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Buick Forums - The Buick Owners Group
What's on your mind?
First of all, love my RM sedan! Awesome riding and 27mpg! (1) Horn blows intermittently. I researched and found the probable culprit is airbag expansion. Since new replacement parts don't exist, I want to relocate horn switch to driver door control panel where window, mirror, seat controls are. I want to disconnect wires at steering wheel and add new wires to control from side control panel. Where do I start to find where to connect new wires? (2) Courtesy lights intermittently stay on. Seems the instrument panel round dimmer switch might the culprit. Problem goes away when finding sweet spot on switch. Is it common to replace that switch? (3) Door locks intermittently activating randomly while driving. What is the most likely cause of that? I read somewhere that it might be the ignition switch. What's the best way to troubleshoot to be sure where the problem is? (4) When driving without radio on, I can hear the hvac control box cycling. It appears when the inside temperature reachs the set point, the controller seems confused. Do I need to replace the control module or is that normal? Thanks in advance! Roc
5 Replies
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1028 views
My 2013 LaCrosse (158,000 miles) started taking quite a bit of time shifting into drive from reverse or neutral. Maybe 5 or more seconds. Kind of embarrassing when you're in the way. This has been going on for several 10's of thousands of miles. I had the transmission flushed but that didn't help. Is this common? Has anyone else had this and know the cause?
This car has had 0 problems; only maintenance that I have mostly done myself.
This car has had 0 problems; only maintenance that I have mostly done myself.
0 Replies
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16 views
Still looking for a solution to replacing the balancer bolt for a 2005 Buick Century 3.1L SE. I've ordered an ARP 120-2501 balancer bolt (says it fits this car) but I'm out of other options. If this doesn't fit, what other options are there?
31 Replies
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1003 views
C
Here is a link to a Grade 10.9 M12x1.5x45 bolt -
belmetric.com
While it is not TTY, it should be strong enough for your application.
Or, you can order ARP M12x1.5x45 bolts from Summit Racing - https://www.summitracing.com/parts/arp-664-1005?seid=srese1
M12X1.5 OEM Hex Flange Bolt - Steel 10.9 Zinc Flake
Bel-Metric sells metric hardware & specialty automotive supplies worldwide. Visit our website to purchase metric fasteners, nuts, bolts, screws, washers & more.
belmetric.com
While it is not TTY, it should be strong enough for your application.
Or, you can order ARP M12x1.5x45 bolts from Summit Racing - https://www.summitracing.com/parts/arp-664-1005?seid=srese1
S
I do know that at the dealership near by, they reuse those bolts for what it is worth. I also know I have reused them too at our shop with no issue, not to say that it can't happen. All things are possible. However, if a ARP replacement can be found, then that is great. The 3.1L was a very heavily used engine across GMs lineup for several decades, the possibility of there not being a single option makes very little sense. I know that engine was used through and may have been phased out just after the 2005 model year, which I think was the last year before it was replaced by the 3.4L. I think, it's been a minute. All that said, there were millions of those engines and it's variants floating around world wide.
If Dorman does not have one, then making a plea to ARP to produce one specifically for the 3.1L with torque specs should be considered and may take the community to back a representative or just flood their inbox.
I think this is the best alternative. I have heard very little negative stuff about ARP, and there is a decent chance the replacement will not be TTY. A re-useable replacement would be ideal in either case. I don't do wrench work professionally anymore except for myself these days. I do deal in obsolete auto parts though.Here is a link to a Grade 10.9 M12x1.5x45 bolt -
M12X1.5 OEM Hex Flange Bolt - Steel 10.9 Zinc Flake
Bel-Metric sells metric hardware & specialty automotive supplies worldwide. Visit our website to purchase metric fasteners, nuts, bolts, screws, washers & more.
While it is not TTY, it should be strong enough for your application.
