8/31/08
2nd Coming
To stave off sending Buick Division the way of Oldsmobile, it looks like GM will revive the venerable Wildcat. Compare the 2010 concept with the 1970 model; what a difference 40 years makes! Whether or not the latest concept is produced, let's pause and look back...
With GM on the ropes, good places to start are here and here...
With GM on the ropes, good places to start are here and here...
2/13/06
Prelude to Requiem
Let's see if the blog medium can handle a short story paced by hyperlinks to vintage car ads. While blog's reverse chronological entries lend themselves to travelogues, rigid time-stamped entries present challenges in writing a story chapter by chapter.
A little planning overcomes this obstacle. The key first step is to set up chapter headings as individual posts. The blog format then allows one to outline the chapters and return to each one from time to time to edit and expand content.
Much thanks goes to Richard Earl of carofthecentury, plus owners of other relevant Websites for contributing to this nostalgic trip.
A little planning overcomes this obstacle. The key first step is to set up chapter headings as individual posts. The blog format then allows one to outline the chapters and return to each one from time to time to edit and expand content.
Much thanks goes to Richard Earl of carofthecentury, plus owners of other relevant Websites for contributing to this nostalgic trip.
12/6/05
Chapter 1 Requiem for LeSabre
The obituary of the late-departed LeSabre starts with:
The "Earl-y" Years 1927-1958
Harley Earl came to Cadillac in 1927 to design the new Lasalle, which had a successful production run until 1940. In 1938 he introduced his first concept car, the Y-Job.
Richard Earl, grandson of Harley Earl maintains the carofthecentury website, a fascinating retrospective graced by excellent commentary and fabulous graphics. It gives insight into designing, engineering, and naming of the 1951 Le Sabre concept car -as well as the Corvette. The Le Sabre dream car was conceived in July 1946, named in 1949 and delivered in July 1951.
The Magellan site reminds us Cadillac was the first to sprout vertical fins. As ad on the Plan59 website illustrates, even stogy Chrysler knew Harley Earl was onto something. The flashy tail fins and curvy bumpers maxed-out about the time of the LeSabre production launch. The chrome-plated dagmars (busty, rubber-tipped bumper protrusions) were so named because they resembled the statuesque torso of a 1950's TV star. Ogle the real thing(s) on a 1951 Life Magazine cover. Those dual chrome things reached their apex in the 54 Buicks -notably on the sexy Skylark. In any case, the busty 51 LeSabre, was not the shape of the first production LeSabres.
The Production LeSabres
The vertical fins of the 51 concept had morphed into bat wings of the XP-75 concept buick ...and thence to the Chev Impala and to the new 59 Buick LeSabre.
The wings disappeared in 1961, but Earl's successors maintained sculpted body work surrounded by massive bumpers through the 1970 model year. For the 1966-1970 period, Buick's B-body styles included LeSabres, Wildcats and Estate Wagons.
For Lesabre, the styling rift came in 1971. Going from curvacious to tubby, broad hoods and trunks predominated. Honorable mention goes to the '87 to '89 Lesabre T-types inspired by the turbo-charged Regal. The 1970 Lesabre and WildCat equipped 455's , however, were the marques' last true muscle cars. The convertible survivors are now coveted collectibles because of performance and miniscule production -plus sculpted contours.
Convertible Production Numbers
'69 LeSabre, Model 45467 =3,620 ..'69 Wildcat Mod 46667 = 2,374
'70 LeSabre, Model 45467 =2,487 .."70 Wildcat Mod 46667 = 1,244
Except for grilles, hoods, and rear bumpers, the '69 and '70 LeSabres/Wildcats are almost identical and share model numbers. Ditto for 69/70 Electras.
"69 Electra Convertible, Model # 48467 = 8,294
"70 Electra Convertible, Model # 48467 = 6,045
Although not nearly representative of survivorship, the 2008 Buick Club of America roster shows:
Seven members own 1969 Lesabre convertibles & 18 own 1969 Wildcats.
