Pfeil

Buick Skylark GS Convertible Super Turbine (aut. 2) , model year 1966, version for North America U.S. (up to September) 1966 Buick Skylark GS Convertible Super Turbine (aut. 2) specs manufactured by Buick in United States 2-door convertible body type RWD (rear-wheel drive), automatic 2-speed gearbox gasoline (petrol) engine with displacement: 6572 cm3 / 401 cui, advertised power: 242.5 kW / 325 hp / 330 PS ( SAE gross ), torque: 603 Nm / 445 lb-ft, more data: 1966 Buick Skylark GS Convertible Super Turbine (aut. 2) Horsepower/Torque Curve characteristic dimensions: outside length: 5182 mm / 204 in, width: 1905 mm / 75 in, wheelbase: 2921 mm / 115 in reference weights: shipping weight 1607 kg / 3542 lbs base curb weight: 1680 kg / 3704 lbs how fast is this car ? top speed: 199 km/h (124 mph) (©theoretical); accelerations: 0- 60 mph 7.3© s; 0- 100 km/h 7.7© s (simulation ©automobile-catalog.com); 1/4 mile drag time (402 m) 16© s (simulation ©automobile-catalog.com) 1966 Buick Skylark GS Convertible Super Turbine (aut. 2) Detailed Performance Review fuel consumption and mileage: average estimated by a-c©: 23.1 l/100km / 12.2 mpg (imp.) / 10.2 mpg (U.S.) / 4.3 km/l, more data: 1966 Buick Skylark GS Convertible Super Turbine (aut. 2) Specifications Review Performance option below, my guess it's NOT a 2X4 carbureted engine. Buick Skylark GS Convertible Power Pack Super Turbine (aut. 2) , model year 1966, version for North America U.S. (up to September) 1966 Buick Skylark GS Convertible Power Pack Super Turbine (aut. 2) specs manufactured by Buick in United States 2-door convertible body type RWD (rear-wheel drive), automatic 2-speed gearbox gasoline (petrol) engine with displacement: 6572 cm3 / 401 cui, advertised power: 253.5 kW / 340 hp / 345 PS ( SAE gross ), torque: 603 Nm / 445 lb-ft, more data: 1966 Buick Skylark GS Convertible Power Pack Super Turbine (aut. 2) Horsepower/Torque Curve characteristic dimensions: outside length: 5182 mm / 204 in, width: 1905 mm / 75 in, wheelbase: 2921 mm / 115 in reference weights: shipping weight 1607 kg / 3542 lbs base curb weight: 1680 kg / 3704 lbs how fast is this car ? top speed: 204 km/h (127 mph) (©theoretical); accelerations: 0- 60 mph 7.4© s; 0- 100 km/h 7.7© s (simulation ©automobile-catalog.com); 1/4 mile drag time (402 m) 15.9© s (simulation ©automobile-catalog.com) 1966 Buick Skylark GS Convertible Power Pack Super Turbine (aut. 2) Detailed Performance Review fuel consumption and mileage: average estimated by a-c©: 23.4 l/100km / 12.1 mpg (imp.) / 10.1 mpg (U.S.) / 4.3 km/l, more data: 1966 Buick Skylark GS Convertible Power Pack Super Turbine (aut. 2) owertrain Engine manufacturer: GM Buick Nailhead V-8 401 (Wildcat) Engine type: spark-ignition 4-stroke Fuel type: gasoline (petrol) Fuel system: carburetor Charge system: naturally aspirated Valves per cylinder: 2 Valves timing: Additional features: Emission control: Emission standard: Cylinders alignment: V 8 Displacement: 6572 cm3 / 401 cui Bore: 106.36 mm / 4.1875 in Stroke: 92.46 mm / 3.64 in Compression ratio: 10.25 : 1 Horsepower net: Torque net: Horsepower gross: 253.5 kW / 345 PS / 340 hp (SAE gross) / 4600 Torque gross: 603 Nm / 445 ft-lb / 3200 Redline rpm: Car power to weight ratio net: 113 watt/kg / 51 watt/lb (estimated by a-c) Car power to weight ratio gross: 151 watt/kg / 68 watt/lb Car weight to power ratio net: 8.8 kg/kW / 6.5 kg/PS / 14.5 lbs/hp (estimated by a-c) Car weight to power ratio gross: 6.6 kg/kW / 4.9 kg/PS / 10.9 lbs/hp Fuel capacity: 76 liter / 20.1 U.S. gal / 16.7 imp. gal Engine lubricant oil capacity: 3.8 liter / 4 U.S. qt / 3.3 imp. qt plus 0.9 liter / 1 qt for filter change Engine coolant capacity: 17.5 liter / 18.5 U.S. qt / 15.4 imp. qt Battery capacity (Ah): 70

