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If you can find one a 1994-1996 Chevy Impala SS or Buick Roadmaster with the LT1 Corvette V-8
From 1994–1996, the Roadmaster, like all B-Body variants, began utilizing the iron head version of the Gen II LT1 V8, its 350 c.i/5.7 liters producing 260 hp (194 kW) and 335 lb·ft (454 N·m) of torque.
The switch from the Gen I TBI 5.7L V8 was due to increasing standards for emissions and fuel economy that the aging Gen I could no longer meet. This motor was shared with the Impala SS of the same era and was related to the 4.3 L/265 c.i. L99 V8 that was the base motor for the Chevrolet Caprice, and varied mainly from the F body and Corvette applications by:
A) using iron heads rather than aluminum (specified by police departments for durability and utilized throughout the B-Body line)
B) a milder cam that produced a better torque curve for the heavy B-Bodies.
C) various intake silencers used to make the engine more palatable to the luxury market and/or pass drive-by noise standards.
D) Two bolt main journal bearing caps (also true with the F-body LT1 engines, but not the Corvette).
The Roadmaster was only delivered with the 5.7 L LT1, however, and such cars can be detected visually by a factory-installed stainless steel dual exhaust. The interior of the LT1 cars are distinguished by utilizing analog gauges rather than digital. However, unlike its stablemates, the 9C1 Caprice and Impala SS the Roadmaster was limited to 108 mph (174 km/h) due to the factory-fitted tires not being rated to run the 140 mph (230 km/h) plus the 9C1 and SS were capable of.
The engine returns 17 mpg (14 L/100 km; 20 mpg city/25 mpg (9.4 L/100 km; 30 mpg highway for a 4,200 lb (1,900 kg) full-sized car (4500 lb for the wagon), up 1 mpg-US city from the previous version.
The transmission from 1994–96 was changed from the 'analog' 700R4/4L60 to the electronically controlled version of the same, the 4L60E.
Ordered with the towing package, the 94-96 Roadmaster was advertised to tow up to 5000 pounds, although the Estate Wagon owner's manual extended that to 7,000 lbs when using a weight distributing hitch, dual sway controls, increasing the rear tire pressure to 35 psi and disabling the Electronic Level Control.
The tow package added 2.93 gears and a limited slip differential, heavy duty cooling system including oil and transmission coolers, and a factory installed self leveling rear suspension consisting of air shocks, a height sensor between the rear axle and body and an on-board air compressor.
The most distinctive feature was the combination of one conventional fan driven mechanically from the engine alongside of one electric fan, offset to the left (non-towpack cars came with two electric fans).
That's interesting because I seem to remember Daewoo and Pontiac dealerships being grouped together, so perhaps there's some kind of connection (just like there was with Mazda and Ford at one time)?
GM and Daewoo have a fair amount of history together. The engines in Daewoos short formal stint in the US were GM based. When Daewoo went bankrupt GM purchased them. Daewoo now produces GMs compact cars like the Cruz, Sonic and Aveo. They also produced some real crappy Suzuki rebadges too.
I'm gonna nominate the Neon. These were everywhere and now they're nowhere.
But when it worked, that Sunbird GT and Buick Skyhawk Turbo T-Type were quick but suffered from the usual turbo lag followed by whiplash take-off when the turbo engages.
You got that right, along with the Oldsmobile Cutlass Salon fastback (1978-1980).
The Geo Metro wasn't particularly pretty in convertible form, not that the hardtop was a beauty.
I know a next generation car enthusiast whose favorite car in the world is the Geo Metro. He has 1990 and 1993 Metro convertibles and they're his prized possessions.
Can't say I don't like the Aerobacks or Citation either.
The Suzuki X-90 is a two-door, two-seater SUV manufactured and marketed from October 1995 to May 1997 by Suzuki. Related to the Suzuki Sidekick, the X-90 featured a T-section removable roof.[SIZE=2][1][/SIZE]
Replacing the Samurai in the United States market, Suzuki began marketing the X-90 in Japan by the end of 1995, and in western markets in April 1996.
The X-90 used a 1.6 L I416-valve engine which produced 95 hp (71 kW) and was available with four wheel drive or rear wheel drive and either a 5-speed manual or automatic transmission.
The X-90 featured dual air bags, anti-lock brakes, optional air conditioning and a dealer-installed 6 disc CD changer. The suspension used MacPherson struts and coil springs in front and coil springs with wishbone and trailing links in the rear. A space saver spare wheel is stored in the trunk and space behind the two seats offers further cargo area.
The X-90 debuted as a concept car at the 1993 Tokyo Motor Show. Suzuki presented the production vehicle in 1995 and began marketing the X-90 by the end of that year in Japan, with international markets the following year.
The X-90 sold 1,348 X-90s examples in Japan, and a total of 7,205 X-90s were imported into the US. More than half in the US were sold in 1996, with sales of 2,087 the next year and 477 in 1998.
During 1996, 484 vehicles were imported into Australia. The X-90 was also imported into Europe. By mid-1997 retail pricing had dropped by 25%. No further imports occurred and the last of the vehicles sold in 1999.
The X-90 was the base vehicle for Red Bull's advertising vehicles, which featured a 5' mockup of the company's product can mounted over the trunk.
In October 2013, Top Gear magazine placed the X-90 on its list of "The 13 worst cars of the last 20 years.
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