Eleven members own 1970 LeSabre convertibles & 19 own 1970 Wildcats.
Fifty-seven members own 1969 Electra convertibles & 72 own 1970 Electras.
When stylish cars were built, Buick built them. Earl's most beautiful production design was not a LeSabre, but a limited-edition '53 Skylark convertible, to be followed later by the more compact and nifty '62 Skylark convertible.
America's greatest auto stylist ...and marketing genius extraordinnaire died in 1969 at age 75. The last convertible LeSabre was marketed in 1975 and the last LeSabre was built in 2005.
After a 46-year production run LeSabre died. R.I.P.
PS
For excellent reads on the life and accomplishments of Harley Earl, see Alan Tay's Feb 13, 2008 article in the Palm Beach Post, and read a 1998 in the Detroit News by Vivian Baulch.
The "Earl-y" Years 1927-1958
Harley Earl came to Cadillac in 1927 to design the new Lasalle, which had a successful production run until 1940. In 1938 he introduced his first concept car, the Y-Job.
Richard Earl, grandson of Harley Earl maintains the carofthecentury website, a fascinating retrospective graced by excellent commentary and fabulous graphics. It gives insight into designing, engineering, and naming of the 1951 Le Sabre concept car -as well as the Corvette. The Le Sabre dream car was conceived in July 1946, named in 1949 and delivered in July 1951.
The Magellan site reminds us Cadillac was the first to sprout vertical fins. As ad on the Plan59 website illustrates, even stogy Chrysler knew Harley Earl was onto something. The flashy tail fins and curvy bumpers maxed-out about the time of the LeSabre production launch. The chrome-plated dagmars (busty, rubber-tipped bumper protrusions) were so named because they resembled the statuesque torso of a 1950's TV star. Ogle the real thing(s) on a 1951 Life Magazine cover. Those dual chrome things reached their apex in the 54 Buicks -notably on the sexy Skylark. In any case, the busty 51 LeSabre, was not the shape of the first production LeSabres.
The Production LeSabres
The vertical fins of the 51 concept had morphed into bat wings of the XP-75 concept buick ...and thence to the Chev Impala and to the new 59 Buick LeSabre.
The wings disappeared in 1961, but Earl's successors maintained sculpted body work surrounded by massive bumpers through the 1970 model year. For the 1966-1970 period, Buick's B-body styles included LeSabres, Wildcats and Estate Wagons.
For Lesabre, the styling rift came in 1971. Going from curvacious to tubby, broad hoods and trunks predominated. Honorable mention goes to the '87 to '89 Lesabre T-types inspired by the turbo-charged Regal. The 1970 Lesabre and WildCat equipped 455's , however, were the marques' last true muscle cars. The convertible survivors are now coveted collectibles because of performance and miniscule production -plus sculpted contours.
Convertible Production Numbers
'69 LeSabre, Model 45467 =3,620 ..'69 Wildcat Mod 46667 = 2,374
'70 LeSabre, Model 45467 =2,487 .."70 Wildcat Mod 46667 = 1,244
Except for grilles, hoods, and rear bumpers, the '69 and '70 LeSabres/Wildcats are almost identical and share model numbers. Ditto for 69/70 Electras.
"69 Electra Convertible, Model # 48467 = 8,294
"70 Electra Convertible, Model # 48467 = 6,045
Although not nearly representative of survivorship, the 2008 Buick Club of America roster shows:
Seven members own 1969 Lesabre convertibles & 18 own 1969 Wildcats.
Eleven members own 1970 LeSabre convertibles & 19 own 1970 Wildcats.
Fifty-seven members own 1969 Electra convertibles & 72 own 1970 Electras.
When stylish cars were built, Buick built them. Earl's most beautiful production design was not a LeSabre, but a limited-edition '53 Skylark convertible, to be followed later by the more compact and nifty '62 Skylark convertible.
America's greatest auto stylist ...and marketing genius extraordinnaire died in 1969 at age 75. The last convertible LeSabre was marketed in 1975 and the last LeSabre was built in 2005.
