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About planetcadillac

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  • Birthday 03/16/1976

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  1. When you turn the key to start - the only action that takes place is the ignition switch energizes the starter solenoid to turn the starter over until you release the key. It is a purely electro-mechanical function. No computers involved or anything else. If you turn the key and nothing happens it means nothing is getting to the starter because of a weak/dead battery, bad starter/solenoid, bad ignition switch, or broke cable. Getting power to the starter is a pretty straightforward operation. When you turn the key to ON do you get any other electrical items in the car? Windows? No I DO have a question. Does your Reatta have the PASSKEY anti-theft chip in the key? If it does and you have confirmed that there is nothing physically wrong with the connections between the battery and starter then it is likely that the anti-theft is preventing a start command. That would entail replacing the BCM or tracing the electrical gremlin. You might have to replace the ignition lock cylinder and or key. Since 1990 was one of the early years for PASSKEY a trustworthy mechanic may be able to install a non PASSKEY ignition cylinder into your car. It should pass AACA and most marque sniff tests with no problems.
  2. I would agree. NC does not require emissions inspections on vehicles 1995 and older only safety (lights, horns, etc.). Minimal taxes/fees on old car registration. Insurance both regular and collector policies are very reasonable. Most of NC East of I85 and South of I40 is snow free most of the time. I leave in SE CHarlotte and we very rarely get bad weather. It may not be very warm in January but there are plenty of dry days to take car out for a spin. NC is FULL of old car clubs and activities. With easy access to I95/I77/I85 you can get most anywhere along the Eastern Seaboard within a day's drive.
  3. The only thing that concerns me about subjective judging is when you show a car multiple times and you get deductions for some things some times and not at other times. I usually request my sheets regardless and it surprises me that the deductions change. This tends to be the case when you have an original unrestored car that has slight wear from age. It might not be enough to warrant a replacement/restoration.
  4. I want a spare instrument cluster for a 1981-83 Imperial with EFI. Current mileage on car is 49K so would like it to be somewhere in that range. Must be from an EFI car or a converted car where the dash was not replaced.
  5. Your daughter was too kind to pass out candy to everyone that looked at the car.
  6. I had my 81 Imperial judged at Charlotte in April 2011. It is a senior car and for the first time I was asked a question about the wheels from the Chief Judge. Many cars from the 70s on had dealer installed accessories and trim features that created special "models" that were not necessarily officially registered in the sales books. Vinyl tops, special wheels, badging, even colors and interior design. I once owned a "spring edition" Cadillac Eldorado that had a unique dual color leather interior and carriage roof. My Imperial was originally purchased in Hollywood California and the local dealer specialized in designer edition cars. So it was equipped with wire wheels with Chrysler logo they were available as a dealer accessory much like Vogue tires are. How is AACA going to handle these variations of cars especially as time goes on and more 70s and 80s cars come onto the scene?
  7. I saw your car Jim very nice finally in person for the first time. After reading and seeing the restoration work via CML.
  8. I dont remember the 91 being a short year per se. They might have shut down the LeSabre assembly line a week or two early for build-out/changeover. However since the LeSabre and Park Avenue shared so many parts and the new Park came out a year before the new LeSabre most of the work was already done. The LeSabre was built in a much higher volume than the Park and in Flint Buick City. The C cars were originally built in Lake Orion, MI and then in Wentzville, MO. Eventually all full-size Buick cars came out of Flint until 1997 (Park) and 2000 (LeSabre) when they moved to Hamtramck. As far as I can remember virtually everything was the same between a 2 door and 4 door except for the doors themselves, the door trim, interior panel, window switches, window glass, regulator and the rear quarter glass. Locks, handles, non-window switches and of course the front and rear cowls and most of the interior stuff is the same. The C & H body cars shared about 85% of the part numbers. For 1991, In Dash Entertainment started with AM/FM Stereo (no tape), AM/FM Stereo w/tape, AM/FM Concert Sound II w/tape equalizer etc. I think the Bose was available in the C cars but not H cars. You dont really want the Bose anyways, although it was very fine in its day but the equipment is non interchangeable with non-Bose. There is a man in St. Louis, MO that will refurbish your OE radio, put new tape bands, lights, and go through it make sure its electrically sound + install an AUX jack so that you can plug in your digital media. I have that in my 88 Corvette convertible, keeping the original head unit and just run all my tunes off the iPod. Sometimes they are for sale on eBay.
  9. A guy casually offered me $6500 at the Charlotte show a couple of weeks ago. I suppose the market may bear more if you really worked the sale. I am sure prices will rise accordingly once the economy fully turns around and people spend money again (it is funny even people that have plenty of money even act broke in this bad economy) and the cars age more. Currently it doesnt cost me anything more than the small insurance fee (Hagearty charges me $250 a year for 2 cars) and incidental amount of gas I use for shows and what not. So it can sit until I retire (lol...). Mostly it attracts attention because of the novelty. Even MOPAR guys look at it because in a sea of `Cudas and Chargers its still unique. I assume the prices quoted were for Imeprials in general and mostly carb-converted models. I can only imagine that FS and pure original EFI models would command premiums because of their additional rarity.
  10. Good Website for info. When I worked for Buick the T-Type front lower bumper fascia was expensive and rare as a henstooth. I dont remember it being $1900 but it was expensive. Buick offered a T-Type for the Electra as a 4 door and the LeSabre as a 2 door. I am not sure why they did that. At one point in the 80s Buick offered "T" versions across the board from the Skyhawk to the Electra. Buick now occupies the same marketing territory as Cadillac once did, traditional American style and luxury. Hence the phaseout of the performance models to a large degree. Cadillac is now designed and marketed to compete with Asian and European luxury cars. I once had an 86 Regal T-Type (you actually bought the turbo car and the Grand National was a trim out package) and I preferred that steering wheel to the one they came out with in 89-93. The later style tri-spoke was all vinyl or leather it was nice but not as nice as the older style tri-spoke with the metal spokes and the faux boltheads around the center cap.