Or, you can order ARP M12x1.5x45 bolts from Summit Racing - https://www.summitracing.com/parts/arp-664-1005?seid=srese1
I do know that at the dealership near by, they reuse those bolts for what it is worth. I also know I have reused them too at our shop with no issue, not to say that it can't happen. All things are possible. However, if a ARP replacement can be found, then that is great. The 3.1L was a very heavily used engine across GMs lineup for several decades, the possibility of there not being a single option makes very little sense. I know that engine was used through and may have been phased out just after the 2005 model year, which I think was the last year before it was replaced by the 3.4L. I think, it's been a minute. All that said, there were millions of those engines and it's variants floating around world wide.
If Dorman does not have one, then making a plea to ARP to produce one specifically for the 3.1L with torque specs should be considered and may take the community to back a representative or just flood their inbox.
How hard it is to switch out the a/c Compressor
0 Replies
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77 views
Howdy,
I'm inheriting a 2015 Buick Lacrosse V6 leather trim with about 60k miles. It was the typical low mileage, old person car.
I've never owned a Buick. In fact I've never really owned an American built vehicle.
This would be a 2nd vehicle for me, a weekend car for going to the dog park and other random things.
Are these reliable? Is a 10 year old Buick seen better days or can I rely on it like a Toyota? Should I sell it while it is still worth something or should I keep it because it's a good car that will continue to be a good car 10 years from now.
Any and all opinions are welcome. Tell me it's a piece of shit or otherwise.
Thanks
I'm inheriting a 2015 Buick Lacrosse V6 leather trim with about 60k miles. It was the typical low mileage, old person car.
I've never owned a Buick. In fact I've never really owned an American built vehicle.
This would be a 2nd vehicle for me, a weekend car for going to the dog park and other random things.
Are these reliable? Is a 10 year old Buick seen better days or can I rely on it like a Toyota? Should I sell it while it is still worth something or should I keep it because it's a good car that will continue to be a good car 10 years from now.
Any and all opinions are welcome. Tell me it's a piece of shit or otherwise.
Thanks
2 Replies
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166 views
I had replaced the speakers in my doors, but misplaced the clips and I am now unable to find replacements for them. The clips are seen in this video, at the timestamp:
I have tried multiple OEM shops and checked Amazon too, but I cant find something that would fit right. Am I missing something?
This is the closest I have found so far:
Would any of these work? I want to make sure I get this right before I just slap it into my car and call it a day.
I have tried multiple OEM shops and checked Amazon too, but I cant find something that would fit right. Am I missing something?
This is the closest I have found so far:
Amazon.com: (10) 1982-1999 Front | Rear Headliner Molding | A Pillar | Garnish Clips | Buttons | Fasteners | Retainers (FITS: GM, Chevrolet, Buick, Oldsmobile, Pontiac, GMC, General Motors 1982-1992 F Body Cars) : Automotive
Buy (10) 1982-1999 Front | Rear Headliner Molding | A Pillar | Garnish Clips | Buttons | Fasteners | Retainers (FITS: GM, Chevrolet, Buick, Oldsmobile, Pontiac, GMC, General Motors 1982-1992 F Body Cars): Clips - Amazon.com ✓ FREE DELIVERY possible on eligible purchases
www.amazon.com
Amazon.com: 25PCS Carbbia Metal Trim Panel Fastener Fits into 5/16" Hole Car Door Panel Clips Retainer : Automotive
Buy 25PCS Carbbia Metal Trim Panel Fastener Fits into 5/16" Hole Car Door Panel Clips Retainer: Clips - Amazon.com ✓ FREE DELIVERY possible on eligible purchases
www.amazon.com
Amazon.com: Rebvugr 15 PCS Car Trim Panel Metal Retainer Clip, Car Door Panel Clips, U-Shaped Auto Dashboard Console Fastener for Chevy Saturn, Lift Gate Trim Finish Panel Moulding Fastener Replace OEM#11588650 : Automotive
Buy Rebvugr 15 PCS Car Trim Panel Metal Retainer Clip, Car Door Panel Clips, U-Shaped Auto Dashboard Console Fastener for Chevy Saturn, Lift Gate Trim Finish Panel Moulding Fastener Replace OEM#11588650: Clips - Amazon.com ✓ FREE DELIVERY possible on eligible purchases
www.amazon.com
Would any of these work? I want to make sure I get this right before I just slap it into my car and call it a day.
