Posts Tagged ‘large pull bows’
MVL Takes Sole Lead at Saint Louis Blitz
Dienstag, März 18th, 2025
opening ribbon cutting, https://goldenopenings.com/collections/ceremonial-ribbon.
In this Videocourse we deal with different aspects of the middlegame which are important to study and improve your general understanding of chess structures. Bullet Chess. Puzzle Battle and Tandem Chess. Model-year 1977 brought the first of GM’s downsized cars. The following year brought even fancier Electra Park Avenue models. Convertibles were no more (killed after ‘75), but two- and four-door sedans were offered in LeSabre, LeSabre Custom, Electra 225, and 225 Limited series. Sloped-roof “aeroback” styling on the two- and four-door sedans was out of phase with buyer tastes, though there was nothing wrong with the handsome wagon. All employed a new-generation A-body with so-called “Colonnade” styling that did away with pillarless coupes and sedans. Signaling the imminent demise of midsize Buick convertibles (ragtop sales were down to a trickle industrywide), Skylark hardtop coupes offered a fold-back cloth sunroof as a new ‘72 option. Bolstered by spiffy Luxus and Regal submodels (the latter made a separate series after ‘74), the midsize Centurys sold well through 1977, providing an important “safety net” at times when inflation and rising fuel prices sent would-be big-car buyers scurrying for thriftier alternatives. Buick had turbocharged its V-6 with the new midsize line in mind, offering it in sporty Century and Regal sport coupe models.
A turbo V-6 was available here, too. Buick also mounted an Indy-car racing program for its V-6 and offered over-the-counter hop-up parts to cement its hoped-for image as a more youthful, performance-oriented outfit. A significant factor was strong new competition from Pontiac, which offered many of the same basic cars but had recently returned to its ’60s-style performance theme and returned to third for the first time since 1970. Trying to be all things to all people, Reuss later conceded, only confused Buick’s image — and its customers. Its largest cars were the logical starting point, and they were rendered even more timely by the government corporate average fuel economy standards (CAFE) that took effect for ‘78. Per tradition, Buick anticipated most market trends and responded with cars that, if not on the leading edge of design, were at least in tune with the times. Yet despite the occasional flawed product and market miscalculation, Buick had moved with changing buyer demands in the ’70s, reaping the benefit of good sales while some other makes faltered. Strong sales year after year were proof that Buick not only knew its market but how to satisfy it.
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. Intermediates were next on the corporate slenderizing schedule, so a smaller Century bowed for 1978 along with a separate Regal series of personal-luxury coupes, all built on a new 108.1-inch-wheelbase A-body. Regal sold well from the start, but Century didn’t. Buick jumped to third in industry production for 1982-83 and ran fourth in model years ‘81 and 1984-86. Even so, ‘86 volume was well down on ’85’s, and the slide continued into 1987, when Buick fell to fifth, behind Oldsmobile. This strategy worked well for a time, but ultimately backfired. Half the games finished decisively, and everything worked in Hikaru Nakamura’s favour. 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. The GS option, a last vestige of sport, vanished after 1975, but Buick tried to keep enthusiasts interested with a “Rallye” package offering reinforced front antiroll bar, a new rear bar, and heavy-duty springs and shocks.
In front of her were museum staff and artists sitting on benches and a bowl filled with mushrooms. 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. A near twin to the Vega-based Chevrolet Monza, this 97-inch-wheelbase subcompact “hatch-coupe” took a bit more than eight percent of total division sales in its first six months. Styling was more rounded, with smoothly curved “fuselage” bodysides, massive hoods, and broader expanses of glass. The Century continued its winning ways until World War II intervened, adding “Compound Carburetion” for 165 horsepower and ever sleeker styling. Nigel Short: Does persisting with a World Ch. 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.