After a 46-year production run LeSabre died. R.I.P.
PS
For excellent reads on the life and accomplishments of Harley Earl, see Alan Tay's Feb 13, 2008 article in the Palm Beach Post, and read a 1998 in the Detroit News by Vivian Baulch.
11/28/05
Chapter 2 Collecting & Restoring 1970 LeSabres
As boomers edge towards retirement, some yearn for cars of their youth; others, disappointed with sameness of current production, opt for a distinctive 2nd vehicle; often a convertible from a previous era. Since collectors have already cornered the muscle car market, late-comers must scour the countryside (and E-bay) for rare LeSabre and WildCat convertibles. For the growing collector fraternity, they've been sleeping beauties ---up until now!
Before venturing into an expensive hobby get informed by researching and by cultivating contacts; membership in an old car club is well worth annual dues. Choose a specialized regional club or sign up with the Antique Automobile Club of America or the Buick Club of America. They offer a offer a wealth of information to members through forums, area meetings and publications. Australia , Canada and Germany also have thriving Buick clubs. Because Scandanavians have an innate appreciation of good industrial design, they are avid collectors of 50s and 60s Buicks. Automotive World Magazine provides a comprehensive list of links to Buick related Websites.
Clear-coated or primed, pristine or rusted, straight or sprung, running or not, these vintage cars should be rescued for future generations. Seat yourself in the cockpit of a road-worn driver or trailer queen, and you will seldom meet yourself in a parade or at a show.
Before venturing into an expensive hobby get informed by researching and by cultivating contacts; membership in an old car club is well worth annual dues. Choose a specialized regional club or sign up with the Antique Automobile Club of America or the Buick Club of America. They offer a offer a wealth of information to members through forums, area meetings and publications. Australia , Canada and Germany also have thriving Buick clubs. Because Scandanavians have an innate appreciation of good industrial design, they are avid collectors of 50s and 60s Buicks. Automotive World Magazine provides a comprehensive list of links to Buick related Websites.
Clear-coated or primed, pristine or rusted, straight or sprung, running or not, these vintage cars should be rescued for future generations. Seat yourself in the cockpit of a road-worn driver or trailer queen, and you will seldom meet yourself in a parade or at a show.
Chapter 3 Let the Search Begin
Those big-Buick convertibles of the late 60s and early 70s were stlylish low-production vehicles. Fewer 69 and 70 Wildcats were produced than LeSabres. Although not true muscle cars, they still have class and sass. Since convertibles flaunt luxury, they generally command double the price of 4-door models.
Retirement communities are good places to start looking since sporty oldsters hold onto their convertibles as long as they can. The arm-chair researcher tends to use the Internet. Online car buying from an individual can be veror a dealership can be risky. Sellers know they are likely to get more on E-bay since local prospects will check things out first hand. Even mechanics and serious collectors sometimes get burned; novices are likely to get seared. Beware! Canny northerners have been known to send their cars south to be sold as "salt-free" southerners. Such cars often turn into into metastasizing rust buckets.
Having decided on the year, make and model, take the time to do the research, find sellers, and compare offerings. Do not rush the process. For details on a vintage information package on cars originally sold by a GM Canadian dealer, phone 1-888-467-6853.
With the field narrowed, retain an appraiser and/or mechanic before negotiating. Even a great looking car should be inspected.
Once you've bought your project car, inventory all replacement parts needed. Then immediately start what will be a long process, i.e. searching for items on E-bay and wrecking yards.
Those with a discerning eye and mechanical skills can enter the field by restoring a solid car to its former glory. Those with the yen (and euros or dollars) but lacking mechanical know-how would be well advised to scout for a recently restored vehicle.
What puts an old car high on the value scale? Options, originality, professionally restored body and mechanics ...and good documentation. Of course, ultimate value is determined by what a targeted and motivated (and an often-times emotional) buyer is willing to pay. Televised car make-over shows and classic autions have broadened the base of what used to be a high-end collector market. This surge in vintage car interest combined with disposable incomes of wannabe collectors converge to boost value.
