The Worst Police vehicles thread.
- Thread starter SomeBloke
- Start date
SomeBloke
Member
Trying to cheer myself up from being stressed and sick today; by browsing for some not very good schemes
julietbravosierra
Member
Dude!! That's Milford's old scheme! I never even considered it material for this thread though!!!
SomeBloke
Member
jcpse said:
It just looks a bit of a mess to me. I liked the blue/white, but the side graphics make it look too jumbled.
julietbravosierra
Member
SomeBloke said:
sure I can respect that. try to find an image of the new scheme on the new interceptors. It's one of my favorite graphics packages out there
HILO
Member
brianmcfa said:
With it having a stand up hood ornament, it is a Plymouth Reliant. There was also the Dodge Aries. The K platform was what saved Chrysler in the early 80's. The platform was altered to make up most FWD vehicles under the Chrysler family during the 80's. This includes the original Caravans, and the New Yorker. There was really a K car police package, and that look like one. Slow as turtles mating, but indeed had a certified speedo, probably the first center cap instead of dog dish hub caps, a spot light option, stiff suspension and Eagle GT tires.
There has long been rumors of a turbo version on the Dodge Dart K police package sold in Mexico, that were crazy fast.
SomeBloke
Member
It's Chevy Lumina time again...
Cairo, Illinois
Germantown, Illinois
Coleridge, Nebraska
Newton, Illinois
New Harmony, Indiana
Cairo, Illinois
Germantown, Illinois
Coleridge, Nebraska
Newton, Illinois
New Harmony, Indiana
lafd55
Member
Luminas weren't that bad. Funny you bring it up, one of my local departments still has an unmarked Lumina with LEDs, it's assigned to the CSI.
HILO
Member
The Lumina 9C1 had the series II 3.8 V6 which is a pretty quick motor, and had a tight, responsive suspension. It came standard with Recaro bucket seats.
As some of you know the USAF used several of the above mentioned vehicles as "Law Enforcement" patrol vehicles. I had the pleasure/displeasure of driving a few... Mid 80's "K" cars in both LE white and AF blue... LoL Mid 90's got us the Ford Taurus (we had two at Malmstrom one in maintenance one on the road almost constantly... Then the Lumina came along... We had three in Alaska (slick tops with minimal lighting) hated those, the we got two 1999 tan ones... No idea who ordered them in tan but these ran lke a raped ape... Ugly as sin but would really go... I won't even speak about the "Sleepkeeper" aka Peacekeeper Armored Response Vehicle.
Dennis
resQyou
Dennis
resQyou
Hoff
Member
resQyou said:
So it's always been like this lol? Don't worry Dennis the tradition continues with the various mall security type vehciles GSA passes off to us as LE vehicles. At least back in the day you didn't have to deadline the vehicle for a week just so the dealer could replace the burnt out headlight for 150 bucks! Here's a site with a couple cars I've been in at WPAFB a few years back: Police Cars I remember posting out in that Caravan and that Ranger! I also remember how low those intrepids were, but they were pretty quick.
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RyanZ71
Member
HILO said:
The Lumina was a good car. It came stock with the 3.1L Series II or they could upgrade to the 3.8L, but GM did not offer the supercharged 3.8L for it like they had in the Buick's and Pontiac's. Too bad too, it might have gotten them a few more sales and less folks going over to the Vic after the Caprice went bye bye in 96. My department got one to try as an unmarked patrol vehicle, had the 3.1L and it held up decently, however they ended up going with the 2WD Tahoe's until they switched over to the Vics sometime in the early 2000s. They gave all the admin and investigation folks the Luminas.
HILO
Member
RyanZ71 said:
The 3.1 never had a series II, but it was a decent engine. The 3.8 (same engine, spawned from the Buick GNX) was followed by series II and III. The supercharged 3.8 was a fun engine. I have a 1998 Bonneville with the regular Series II 3.8, and was keeping up, though not on his bumper, with a 2010 V6 Charger PPV.
Dallas PD tried out a 1997 Lumina 9C1 with the 3.8, and snapped the front left wheel off at the outer CV joint, in the PVOC. Chevrolet sent 2 more and engineers, and DPD snapped those as well. When Chevrolet started testing the 2000 Impala 9C1, they sent a couple down the the DPD PVOC to see if the issue was still there. It was not.
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RyanZ71
Member
I stand corrected. It was the series III 3.1L.