4 Replies
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112 views
A
SUPPORTING MEMBER
In the waning days of 1996, on December 13 at GM's Arlington Assembly plant in Texas, the final Buick Roadmaster rolled off the line - a wood paneled Estate Wagon wearing a special "Collector's Edition" hood ornament in place of the usual tri-shield. No fireworks, no farewell tour, just the quiet shutdown of the last full size, body on frame, rear drive V8 station wagon America would ever build in volume. The Roadmaster wasn't a sports car. It wasn't trying to be. It was a rolling living room with fake wood siding, enough room for a family, the dog, and a weekend's worth of luggage, and - by the mid-1990s - a Corvette derived LT1 V8 that could embarrass stoplight challengers while towing 5000 pounds. From its glamorous 1930s origins as Buick's flagship straight eight cruiser through a 33 year hibernation and a surprise 1991 revival, the Roadmaster embodied everything that once defined American automotive excess: size, comfort, style, and unapologetic utility. Even now, in 2026, three decades after the last one was built, clean examples (especially the LT1 powered wagons) command rising prices on the used market, star in family road trip legends, and make enthusiasts whisper the same refrain: "They don't make 'em like this anymore." This is its full story - from pre war luxury icon to '90s sleeper wagon cult hero.
The Spark: Pre War Glory and the Golden Age of Woodies (1936-1958)
The Roadmaster name first appeared in 1936 as Buick's top of the line series, riding on the division's longest non-limousine wheelbase and sharing structure with entry level Cadillacs. It was positioned as a step above the Special and Century - think chrome, power, and presence for the well heeled buyer who wanted luxury without the Cadillac tax. Early models featured straight eight engines (Buick's signature), overhead valves, and elegant styling that screamed "Detroit's finest." Production paused during World War II but roared back in 1946.
The real legend building years were the late 1940s and 1950s. In 1947, Buick introduced the Roadmaster Estate station wagon - the first mass produced wood bodied wagon from a major manufacturer since before the war. With genuine maple and mahogany panels, it became an instant status symbol for suburban families who still vacationed with actual wood paneling on the doors. Convertibles, sedans, and hardtops followed, all powered by increasingly potent straight eights (up to 320 cubic inches by the early 1950s) making 150+ horsepower - respectable for the era. The 1949–1953 models gained "VentiPorts" (those iconic portholes on the fenders), and the 1950s Roadmasters added tailfins, wraparound windshields, and enough chrome to blind oncoming traffic.
By 1958 - the final year of the classic era - the Roadmaster was a 5000 pound behemoth with a 364 cubic inch V8, Dynaflow automatic, and styling that defined Detroit's tailfin era. Sales were strong, but the nameplate was retired after 1958 as Buick streamlined its lineup. For the next 33 years, the Roadmaster existed only in memory and classified ads - prized by collectors for its elegance, engineering, and sheer presence.
The Revival: 1991-1996 - A Surprise Return on the B-Body
Fast forward to the late 1980s. full size rear drive sedans and wagons were fading fast, but Buick saw an opening. GM's new for 1991 B-body platform (shared with the Chevrolet Caprice, Oldsmobile Custom Cruiser, and later Cadillac Fleetwood) was the perfect canvas for a modern Roadmaster. The name was dusted off after three decades, and the car that emerged was pure nostalgia wrapped in contemporary engineering: body on frame construction, live rear axle, and a ride tuned for comfort rather than cornering.