Today, the price of a restored car not only reflects it's collectible value, but the significant cost of the restoration itself. So collect 'em, preserve 'em, enjoy 'em ...and let your heirs profit from any long-term gain. Remember, over the long haul, the main difference between collectors and boys is the appreciation of their toys!
Retirement communities are good places to start looking since sporty oldsters hold onto their convertibles as long as they can. The arm-chair researcher tends to use the Internet. Online car buying from an individual can be veror a dealership can be risky. Sellers know they are likely to get more on E-bay since local prospects will check things out first hand. Even mechanics and serious collectors sometimes get burned; novices are likely to get seared. Beware! Canny northerners have been known to send their cars south to be sold as "salt-free" southerners. Such cars often turn into into metastasizing rust buckets.
Having decided on the year, make and model, take the time to do the research, find sellers, and compare offerings. Do not rush the process. For details on a vintage information package on cars originally sold by a GM Canadian dealer, phone 1-888-467-6853.
With the field narrowed, retain an appraiser and/or mechanic before negotiating. Even a great looking car should be inspected.
Once you've bought your project car, inventory all replacement parts needed. Then immediately start what will be a long process, i.e. searching for items on E-bay and wrecking yards.
Those with a discerning eye and mechanical skills can enter the field by restoring a solid car to its former glory. Those with the yen (and euros or dollars) but lacking mechanical know-how would be well advised to scout for a recently restored vehicle.
What puts an old car high on the value scale? Options, originality, professionally restored body and mechanics ...and good documentation. Of course, ultimate value is determined by what a targeted and motivated (and an often-times emotional) buyer is willing to pay. Televised car make-over shows and classic autions have broadened the base of what used to be a high-end collector market. This surge in vintage car interest combined with disposable incomes of wannabe collectors converge to boost value.
Today, the price of a restored car not only reflects it's collectible value, but the significant cost of the restoration itself. So collect 'em, preserve 'em, enjoy 'em ...and let your heirs profit from any long-term gain. Remember, over the long haul, the main difference between collectors and boys is the appreciation of their toys!
Chapter 4 The Good & The Bad
With attention to quality parts and fine restoration detail, your "soon-to-be classic" can be a better car than came off the production line. Still, a well maintained survivor, doesn't have to be a show car to enjoy ownership and fair-weather driving.
In spite of low-production numbers for these vintage convertibles, most used parts and even some NOS pieces can still be had at reasonable prices. Since front clips, exterior trim and radios are mostly identical for 69/70 Electras, LeSabres and Wildcats there are many parts cars out there. Restorers will tell you that if you look hard enough, any part for a 30 or 40 year-old vehicle can be found.
Still, as different States legislate wrecking-yard clean-up, and the Chinese drive up the price of scrap metal, scavenging for for old project cars and used parts gets more challenging. In the last decade, over 50% of traditional auto scrap yards have closed. The new business model is mainly self-service pick n' pull. After 60 to 90 days in the yard, any remaining recyclable parts such as alternators, radiators and radios are removed before the hulk is crushed.
Whereas the bust dot com economy temporarily depressed collector car frenzy, by 2004 prices of 60s and 70s relics began to accelerate. As attested to by attendance at car auctions, well-heeled boomers are a major factor. What auctioneers fail to say is that old cars are a poor investment in that restoration costs usually exceed current market value.
And remember, old American iron has world wide appeal. Japanese and oil sheiks are still on the prowl for excellent restorations of any vintage. Indeed, the new capitalists in China will soon covet old Buicks. Far-fetched, you say! Well, prior to WWII 20% of cars in China were Buicks. Since 1999, current versions of Buicks have been built and sold in China as millions of workers gain middle class status. The December 2007 issue of the Buick Bugle magazine reports that GM's Shanghiai complex out-produces and out-sells Buick in the US. The plant produces 40 cars an hour and manufactures 170,000 V6 engines for export to Canada.