3.1L/3100
L82
The L82 ("M-code") was an updated, SFI version of the MPFI LH0, produced from 1993 through 1999. It featured a structural oil pan, a stiffer redesigned engine block, and sequential fuel injection. Output for this version was up 20 hp (15 kW), over the previous Gen II LH0, to 160 hp (119 kW) at 5200 rpm and 185 lb·ft (251 N·m) at 4000 rpm. Compression Ratio for the L82 was 9.5:1 and the bore measured 89 mm (3.5 in) while the stroke was 84 mm (3.3 in) giving it a displacement of 191 CID (3,136 cc). This engine is notable for its cooling system issues which may lead to blown head gaskets and cracked heads if the engine is not maintained properly.
Applications:
1994–1999 Buick Century
1994–1996 Buick Regal
1994–1996 Chevrolet Beretta
1994–1996 Chevrolet Corsica
1995–1999 Chevrolet Lumina
1997–1999 Chevrolet Malibu
1993–1997 Oldsmobile Cutlass Supreme (1993 received both LH0 and L82 3.1 L motors)
1994–1996 Oldsmobile Cutlass Ciera
1997–1999 Oldsmobile Cutlass GLS
1994–1999 Pontiac Grand Prix
1994–1998 Pontiac Grand Am
1994–1998 Buick Skylark
1994–1998 Oldsmobile Achieva
1995–1999 Chevrolet Monte Carlo
Generation II
The second generation, still 2.8 liters, was introduced in 1987. It used aluminum heads with splayed valves and an aluminum front cover. It was produced exclusively for transverse, front-wheel drive use.
The next year, Chevrolet introduced a full-production long-stroke 3.1 L (3136 cc, 191 CID) version in the Pontiac 6000 STE AWD, thanks to an 89 mm (3.5 in) bore and 84 mm (3.3 in) stroke. It was produced simultaneously with the 2.8 L in various compact & midsized vehicles until 1990 when the 2.8 L was dropped. MPFI was used on both, and a full-production turbo version was available on the 3.1 L. An even higher displacement DOHC 3.4 L LQ1 was also developed and, eventually, the new GM High Value engine family followed. Production of OHV Generation II engines ended in 1994 after the introduction of the Generation III in 1993.
The 2.8 L 60° V6 was used in the following vehicles:
1988–1989 Buick Regal
1987–1989 Chevrolet Beretta
1987–1989 Chevrolet Cavalier Z24
1987–1994 Mexican Chevrolet Cavalier
1987–1989 Chevrolet Corsica
1987–1989 Pontiac 6000
1988–1989 Pontiac Grand Prix
1987–1989 Chevrolet Celebrity
1987–1989 Oldsmobile Cutlass Ciera
1987–1989 Buick Century
1989 Oldsmobile Cutlass Supreme
Generation 2, 2.8 L 60° V6 in a Buick Regal
The 3.1 L 60° V6 was used in the following vehicles:
1994–2005 Buick Century
1989–1996 Buick Regal
1994–1998 Buick Skylark
1990–1996 Chevrolet Beretta
1990–1992 Chevrolet Camaro
1990–1994 Chevrolet Cavalier
1990 Chevrolet Celebrity
1990–1996 Chevrolet Corsica
1990–1995 Chevrolet Lumina APV
1991-1992 Isuzu Rodeo
1994–1998 Oldsmobile Achieva
1989–1997 Oldsmobile Cutlass Supreme
1994–1996 Oldsmobile Cutlass Ciera
1990–1995 Oldsmobile Silhouette
1988–1991 Pontiac 6000 (STE & LE, but primarily for STE)
1990–1992 Pontiac Firebird
1994–1998 Pontiac Grand Am
1989–2003 Pontiac Grand Prix
1991–1994 Pontiac Sunbird
1990–1995 Pontiac Trans Sport
A 3.1L engine in a 1990 Chevrolet Beretta
LH0
The LH0 ("T-code") was introduced in 1988 on the Pontiac 6000 STE AWD. It featured a more exotic (for the time) multi-port fuel injection. While not known for its high rpm power, the LH0 has strong low- and mid-range torque. The 3.1 L engine has retained an excellent reputation for reliability with some going well over 300,000 mi (482,803 km)[citation needed]. It was produced until 1994 (1996 for Mexican market) and was exported in some models. This engine produced 135 hp (101 kW) and 180 lb·ft (244 N·m) of torque from 1988–1989, then upgraded to 140 hp (104 kW) at 4800 rpm and 185 lb·ft (251 N·m) of torque at 3600 rpm.