The revival started oddly: only as the Roadmaster Estate station wagon for 1991. It was massive - over 220 inches long - with that signature fake woodgrain vinyl siding, seating for eight, and a tremendous cargo area that swallowed plywood sheets or hockey gear without complaint. Under the hood sat a 5.0 liter Chevrolet small block V8 (170 horsepower, 255 lb-ft) mated to a four speed automatic. It wasn't quick, but it was smooth, quiet, and capable of towing 5000 pounds with the optional package. A four door sedan joined the lineup as a 1992 model, powered by a 5.7 liter V8 making 180 horsepower and 300 lb-ft - noticeably peppier.
The big leap came in 1994. A mid cycle refresh brought the Corvette derived LT1 5.7 liter V8 (iron block version, detuned to 260 horsepower and 335 lb-ft) with sequential port fuel injection, stainless steel dual exhaust, and a new electronic four speed automatic. Dual airbags, a redesigned dashboard, and optional Gran Touring suspension arrived the same year. The LT1 transformed the Roadmaster from comfy cruiser to sleeper: 0-60 in under 8 seconds, effortless highway passing, and that unmistakable small block rumble when you cracked the throttle. Wagons got the same treatment, making the Estate one of the fastest, most practical family haulers ever sold.
Trims were straightforward: base and Limited for sedans; the Estate wagon was the halo. Options included leather, woodgrain trim (real on the dash), and every power feature imaginable. It rode like a cloud, isolated road noise better than most modern SUVs, and felt indestructible - perfect for long hauls, scout troops, or weekend boat towing.
Evolution: Subtle Refinements and the Collector's Edition
Changes were evolutionary. 1993 added sound deadening and minor convenience tweaks. The 1994 refresh was the highlight - new dash, LT1 power, and a more modern (yet still formal) look. 1995 brought bigger side mirrors, optional heated/memory seats, and updated radios. By 1996, electronic climate control became standard, and the final Estates wore special Collector's Edition badging. Styling stayed true to the "big Buick" formula: upright grille, long hood, and that unmistakable wood paneled wagon profile that turned every parking lot into a time warp.
Sales told the tale of a changing market. The 1991 wagon sold modestly; the full lineup peaked around 85000 units in 1992 (its first complete year). Production totaled roughly 201,000 over six years before sliding sharply as SUVs exploded in popularity. The Roadmaster wasn't flawed - it was simply in the wrong decade.
The Market Reality: Praise, Practicality, and the Inevitable End
Enthusiasts and fleet buyers loved it. Reviews praised the effortless power (especially post 1994), bulletproof reliability, and cavernous interior. The Estate wagon became a legend among families, hot-rodders, and anyone who needed to haul without sacrificing comfort. GM's decision to kill the B-body platform was purely economic: SUVs like the Suburban were far more profitable, and the Arlington plant was retooled for trucks. The last Roadmaster Estate was built December 13, 1996; the sedan followed days later. No successor. The full size American wagon died with it.
The Farewell and the Afterlife
Production ended without ceremony, but the Roadmaster refused to fade. In the used market today, low mileage 1994–1996 LT1 models - especially clean Estate Wagons with towing packages - have become cult classics. Values have climbed steadily; pristine examples now fetch prices that would have seemed absurd a decade ago. Parts are still plentiful thanks to the shared B-body platform, and the LT1 is a tuning favorite - mild mods easily push output past 300 horsepower while keeping the family hauler soul intact.
Social media still overflows with stories: cross country trips with kids and dogs in the back, towing boats to the lake, or surprising muscle cars at stoplights. The woodgrain wagons are the stars - rolling reminders of an America where station wagons ruled the suburbs. Collectors restore the genuine wood 1940s–50s classics too, but the '90s revival cars are the accessible icons for everyday dreamers.
Why the Roadmaster Still Matters - and Why We Still Dream
The Buick Roadmaster was never the sharpest handler or the most technologically advanced car on the road. What it had was SOUL: honest, roomy, comfortable, and built like a tank. It was the car that carried generations to soccer practice, vacationed at the beach with wood panels gleaming, and - thanks to that LT1 - delivered surprise performance in a package that looked like your neighbor's grocery getter.