Should Buick Division survive GM's restructuring it may be due to the sizable Chinese market. Indeed, you may soon be driving a Detroit-designed Beijing-built Buick. Although GM cannot continue to support so many distinctive brands and dealerships, it has to recognize that Cadillac and Chevrolet and Buick built General Motors ...and that together they can sustain it beyond its 100th birthday in 2008.
Now to return to bad news:
Generally, 35 to 40 year-old big Buicks are expensive to restore. Unlike Chevells and Skylarks, reproduction parts are seldom available; just try to find a front bumper emblem or a passenger-side mirror ...either used or NOS. Furthermore, engines and transmissions are expensive to rebuild and re-chroming a set of those heavy bumpers can cost a couple of grand.
Convertibles, by nature are prone to leaks and this leads to rusted floor pans and trunk floors as well as door bottoms and rear quarters. Interiors are frayed and often in need of refurbishing. Much of the exterior trim will have to be re-chromed. All these repairs add up to meticulous work plus thousands of dollars in labour and parts. If you entertain up-grades such as electronic ignition, disc brakes, dual exhaust, over drive, and three layers of clear-coat, be prepared to dig a lot deeper.
In spite of low-production numbers for these vintage convertibles, most used parts and even some NOS pieces can still be had at reasonable prices. Since front clips, exterior trim and radios are mostly identical for 69/70 Electras, LeSabres and Wildcats there are many parts cars out there. Restorers will tell you that if you look hard enough, any part for a 30 or 40 year-old vehicle can be found.
Still, as different States legislate wrecking-yard clean-up, and the Chinese drive up the price of scrap metal, scavenging for for old project cars and used parts gets more challenging. In the last decade, over 50% of traditional auto scrap yards have closed. The new business model is mainly self-service pick n' pull. After 60 to 90 days in the yard, any remaining recyclable parts such as alternators, radiators and radios are removed before the hulk is crushed.
Whereas the bust dot com economy temporarily depressed collector car frenzy, by 2004 prices of 60s and 70s relics began to accelerate. As attested to by attendance at car auctions, well-heeled boomers are a major factor. What auctioneers fail to say is that old cars are a poor investment in that restoration costs usually exceed current market value.
And remember, old American iron has world wide appeal. Japanese and oil sheiks are still on the prowl for excellent restorations of any vintage. Indeed, the new capitalists in China will soon covet old Buicks. Far-fetched, you say! Well, prior to WWII 20% of cars in China were Buicks. Since 1999, current versions of Buicks have been built and sold in China as millions of workers gain middle class status. The December 2007 issue of the Buick Bugle magazine reports that GM's Shanghiai complex out-produces and out-sells Buick in the US. The plant produces 40 cars an hour and manufactures 170,000 V6 engines for export to Canada.
Should Buick Division survive GM's restructuring it may be due to the sizable Chinese market. Indeed, you may soon be driving a Detroit-designed Beijing-built Buick. Although GM cannot continue to support so many distinctive brands and dealerships, it has to recognize that Cadillac and Chevrolet and Buick built General Motors ...and that together they can sustain it beyond its 100th birthday in 2008.
Now to return to bad news:
Generally, 35 to 40 year-old big Buicks are expensive to restore. Unlike Chevells and Skylarks, reproduction parts are seldom available; just try to find a front bumper emblem or a passenger-side mirror ...either used or NOS. Furthermore, engines and transmissions are expensive to rebuild and re-chroming a set of those heavy bumpers can cost a couple of grand.
Convertibles, by nature are prone to leaks and this leads to rusted floor pans and trunk floors as well as door bottoms and rear quarters. Interiors are frayed and often in need of refurbishing. Much of the exterior trim will have to be re-chromed. All these repairs add up to meticulous work plus thousands of dollars in labour and parts. If you entertain up-grades such as electronic ignition, disc brakes, dual exhaust, over drive, and three layers of clear-coat, be prepared to dig a lot deeper.
