и главным исполнительным директором Buick в 1953 году. Buick начал с Roadmaster 72R шасси и включил стиль вдохновлен концепции Харли Эрл и Motorama автомобили. Крыша была удалена в пользу наклонные, мягкий лимузин в стиле блок. Все окна, которые могут быть открыты и закрыты получили гидравлические мощности. Эта конструкция была использована на автомобили GM концепции. Дверные ручки были заменены на скользящие ручки. Салон из голубого сукна а кабины водителя из темно-синей кожы. Все необходимые и доступные услуги были включены в автомобиле: радио, усилитель тормозов, усилитель руля, резервного копирования фары, обогреватели пола, а также специальные воздуховоды в задней части салона. Под капотом было 320,2 кубических дюймов прямо восемь Dynaflash двигатель в паре с автоматической коробкой передач Dynaflow. Двигатель был модифицирован в 8:01 сжатия и особое распредвалы, которая привела лошадиных сил до 200. С 1936 по 1948 Roadmaster появились в bodystyles купе, седан, кабриолет и универсал. Хардтоп купе была введена в 1949 году и названный Ривьере. Roadmaster появился в 1991 году и продолжался в производстве до 1996 года. Он служил в качестве замены модельного Электра и предлагается в качестве Estate Wagon. Седан был представлен в 1992 году. В конце 1953 года Buick универсал Roadmaster означало конец последнего для массового производства в Соединенных Штатах. В 1996 году, в конце Estate Wagon Buick Roadmaster означало конец полноразмерный семейный вагонов станции.
In 1940 the Series 80 was renamed Limited. The Roadmaster name was transferred to the new Series 70, which was introduced at the same time as a brand new Series 50 Super. The Roadmaster featured a cutting-edge «torpedo» C-body. The new C-body that the 1940 Buick Roadmaster shared with the Super, the Cadillac Series 62, the Oldsmobile Series 90, and the Pontiac Torpedo featured shoulder and hip room that was over 5″ wider, the elimination of running boards and exterior styling that was streamlined and 2-3″ lower. When combined with a column mounted shift lever the cars offered true six passenger comfort. These changes had clearly been influenced by the Cadillac Sixty Special.
The 1940 Roadmaster had a shorter wheelbase, was lighter, and was less expensive than the previous year’s model. The formal and fastback sedans were gone, but for the first time a 2-door coupe was available, which sold a respectable 3,991 units. Also new for this year, the coach-building firm of Brunn was asked to design several custom-bodied Buicks for the Series 70, 80 and 90. Only one Roadmaster example is known to have actually been produced in 1940, an open-front town car not surprisingly called the Townmaster. Overall sales more than tripled to 18,345.
The styling changes for 1941 were modest, but the changes under the hood were major. The compression ratio was raised from 6.6:1 to 7.0:1, the «turbulator» pistons were redesigned, smaller spark plugs were substituted for the previous type and “Compound Carburetion” was introduced. Compound Carburetion was the forerunner of the modern four-barrel carburetor, and consisted of twin two-barrel carburetors. One unit operated all of the time, while the other operated only under hard acceleration. The new engine delivered 165 horsepower. With five more horsepower than a senior Packard, 15 more than any Cadillac, and 25 more than the largest Chryslers, it was the most powerful engine available that year on an American car.
A new bodystyle for this year was a 2-door convertible, which sold 1,845 units. There was also one Brunn designed convertible produced, but priced at $3,500 actual orders for the vehicle failed to appear. Overall sales remained respectable at 15,372.
Styling changes for 1938 were modest, with a longer hood extending to a now nearly vertical grill, taller bumper guards and redesigned hubcaps, but the effect was striking. Important changes were made to both engine and chassis. The ride was improved by replacing the rear leaf springs with coil springs, supported by double-acting shock absorbers that were some four times the size of any others on the market. The frame X-member was changed from I-beam to channel construction and all wood structural elements were replaced with steel. The engine combustion chambers were redesigned and new «turbulator» pistons raised the compression ratio from 5.9 to 6.5:1, resulting in an increase in horsepower to 141.
The 4-door convertible phaeton traded its built-in trunk look for a fastback appearance, and a new fastback sedan was added to the line with 466 being sold. The Roadmaster’s price was increased, but not as swiftly as the previous year, going to $1,645 for the sedan. Although Buick’s overall market share increased in an off year, Roadmaster sales plummeted to 5568, falling from 7.3 percent to 3.3 percent of Buick’s total output.
Styling for 1939 featured a new two-piece “waterfall” grille with thin vertical bars. The hood was narrower, front door pillars were narrower and hubcaps were larger. Window area increased substantially with the rear window changing to a one-piece design. On the interior all major gauges were moved to in front of the driver and the gear shift was moved to a column mount. The 4-door phaeton could now be ordered with the built-in trunk appearance or as a fastback, but only three of the later were actually sold. Although prices were reduced (the price of the sedan fell to $1545) sales only rose to 6097, with Roadmaster’s share of Buick’s total sales falling to 2.9 percent.