In an era of crossovers, touchscreens, and electric everything, the Roadmaster stands as one of the last pure expressions of traditional American full size motoring. For those who've owned one, still own one, or scroll late night listings dreaming of a wood paneled LT1 Estate in Emerald Green, it remains the benchmark for effortless family transport with a wink of attitude. Somewhere out there, a well kept Roadmaster is gliding down the interstate, V8 humming, woodgrain catching the sun, owner grinning behind the wheel. And that, more than any sales chart, is its enduring legacy. Long live the Roadmaster - the car that proved big, practical, and a little bit outrageous could still be magnificent.
The Spark: Pre War Glory and the Golden Age of Woodies (1936-1958)
The Roadmaster name first appeared in 1936 as Buick's top of the line series, riding on the division's longest non-limousine wheelbase and sharing structure with entry level Cadillacs. It was positioned as a step above the Special and Century - think chrome, power, and presence for the well heeled buyer who wanted luxury without the Cadillac tax. Early models featured straight eight engines (Buick's signature), overhead valves, and elegant styling that screamed "Detroit's finest." Production paused during World War II but roared back in 1946.
The real legend building years were the late 1940s and 1950s. In 1947, Buick introduced the Roadmaster Estate station wagon - the first mass produced wood bodied wagon from a major manufacturer since before the war. With genuine maple and mahogany panels, it became an instant status symbol for suburban families who still vacationed with actual wood paneling on the doors. Convertibles, sedans, and hardtops followed, all powered by increasingly potent straight eights (up to 320 cubic inches by the early 1950s) making 150+ horsepower - respectable for the era. The 1949–1953 models gained "VentiPorts" (those iconic portholes on the fenders), and the 1950s Roadmasters added tailfins, wraparound windshields, and enough chrome to blind oncoming traffic.
By 1958 - the final year of the classic era - the Roadmaster was a 5000 pound behemoth with a 364 cubic inch V8, Dynaflow automatic, and styling that defined Detroit's tailfin era. Sales were strong, but the nameplate was retired after 1958 as Buick streamlined its lineup. For the next 33 years, the Roadmaster existed only in memory and classified ads - prized by collectors for its elegance, engineering, and sheer presence.
The Revival: 1991-1996 - A Surprise Return on the B-Body
Fast forward to the late 1980s. full size rear drive sedans and wagons were fading fast, but Buick saw an opening. GM's new for 1991 B-body platform (shared with the Chevrolet Caprice, Oldsmobile Custom Cruiser, and later Cadillac Fleetwood) was the perfect canvas for a modern Roadmaster. The name was dusted off after three decades, and the car that emerged was pure nostalgia wrapped in contemporary engineering: body on frame construction, live rear axle, and a ride tuned for comfort rather than cornering.
The revival started oddly: only as the Roadmaster Estate station wagon for 1991. It was massive - over 220 inches long - with that signature fake woodgrain vinyl siding, seating for eight, and a tremendous cargo area that swallowed plywood sheets or hockey gear without complaint. Under the hood sat a 5.0 liter Chevrolet small block V8 (170 horsepower, 255 lb-ft) mated to a four speed automatic. It wasn't quick, but it was smooth, quiet, and capable of towing 5000 pounds with the optional package. A four door sedan joined the lineup as a 1992 model, powered by a 5.7 liter V8 making 180 horsepower and 300 lb-ft - noticeably peppier.
The big leap came in 1994. A mid cycle refresh brought the Corvette derived LT1 5.7 liter V8 (iron block version, detuned to 260 horsepower and 335 lb-ft) with sequential port fuel injection, stainless steel dual exhaust, and a new electronic four speed automatic. Dual airbags, a redesigned dashboard, and optional Gran Touring suspension arrived the same year. The LT1 transformed the Roadmaster from comfy cruiser to sleeper: 0-60 in under 8 seconds, effortless highway passing, and that unmistakable small block rumble when you cracked the throttle. Wagons got the same treatment, making the Estate one of the fastest, most practical family haulers ever sold.