11/27/05
Chapter 5 Engines, Radios, etc.
Engines:
In 1969, both LeSabres and Wildcats came with the standard 430 cubic inch displacement 360 hp V8. In 1970 Wildcats sported a new V8 ...the 455 rated at whopping 370 hp. The basic 1970 Lesabre was powered by the reliable 350 cubic inch displacement motor with a 2-barrel carb, the custom had a 4-bl with either the 350 or the optional 455 cid.
From Wikipedia, here's some specs on features of 69/70 Lesabres; The 1969 LeSabre received new sheetmetal with more squared off styling than the 1965-68 models including a formal roofline on coupes replacing the semi-fastback of previous years. ...vent windows were dropped on all models. Headrests, previously optional, were now standard equipment , The 1969 LeSabre and other Buicks also received a new steering column mounted ignition switch that also locked the steering wheel when the transmission was in Park.> Also new was a variable-ratio power steering unit along with revised front suspension geometry for improved ride and handling under Buick's tradename of Accu-Drive. Steel rails were also built into the doors (and rear quarter panels on coupes and convertibles) for improved side impact protection as was the case with all 1969 GM B- and C-body cars. > Powertrains were unchanged from 1968 with the 230-horsepower 350 two-barrel V8 standard and available with a three-speed manual transmission or the two-speed Super Turbine 300 automatic while the LeSabre "400" package once again included a 280-horsepower 350 four-barrel engine and three-speed Super Turbine 400 automatic. > Only minor detail changes including grille and taillight revisions were made to the 1970 LeSabre. New features this year included a hidden radio antenna which amounted to two wires embedded in the windshield. Wheelbase was increased by one inch to 124 inches. Both base and Custom models were again offered. Engines were revised with the standard 350 two-barrel V8 increased in horsepower from 230 to 260. A new option for 1970 was a low-compression regular-fuel version of the 350 four-barrel rated at 285 horsepower and the high-compression premium fuel 350 four-barrel V8 was reworked with horsepower upped to 315 on a 10.25 to 1 compression ratio. Added to the lineup was a new LeSabre 455 line which was powered by Buick's new 455 cubic-inch V8 with four-barrel carburetor, 10.25 to 1 compression and 370 horsepower, which required premium fuel. > Transmission offerings included a standard three-speed manual with column shift for the base 350 two-barrel or optional three-speed Turbo Hydra-matic 350 automatic, which was standard equipment with the two 350 four-barrel engines. This transmission completely replaced the old two-speed automatic offered with the smaller base engines in past years, while the 455 was paired with the Turbo Hydra-matic 400. At the start of the model year, variable-ratio power steering and power drum brakes were optional equipment. Those items were made standard equipment on all LeSabres (and Wildcats) effective January 1, 1970. Power front disc brakes remained an extra-cost option. > For the first time since 1964, Buick offered a full-sized station wagon for 1970 under the Estate Wagon nameplate. Though it used the LeSabre's B-body, it rode on the C-body Electra 225's 127-inch (3,200 mm) wheelbase chassis. The Estate Wagon came standard with the 455 V8. Source: wikipedia.org > Options:
The 69/70 Wildcats came with front bucket seats, whereas Lesabres had bench seats.
Radios:
The standard issue radio for 1969 big Buicks was the Delco AM Sonomatic (model # 94BPB-1). The AM/FM monaural model carried the 94BFP code. It had an optional fader control (front/rear speaker balance). With an embedded aerial loop in the windshield, monaural units produced sub-par sound in noisy cockpits of convertibles. Since convertibles came with a speaker grille in the rear seat, the option of choice for these cars is the more powerful stereo model with its built-in fader control. The 69 stereo (model # 94BFM-1)--with amplifier mounted on top of main unit--had "buick" letters on the push buttons, whereas the 70 radios did not. The 1970 model had a "0" as first digit. The letter "B" denotes full-size Buick and is correct for Electra, LeSasbre and Wildcat. A unit with the letter "A" would indicate mid-sized Buicks (including Skylarks), and the letter "E" signifies Riviera and Toronado. All units with B or C letters are generally interchangeable since distance between knobs is 6.25 inches. Trailing digits 1 or 2 indicated a running change, and depending on production supply, some early 1970 Buicks could have had 69 radios installed at the factory. The 69/70 Lesabres and Wildcats have 10 OHM speakers ...and replacements should not be otherwise.
