The 1955 Roadmaster's Dynaflow transmission changed its own stator blade pitch under hard acceleration, a rare mechanical trick for the era.
Lead trim: Roadmaster 322 cu in Fireball V8 (200 hp, 1954) · up to 236 hp
Buick Roadmaster1954–1956
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Nobody in Burbles has spotted a Buick Roadmaster yet. See one on the street, point the app at it, and the first card is yours — with your @handle permanently credited on this page.
FactThe 1955 Roadmaster's Dynaflow transmission changed its own stator blade pitch under hard acceleration, a rare mechanical trick for the era.
For 1954 the Roadmaster and Super shared with Cadillac and the Oldsmobile 98 the new GM C-body, adopting the new "ponton" appearance and "Dagmar bumpers": these were large, roomy cars, as much as five and a half inches longer in wheelbase and more than nine inches longer overall than in 1953 (127.0 in wheelbase; 216.8 in long in 1954, 216.0 in in 1955 and 213.8 in in 1956; width 79.8 in, height 62.6 in, 4,400–4,600 lb), with Roadmaster script on the rear quarter panels, blunted rear fins with dual "bullet" taillamps and a panoramic windshield with vertical side pillars. The engine output was increased to 200 hp for 1954, with the pillared coupe and Estate wagon no longer offered; for 1955 the engine rating was increased to 236 hp with a new variable-pitch Dynaflow (whose stator blades changed pitch under hard acceleration) and a gold-accented grille and wheel-cover bars distinguished the Roadmaster. The engine was the 322 cu in (5.3 L) Fireball V8 with the 2-speed Dynaflow.
Collectors Spotted in the Buick Roadmaster Lineage
No member has published a public street spot of the Buick Roadmaster yet — the First · Worldwide stamp is wide open.
Trims & Figures
2 published trims in the catalogue. A blank is a figure not recorded, not zero.
| Trim | Years | Engine | Power | Torque | 0–60 | Drive | Gearbox | MSRP |
|---|---|---|---|---|---|---|---|---|
| Roadmaster 322 cu in Fireball V8 (200 hp, 1954) | 1954–1954 | 5.3 L V8 | 200 hp | 309 lb-ft | — | RWD | — | — |
| Roadmaster 322 cu in Fireball V8 (236 hp, 1955) | 1955–1955 | 5.3 L V8 | 236 hp | 330 lb-ft | — | RWD | — | — |
Owning one
We don’t estimate running costs for a car like this. What it costs depends on its condition, its specialist and how it is driven, and an average would mislead.
Owners’ builds
Nobody has claimed one yet.
Photographs
This land-yacht Roadmaster wagon could out-tow plenty of trucks of its day — with the factory package and the right setup, it was rated for 7,000 pounds.
The exhaust on a 1957 Roadmaster ran out through a filler-like opening centered in the rear bumper, right next to the fuel cap.
The 1955 Roadmaster's Dynaflow transmission changed its own stator blade pitch under hard acceleration, a rare mechanical trick for the era.
Buick's non-functional VentiPorts started here in 1949 as a status code: four holes for a Roadmaster, three for lesser Buicks.
New Roadmaster sales were restricted in early 1942 to buyers in occupations the government deemed essential to the war effort.
Only one 1940 Roadmaster is known to have been built as a custom open-front town car, nicknamed the Townmaster.
For 1938, Buick swapped the Roadmaster's rear leaf springs for coils and fitted shock absorbers four times the size of its rivals', a genuinely progressive ride upgrade for the era.
Buick's brand-new 1936 Roadmaster undercut the cheapest Cadillac sedan by $440 — real luxury-car presence at a price Cadillac couldn't touch.
GM patented the humble vent window right here -- 1933's Series 80 cars got the first "No Draft Individually Controlled Ventilation," later renamed Ventiplanes.
Rivals
Same body, same money, other badges — tap any card to flip.
It briefly served as senior sibling to Marquette, a GM companion brand cancelled after just one year.
Nissan hired former BMW engineers to help develop the 510's suspension, which is why period reviewers frequently compared its handling to the BMW 1600/2002.
A Trabant 601 won its class at the 1970 Monte Carlo Rally, with a second 601 right behind it in second.
The 600 was a stopgap: the P50's body over the 601's mechanicals, and for a while its estate was built alongside the new 601 saloon.
The G80 Sport brought a 370 PS twin-turbo 3.3 V6, a mesh grille and copper-tinted chrome with copper stitching to match.
The Vigor was sold only with a five-cylinder engine, an unusual configuration Honda used to fit a longer engine transversely under a short hood.
The GS/E coupe earned the nickname "German Charger" for its long hood, short deck stance borrowed from Detroit muscle cars.
This DeVille/Fleetwood was the first production car anywhere to mount its V8 sideways, Cadillac's front-drive gamble on the new C-body.