Trims were straightforward: base and Limited for sedans; the Estate wagon was the halo. Options included leather, woodgrain trim (real on the dash), and every power feature imaginable. It rode like a cloud, isolated road noise better than most modern SUVs, and felt indestructible - perfect for long hauls, scout troops, or weekend boat towing.
Evolution: Subtle Refinements and the Collector's Edition
Changes were evolutionary. 1993 added sound deadening and minor convenience tweaks. The 1994 refresh was the highlight - new dash, LT1 power, and a more modern (yet still formal) look. 1995 brought bigger side mirrors, optional heated/memory seats, and updated radios. By 1996, electronic climate control became standard, and the final Estates wore special Collector's Edition badging. Styling stayed true to the "big Buick" formula: upright grille, long hood, and that unmistakable wood paneled wagon profile that turned every parking lot into a time warp.
Sales told the tale of a changing market. The 1991 wagon sold modestly; the full lineup peaked around 85000 units in 1992 (its first complete year). Production totaled roughly 201,000 over six years before sliding sharply as SUVs exploded in popularity. The Roadmaster wasn't flawed - it was simply in the wrong decade.
The Market Reality: Praise, Practicality, and the Inevitable End
Enthusiasts and fleet buyers loved it. Reviews praised the effortless power (especially post 1994), bulletproof reliability, and cavernous interior. The Estate wagon became a legend among families, hot-rodders, and anyone who needed to haul without sacrificing comfort. GM's decision to kill the B-body platform was purely economic: SUVs like the Suburban were far more profitable, and the Arlington plant was retooled for trucks. The last Roadmaster Estate was built December 13, 1996; the sedan followed days later. No successor. The full size American wagon died with it.
The Farewell and the Afterlife
Production ended without ceremony, but the Roadmaster refused to fade. In the used market today, low mileage 1994–1996 LT1 models - especially clean Estate Wagons with towing packages - have become cult classics. Values have climbed steadily; pristine examples now fetch prices that would have seemed absurd a decade ago. Parts are still plentiful thanks to the shared B-body platform, and the LT1 is a tuning favorite - mild mods easily push output past 300 horsepower while keeping the family hauler soul intact.
Social media still overflows with stories: cross country trips with kids and dogs in the back, towing boats to the lake, or surprising muscle cars at stoplights. The woodgrain wagons are the stars - rolling reminders of an America where station wagons ruled the suburbs. Collectors restore the genuine wood 1940s–50s classics too, but the '90s revival cars are the accessible icons for everyday dreamers.
Why the Roadmaster Still Matters - and Why We Still Dream
The Buick Roadmaster was never the sharpest handler or the most technologically advanced car on the road. What it had was SOUL: honest, roomy, comfortable, and built like a tank. It was the car that carried generations to soccer practice, vacationed at the beach with wood panels gleaming, and - thanks to that LT1 - delivered surprise performance in a package that looked like your neighbor's grocery getter.
In an era of crossovers, touchscreens, and electric everything, the Roadmaster stands as one of the last pure expressions of traditional American full size motoring. For those who've owned one, still own one, or scroll late night listings dreaming of a wood paneled LT1 Estate in Emerald Green, it remains the benchmark for effortless family transport with a wink of attitude. Somewhere out there, a well kept Roadmaster is gliding down the interstate, V8 humming, woodgrain catching the sun, owner grinning behind the wheel. And that, more than any sales chart, is its enduring legacy. Long live the Roadmaster - the car that proved big, practical, and a little bit outrageous could still be magnificent.