Since few 30 year plus cars are used in the daily commute, the latest fad in sound technology should always take a back seat to maintaining originality. Second or third owners sometimes cut the dash to install an after-market Radio/CD unit. Some, further defaced their vintage car by installing extra speakers in door panels. Who needs surround-sound powered by eight-inch subwhoofers, 9 speakers and 600 watts of amplification?
Thanks to iPods there is a common sense way to upgrade a sound system in 60s and 70s era cars: just replace any torn speakers and use the existing FM radio as receiver for signals broadcast by a slim MP3 player (loaded with your favorite tunes) plugged into the cigarette lighter socket. This portable gadget obviously eliminates the need for a messy stash of CDs.
New HD car radios rely on digital wireless signals rather than on traditional analog. It eliminates hisses and fades, leaving you with CD-quality sound. Digital receivers with multi-casting will eventually become the standard. They require new radio innards ...and will likely spark a another senseless wave of dash mutilation.
Spare Parts
After restoration is complete recover some of your costs by putting usable left-over parts on E-bay. If it's just a striped donor car shell -and money- you have left over, consider using rear clip from parts car as a matching trailer. Grand-pa used to brag about the utility of his sporty convertible; big back seat for the family (or mistress) and enoromous trunk for golf clubs plus camping gear. Why not extend life of parts car by converting rear clip into a rumble seat for the den. For a fitting end, see.
Now, for all those Buick fans who travelled this far with me, here is a video of a vintage GM promo clip.
PS
If you think a Buick buddy would be interested in any of these pages, ckick on envelope icon. If you are bitten by the "blog bug", see post on advocacy blogs.
In 1969, both LeSabres and Wildcats came with the standard 430 cubic inch displacement 360 hp V8. In 1970 Wildcats sported a new V8 ...the 455 rated at whopping 370 hp. The basic 1970 Lesabre was powered by the reliable 350 cubic inch displacement motor with a 2-barrel carb, the custom had a 4-bl with either the 350 or the optional 455 cid.
From Wikipedia, here's some specs on features of 69/70 Lesabres; The 1969 LeSabre received new sheetmetal with more squared off styling than the 1965-68 models including a formal roofline on coupes replacing the semi-fastback of previous years. ...vent windows were dropped on all models. Headrests, previously optional, were now standard equipment , The 1969 LeSabre and other Buicks also received a new steering column mounted ignition switch that also locked the steering wheel when the transmission was in Park.> Also new was a variable-ratio power steering unit along with revised front suspension geometry for improved ride and handling under Buick's tradename of Accu-Drive. Steel rails were also built into the doors (and rear quarter panels on coupes and convertibles) for improved side impact protection as was the case with all 1969 GM B- and C-body cars. > Powertrains were unchanged from 1968 with the 230-horsepower 350 two-barrel V8 standard and available with a three-speed manual transmission or the two-speed Super Turbine 300 automatic while the LeSabre "400" package once again included a 280-horsepower 350 four-barrel engine and three-speed Super Turbine 400 automatic. > Only minor detail changes including grille and taillight revisions were made to the 1970 LeSabre. New features this year included a hidden radio antenna which amounted to two wires embedded in the windshield. Wheelbase was increased by one inch to 124 inches. Both base and Custom models were again offered. Engines were revised with the standard 350 two-barrel V8 increased in horsepower from 230 to 260. A new option for 1970 was a low-compression regular-fuel version of the 350 four-barrel rated at 285 horsepower and the high-compression premium fuel 350 four-barrel V8 was reworked with horsepower upped to 315 on a 10.25 to 1 compression ratio. Added to the lineup was a new LeSabre 455 line which was powered by Buick's new 455 cubic-inch V8 with four-barrel carburetor, 10.25 to 1 compression and 370 horsepower, which required premium fuel. > Transmission offerings included a standard three-speed manual with column shift for the base 350 two-barrel or optional three-speed Turbo Hydra-matic 350 automatic, which was standard equipment with the two 350 four-barrel engines. This transmission completely replaced the old two-speed automatic offered with the smaller base engines in past years, while the 455 was paired with the Turbo Hydra-matic 400. At the start of the model year, variable-ratio power steering and power drum brakes were optional equipment. Those items were made standard equipment on all LeSabres (and Wildcats) effective January 1, 1970. Power front disc brakes remained an extra-cost option. > For the first time since 1964, Buick offered a full-sized station wagon for 1970 under the Estate Wagon nameplate. Though it used the LeSabre's B-body, it rode on the C-body Electra 225's 127-inch (3,200 mm) wheelbase chassis. The Estate Wagon came standard with the 455 V8. Source: wikipedia.org > Options:
The 69/70 Wildcats came with front bucket seats, whereas Lesabres had bench seats.