>6v coffee percolator!

Seemed crazy to me after the end of the 455 eras that GMC would use the 403 in those GMC motor homes, but they did. Your average 3800 lb. car is no problem. A Mark 4 would be my choice. If you are into road racing/ Grand touring, that's another story where the SBC 400 and the 403 just can't take the load for extended periods of track time.

"a non-numbers-matching 403 or 455 beats the hell out of somebody sticking an LS engine in it- which seems to be an ever more common fate for any and all GM musclecars.🙄" The haunting words that every loyal Buick, Olds, Pontiac and even these days Cadillac fan hates to hear! Ross82nd, please don't turn your Oldsmobile into a Chevrolet

I forgot. The chick magnet at the beach. They would swarm the car.

Funny car

If Glenn and Joe had check boxes on their responses, I would check them all! From what I understand the 403 can be made pretty robust and looking at it on paper it's got a great B/S ratio. The only thing I don't particularly like is it's siamesed cylinders, but for the street and even short burst drag racing there are no problems in that regard. Like Glenn says, " I'd keep it"!

I think, but not absolutely positive that the 1955 Indian head mascot somewhere in mid production changed from amber to clear. Something to do with Gov. regs. Below is a clear 1955; The 1956 Pontiac hood ornament below has no Indian head at all, and the mascot is like a Bomber jet, and they are all clear. In 1957 there is no hood ornament, but the front fender wind splits or projectiles could be ordered with illumination. See below.

Bill, the illuminated chief was an option on a deluxe chieftain and also on the Star Chief when it came out in 54.

From the looks of the wheels on your car you would need more than a couple of wheels. As you might have read when you joined the forum, we deal with stock in the General section.

My dad had a 59 Pontiac Catalina hardtop coupe. My dad ordered it out of the zone office, the dealer was surprised to find it on his doorstep with instructions one day. It was a S/O car with tag instruction codes next to the firewall data tag. Bonneville Tri Tone leather interior, A hand built four bolt main 389 tri-power built in the Pontiac tool room like every NASCAR engine sold to teams and drag racers. A heavy-duty police/taxi 4 speed HydraMatic with external oil cooler. A 3.08 Posi in the car and a 3.90 and a 4.10 posi. pumpkins in the trunk. The car raced in A/Stock Automatic. By the time I started racing it, it was racing in F/SA. A very consistent car when I had it, 13.90 @ 101-102mph and 3907 pounds. I sold this car in 1969 to buy a new 1969 Pontiac LeMans 354 H-O (which I still have). Sometime in the late 80's I decided to try to find the 59 Catalina. I knew in the late 70's it was still around, and it was being street raced. I also knew the guy who bought it from me had pulled the 389 and installed a 421. I worked for a major auto manufacturer and at the end of the prototypical year we would crush pre-production cars at a place near the L.A. port and I knew the people who ran the place. I had friends who had access to DMV records and found out the car had been crushed 3 months before I started looking for it, and it had been crushed by the facility my company used to crush our pre-production cars. I have a picture album of the car from its delivery to when I sold it in 69. I also got an affidavit from the crusher company to put in the last page of that photo book on my car. BTW a S/O Pontiac today would be worth big bucks in Pontiac circles. The only other Catalina I know of with a Bonneville interior was a S/O car made for Harly Earl's wife, it was a pink Pontiac convertible. Lots of memories in that car. I got my drag racing license in it when I was 14, and my regular driver's license when I was 16, and a year after that my dad and I taught my mom how to drive in it.