2 Replies
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761 views
Staff member
Lead Administrator
People love the Buick Envision for its impressive combination of style, comfort, and affordability. Here’s a breakdown of what stands out most to its fans:
In summary, the Buick Envision wins people over with its sleek design, spacious and quiet interior, smooth performance, handy tech, and unbeatable value. It’s a compact luxury SUV that delivers a high-end experience at an accessible price, perfect for buyers seeking style and comfort without compromise.
What do YOU love most about the Buick Envision?
Sleek and Modern Design
The Envision’s exterior is a major highlight, featuring a sleek, upscale look with sharp lines, an athletic stance, and a bold front grille. Owners often call it “sharp” and “eye-catching,” loving how it delivers a luxurious appearance that rivals more expensive SUVs while remaining practical for everyday use.Spacious and Comfortable Interior
Inside, the Envision offers a roomy and refined cabin that exceeds expectations for its class. With high-quality materials, comfy seats, and Buick’s QuietTuning technology, it creates a peaceful, premium environment. Drivers and passengers alike rave about the “spacious” and “sophisticated” feel, making it ideal for both short commutes and long road trips.Smooth and Quiet Ride
The Envision provides a smooth, quiet driving experience thanks to its turbocharged engine and responsive handling. It’s not the most powerful SUV out there, but it strikes a great balance between fuel efficiency and enjoyable performance. Owners appreciate how effortlessly it glides through city streets and highways, offering a relaxing ride every time.User-Friendly Technology
Loaded with modern features, the Envision keeps drivers connected and safe without overwhelming them. Its intuitive infotainment system includes a large touchscreen with Apple CarPlay and Android Auto, while safety features like lane departure warning and rear cross-traffic alert add extra confidence. People love how these tech touches are both practical and easy to use.Exceptional Value
Perhaps the biggest reason people adore the Envision is its affordability. Starting at around $34,000, it delivers premium features, a refined ride, and a stylish design at a price that beats many competitors. This blend of luxury and value makes it a go-to choice for those who want more without spending a fortune.In summary, the Buick Envision wins people over with its sleek design, spacious and quiet interior, smooth performance, handy tech, and unbeatable value. It’s a compact luxury SUV that delivers a high-end experience at an accessible price, perfect for buyers seeking style and comfort without compromise.
What do YOU love most about the Buick Envision?
8 Replies
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1940 views
AlexMK335
Recently running into a bit of a strange issue with my 2019 Encore Preferred. Have had it for 3 years now and up until the last month, I never had any issues with the infotainment system. However, recently there will be instances where the infotainment system (screen, radio, etc.) do not shut off after the car has been turned off and the driver's door opens. It is not consistently occurring and the majority of the time the infotainment system shuts off as normal. Any ideas on what this may be or if anyone else has run into this issue? From what I've gathered, it seems like it may be an issue with the retained power accessory (RAP) or the body control module (BCM).
3 Replies
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128 views
Hello folks. I just bought a 2013 Buick Regal 2.0 L turbo.
The check engine light was on and I haven’t checked on it yet.
I took it out and floored it to see how much speed it had and when it tried to go into overdrive, it started jerking violently and the check engine light started blinking. It went back to solid after two minutes and I let off on it.
Any ideas as to what this could be would be greatly appreciated.
The check engine light was on and I haven’t checked on it yet.
I took it out and floored it to see how much speed it had and when it tried to go into overdrive, it started jerking violently and the check engine light started blinking. It went back to solid after two minutes and I let off on it.
Any ideas as to what this could be would be greatly appreciated.
3 Replies
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282 views
Staff member
Lead Administrator
We all have those days where we just need a good laugh, so let’s get a dedicated discussion going for exactly that.
The rules are simple: If you see a picture, meme, or comic that makes you laugh, drop it here.
The rules are simple: If you see a picture, meme, or comic that makes you laugh, drop it here.
- Keep it within the forum rules (let's keep the completely Not Safe For Work stuff out of here).
- No politics or heavy drama - this is an escape from all of that!
- Context is optional. Sometimes a weird photo with no explanation is the funniest part.
15 Replies
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1461 views