  11. I had an 86 LeSabre 3.8, 89 Park Avenue, 93 Buick Park Avenue, and currently a 2003 Park Avenue Ultra as daily drivers. You simply cannot beat the 3.8V6 4speed OD in a large but not too large package. What a car for everyday usage. I cannot be happier. Starting in 1989 a CD option was available in the C cars (Parks, 98, deVilles) and was extended to most other GM cars by 1991. On 1991 Buick it would be part of the Concert Sound II system. Not Bose so head unit interchangeability is not an issue. I retrofitted my 89 Park with CD player back in 1997 before I got the 93. You can go on eBay and find CD players OE for sale. Since it is a 91 it will have the standard DIN+1/2 head unit size and the 88-00 style GM2 plug in. That will be important. Make sure the radio you buy matches or you will have to buy an adapter. The older style CD players are rare and expensive. I am not aware of any provisions for CDs other than the general open space in the armrest. Yours should have a flip out cupholder. That was the last year of the reverse opening hood. Something that I happened to like. Customs were about 75% of the model runs and sedans were about 85% of the models. Coupes are fairly rare and Limited coupes are extremely rare. Only the T-Types are most rare. There is a guy about 30 minutes from me with an 89 T-type coupe that he fitted with a latemodel 3.8 supercharged motor. The most most rare production LeSabre was the 86 Grand National coupe. During the mid late 80s the Lesabre coupes were raced in NASCAR due to their aerodynamics. Originally the LeSabre GN was supposed to be turbocharged like the Regal GN but they couldn't make it work. So they were just dolled up coupes with GN emblems and louvers. They are rare and have some minor collectability but are really no different mechanically.
  12. [quote=Jim Rohn;74522 4]Hemmings Motor News: 1981-1983 Chrysler Imperial The only complaint I have with this article is that they used a carb converted car. Most were carbed but there are excellent examples of EFI and FS models that would have been a truer story.
  13. I have an 81 Eldorado Biarritz with the funky V864 system. Mine works but you can simply unplug it if it gives trouble. Which most did out of warranty. Otherwise its a nice but different car than the Imperial. The Imperial of course is RWD and with a tall rear end is more of a cruiser than a play car. Chrysler always was know for relatively overplush interiors and the Mark Cross seats lavalier straps and the crystals certainly do it. The Eldo is more Hollywood - FWD - stainless roof - wire wheels - etc. I prefer Cadillacs as my hobby although I enjoy this Imperial immensely. If only because everywhere I go it gets looks because either no one knows what it is or they remember it far far back.
  14. People keep their cars longer which has probably done as much to kill collectability of the last 25 years as much as iffy styling and performance. However there probably always been a market for truely unique and interesting vehicles and time will certainly tell. One thing about 70s + cars is that even 30-40 years old they can still be driven relatively easily on the road without too much difficulty. Safety items has more or less become standardized by the early 70s so automatic transmission air conditioning disc brakes etc. allow for easy driving on any road at almost any speed. As far as collectability is concerned I would probably agree that the vast majority of mid/low level cars from the era will probably never climb above 4 figures I dont see why unique and interesting vehicles preserved originals will not command some collector interest as time wears on. As generations shift and tastes and interests evolve the day will come when the cars from the 50s and 60s will be like the pre war cars now cost prohibitive for most people and taken out only for shows and special events and usually not driven on main roads. I am only 32 and got my license in 1994. So most of the cars that I saw in high school were 80s and 90s models. I have an 1981 Chrysler Imperial FS (with EFI) which is a rare car indeed and I was only 3 when it was made. So time is relative. I have owned a couple of cars that were older than me (slightly) and hope to one day own one from the 60s. It is difficult for someone of my generation to relate to something prior to the 60s and we simply do not have connections to those eras. Even passed down stories from parents experiences go back to only 60s. Of course I appreciate cars from the earlier eras and it would be a gift from God to own a 32 Cadillac but for now I am content to enjoy what I know best.
  15. The Imperial was tuned and geared to maximize fuel economy and highway cruising. That it does well and that is why it is a bit of a dog off the lined compared to other cars. The 318 isnt a slouch but 2.20 rear end doesnt make for quick starts. However that coupled with the EFI makes for extremely smooth and efficient highway cruising. I regularly get upper 20s on a level steady 65MPH highway. I am sure Chrysler could have done better with a 3.23 rear end and an OD automatic but they simply didnt have that available at the time. I have often thought about changing out my pinion to a sportier final drive just to squeeze a little extra enjoyment out of it. MPG is less of a concern now since its not a daily driver and still keep it basically original. At least for AACA specifications! I would agree that there were probably a lot of cases where the EFI was simply retrofitted to carb due to customer demand and tech familiarity. The EFI tester from Sun (like many diagnostic items) was very expensive and wasnt all that effective. Such technology wasnt heard of then to most techs yet the stuff that is worked on today is 100 times as slick as an EFI Imperial. I used to have a 76 Seville with EFI and that was the first year of true EFI on a car available in the US and it was unique. The usage of veteran UAW personally (minimum 20 years for most procedures) was not exclusive to the FS edition. That was Imperial wide. The FS edition was treated like any other Imperial other than it being a specific package. Given the relatively low production volumes especially as time went on the cars were practically hand built at least hand finished. While the Imperial was planned prior to Iacocca taking over Chrysler, once he came on board he made it what we know of the car. He wanted a halo car like the Lincoln Mark III was back in 1969. The demise of the Imperial has been much talked about by Mopar people however I am not convinced that the EFI did the car in as much as other factors.