I can't find any images for cars for sale that show the underbody rocker areas as that would tell the tale of how and what they are mounted to. They also go beyond the wheelbase of the car, and I can see they continue to underneath the rear rocker extensions. I don't think they were installed to hide underbody pieces, and if they did, they would have to be a lot wider because the front subframe on these and X cars really hangs down. If I could see the underside of the car, it might show me that it's protecting the body pinch weld. I'll bet a bunch of them have been destroyed by someone who doesn't know how to jack these cars!

One look at that shop would cause me to never return. What you need is something like this;

What kind of parts. BTW what is a classic VW?

Are you sure that has a SM chevy?? Looks like a BB Installing a Chevy engine in an Olds or Pontiac has the same reaction to a Pontiac or Olds fan as priest showing a cross to a vampire! Those images ruined my day!

TerryB, it seems that the above passed legislation HAS an obvious direct connection to the legitimate antique car hobby.

Not Germaine. It's quite relevant because states influence each other. Just look at that latest California EV law. There are thirteen states that have followed California. Connecticut, Delaware, Maine, Maryland, Massachusetts, New Jersey, New Mexico, New York, Oregon, Pennsylvania, Rhode Island, Vermont, and Washington.

In California, in the late 60's the state created emission standards for 1955-1965 vehicles, there never were standards for these cars when new. One of the devises that had to be installed was a devise that capped the engine vacuum line to the distributor vacuum advance. A lot of overheating and blown engines and after a few years the law was rescinded. 1966-1975 cars (these are the first cars with exhaust controls) must have all their emission devises on the car and working order, they are exempt from testing unless the AQMD or CARB brings them back into smog check. These vehicles could be brought back into smog check if Ca. air quality doesn't meet standards or if the state can't meet its self-imposed carbon offset. The state does not need a referendum to bring them back into smog check. 1976- present day cars must be smogged biannually unless they are deemed gross polluters, then it's every year. I have a 1976 Oldsmobile that I bought new in Ca. I have every smog test and records from day 1 until I moved to AZ. in 2014. If you look at the standards on the very first smog test to the last test before I left Ca. you will see that the state tightened the standards every year, in fact in the 90's the state started measuring NOX and then created a standard. Even though my Olds had an EGR NOX devise from the factory there was never an EPA standard for that car, yet the state created a standard measurement, and tightened every year the HC and CO standard as if to try to legislate these cars off the road.

Every once and a while we in engineering would hear some pretty unusual tales from our dealer network across the country. When our cars started using variable valve timing, we would hear of cam timing advancement that had stopped working or would stick. The oil passages to the solenoid were very small and if an owner didn't change their oil frequently these passages would plug up. Now you know why these newer cars require 0-10W or 0-20W engine oil. Sometimes to get these passages going to the VVT free without disassembling the engine you would drain the engine oil and refill it with Dextron ATF and run the engine for about an hour at 2,000 rpm under NO load and then drain the ATF and refill with the prescribed engine oil. This also works wonders on sticky oil pressurized chain tensioners. I also use the above method on any engine before an engine teardown to make the clean-up part of the job easier.

You know Steve, I think MB is the only make that could pull off a "painted in part" wheel cover that really looks good.

Yes, the wheel arch trim, know what you mean. If only MB used the thin type, it would have been ok. I remember when Chevrolet tried to copy that trim molding on the Concours in 1977. Chevrolet went back to the slender type in 1978. Dirt and sand can get in there behind the wide molding and with vibration just sands the paint off. Doesn't matter the brand of car-they all do it, also bolt on fender flares for trucks too! ---

One of the Oldsmobile guys in the next town over has over 40+ Oldsmobiles. One of them is an all original 1942 B-44 blackout.

Yep, a great affordable looker. To make it perfect, a set of Euro bumpers and earlier Bundt wheels.