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Vincent Rollet and Peter Chang (2011) “A future for Taiwan’s new health diplomacy”, Taipei Times, 20 October 2011, p.8. What industry is Rollet in? No engine changes occurred for record-breaking 1969, when Buick built more than 665,000 cars, its decade high, though it still ran fifth in the industry. He ran the bases backward. The Skylark Gran Sport was every inch a grand tourer, though it was really Buick's "muscle car" reply to Pontiac's hot-selling year-old GTO. Nevertheless, full-size cars remained Buick's bread-and-butter through 1975, accounting for over 40 percent of total division sales. It was a definite asset during the big-car sales slump touched off by the Middle East oil embargo late that year, but intermediates would remain more important to Buick's overall health. agen roulette Buick's last true muscle cars were also 1970-72 models. This hot-selling line continued into 1970, but without Specials -- the smaller workaday models were now Skylarks -- and with Estate wagons in a separate series. Skylark sold in record numbers for 1968, partly because Specials were trimmed to just three DeLuxe models. Specials and Skylarks continued with the 225 V-6 and 300/340 V-8s for '67, but a new 430 V-8 -- Buick's biggest engine -- was now standard for Wildcat, Electra, and Riviera.
In common with all X-body variants that year, Buick's version gained heavily revised outer panels that gave it something like European "sports sedan" flair. Arriving for mid '73 as the Apollo, it was just a rebadged clone of the 111-inch-wheelbase X-body Chevrolet Nova from 1968, with the same three body styles (two- and four-door sedans and a hatchback two-door) plus, initially, the same 250-cid Chevy straight six as standard power. 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. The rebodied midsizers wore similar down-sloped side "character" lines, plus new grilles, the hide-away wipers, pointy rear fenders, and taillamps in big back bumpers. Seniors again received new bodies, this time with ventless side glass and a squarer, more-formal look. Styling was more rounded, with smoothly curved "fuselage" bodysides, massive hoods, and broader expanses of glass. Afterward, you can wander through the Austin Museum of Art (823 Congress Ave) to view some of the best American art made since 1900, then enjoy a glass of wine at Cork & Company (308 Congress Ave), where reasonably priced and humorously-named wine flights like "Cab Ride to Manhattan" featuring top Cabernet Sauvignon wines and great cheese plates are worth the visit.
This was claimed to provide even better ride and handling than the GS, and probably should have been standard to handle the size and weight of these beasts. This made smaller engines feasible, yet interiors were within inches of the old behemoths' size. Sometime before the first energy crisis, management had decided to move to smaller, lighter, more-economical designs in every size and price category. A compact also returned to Buick, its first in 10 years. With minor changes, Maverick would carry the division's compact sales effort through 1977, which it did tolerably well, though its old-fashioned engineering looked increasingly so with time and the arrival of more-capable domestic and foreign competitors. Despite all this, Regal sales continued to disappoint. Buick corrected this mistake for 1980 with a more-formal-looking notchback four-door bearing a faint resemblance to the first-generation Cadillac Seville, and sales took off. Oddball styling and outsize heft must have contributed to Riviera's sagging fortunes in this period; by 1975, sales were less than half of what they'd been five years before. Unfortunately, there isn't an easy solution for reversing the decline in salmon populations -- everything from overfishing to El Nino and climate change have been linked to salmon depletion.
While no head-to-head comparisons have been done, the ZR1 appears to be an able challenger. The hot GS 400 returned minus coupe, while GS 340 gave way to a GS 350 with a bored 350-cid V-8 packing 280 bhp. Electras through 1979 relied on a standard Chevy-built 350 V-8; a new 403 with 185 bhp was optional, courtesy of Olds. Trim packages created a bevy of models: base, 350 and Custom Skylarks, plus Sportwagons and Gran Sports. The year-old junior line displayed the expected minor trim shuffles; Gran Sports and Sportwagons remained separate series, as in '68. Fairmont wagons transferred to this line for '82. Wheelbases contracted to 116 and 119 inches, respectively (Estate wagons rode the shorter one); curb weights dropped several hundred pounds. Estate wagons moved up to its 127-inch wheelbase. The Riv retained rear drive and looked much more massive than the crisp 1963-65, yet wheelbase was only two inches longer.