Radios:
The standard issue radio for 1969 big Buicks was the Delco AM Sonomatic (model # 94BPB-1). The AM/FM monaural model carried the 94BFP code. It had an optional fader control (front/rear speaker balance). With an embedded aerial loop in the windshield, monaural units produced sub-par sound in noisy cockpits of convertibles. Since convertibles came with a speaker grille in the rear seat, the option of choice for these cars is the more powerful stereo model with its built-in fader control. The 69 stereo (model # 94BFM-1)--with amplifier mounted on top of main unit--had "buick" letters on the push buttons, whereas the 70 radios did not. The 1970 model had a "0" as first digit. The letter "B" denotes full-size Buick and is correct for Electra, LeSasbre and Wildcat. A unit with the letter "A" would indicate mid-sized Buicks (including Skylarks), and the letter "E" signifies Riviera and Toronado. All units with B or C letters are generally interchangeable since distance between knobs is 6.25 inches. Trailing digits 1 or 2 indicated a running change, and depending on production supply, some early 1970 Buicks could have had 69 radios installed at the factory. The 69/70 Lesabres and Wildcats have 10 OHM speakers ...and replacements should not be otherwise.
Since few 30 year plus cars are used in the daily commute, the latest fad in sound technology should always take a back seat to maintaining originality. Second or third owners sometimes cut the dash to install an after-market Radio/CD unit. Some, further defaced their vintage car by installing extra speakers in door panels. Who needs surround-sound powered by eight-inch subwhoofers, 9 speakers and 600 watts of amplification?
Thanks to iPods there is a common sense way to upgrade a sound system in 60s and 70s era cars: just replace any torn speakers and use the existing FM radio as receiver for signals broadcast by a slim MP3 player (loaded with your favorite tunes) plugged into the cigarette lighter socket. This portable gadget obviously eliminates the need for a messy stash of CDs.
New HD car radios rely on digital wireless signals rather than on traditional analog. It eliminates hisses and fades, leaving you with CD-quality sound. Digital receivers with multi-casting will eventually become the standard. They require new radio innards ...and will likely spark a another senseless wave of dash mutilation.
Spare Parts
After restoration is complete recover some of your costs by putting usable left-over parts on E-bay. If it's just a striped donor car shell -and money- you have left over, consider using rear clip from parts car as a matching trailer. Grand-pa used to brag about the utility of his sporty convertible; big back seat for the family (or mistress) and enoromous trunk for golf clubs plus camping gear. Why not extend life of parts car by converting rear clip into a rumble seat for the den. For a fitting end, see.
Now, for all those Buick fans who travelled this far with me, here is a video of a vintage GM promo clip.
PS
If you think a Buick buddy would be interested in any of these pages, ckick on envelope icon. If you are bitten by the "blog bug", see post on advocacy blogs.