Uses:
1988–1991 Pontiac 6000 (Introduced on AWD STE only in 1988-89, became available for other models in 1990 to replace the 2.8 V6)
1990 Chevrolet Celebrity
mid-1989–1993 Pontiac Grand Prix
mid-1989–mid-1993 Oldsmobile Cutlass Supreme
mid-1989–1993 Buick Regal
1990–1993 Chevrolet Beretta
1990–1994 Chevrolet Lumina
1990–1994 Chevrolet Cavalier
1991–1994 Pontiac Sunbird
1990–1996 Chevrolet Cutlass (Mexico)[citation needed]
1990–1996 Chevrolet Century (Mexico)[citation needed]
LG5
The LG5 ("V-code") was a special 3.1 L turbocharged engine produced with McLaren for just two years, 1989 and 1990. It featured the same multi-port fuel injection intake manifolds and throttle body as the LH0, but cranked out 205 hp (153 kW) at 5200 rpm and 225 lb·ft (305 N·m) of torque at 2100 rpm. Approximately 3,700 engines were produced each year. This engine had a block with more nickel content and hardened internals.
This engine is notable, along with other GM turbo engines of the era (such as that found in the Typhoon/Syclone), for the ease with which significant performance gains can be realized with relatively simple modifications.
Applications:
1989–1990 Pontiac Grand Prix Turbo
1990 Pontiac Grand Prix Turbo STE
LQ1
The LQ1 (also called the Twin Dual Cam or TDC) was a 3.4 L DOHC V6 motor ("X-code") based on the aluminum-headed second generation of GM's 60° engine line, sharing a similar block with its pushrod cousins, the 3.1 L LH0 V6 and the then recently retired 2.8 L LB6 V6. The motor was built only for front wheel drive applications, and was featured exclusively in the first generation of GM's W-body platform.
It was built from 1991 to 1997. From 1991 to 1993, it used tuned multi-port fuel injection, made 200-210 hp (150-160 kW) at 5200 rpm and 215 lb·ft (292 N·m) of torque at 4000 rpm. From 1994 to 1997, it used sequential port fuel injection, making 210 hp (157 kW) at 5200 rpm and 215 lb·ft (292 N·m) of torque at 4000 rpm. In 1996, the heads were redesigned for better flow as well as now making the engine an interference design and adapting the engine for federally mandated OBDII emissions. Output for the 1996-1997 LQ1 is 215 hp (160 kW) and 220 lb·ft (298 N·m). It had four large valves per cylinder. The 3.4 L engine used a cogged belt to drive the four overhead camshafts and a chain to drive the intermediate shaft, which is mounted in the same slot where the camshaft would go in on any of the pushrod engines in the 60-degree family. Adapting a pushrod block for the LQ1's overhead cams was difficult, and the 60° angle made this a very tall engine. The power output for this engine was impressive during its time; however, this engine has never been well liked by auto mechanics, as important maintenance such as spark plug and timing belt changes is very troublesome, especially on later models. Spark plug changes for the three rear cylinders require removing the upper intake manifold when performed as directed by factory service manual, and timing belt changes have a labor rate of 5 hours as opposed to 2-3 for a typical belt-driven engine.
Bore was increased to 92 mm (3.6 in), but the 3.1 L engine's 84 mm (3.3 in) stroke was retained. There are only a few interchangeable parts between this DOHC engine and other members of the 60° family, namely the connecting rods and crankshaft.
The heads and intake manifolds were redesigned for the 1996 model year, incorporating a larger throttle body and plenum area, slightly longer intake runners, cloverleaf combustion chambers, and larger "pill"-shaped exhaust ports. Camshafts and cam timing were also revised for the new, higher rpm powerband.
Optional from 1991 to 1993 was a Getrag 284 5-speed manual transaxle, which was also exclusive to the GM W platform and was available only with the LQ1. The electronically controlled Hydramatic 4T60-E 4-speed automatic transaxle was the alternative, used during the entire production run with the exception of the 1997 Monte Carlo Z34 and 1997 Lumina LTZ, which received the 4T65-E.
Interchange: 1991–1993 models were Multi-port injection, and had a single crank sensor for computer timing. 1994-1995 models used the same long block, but had different cam carriers and timing cover. 1996–1997 models used a modified version of the same short block and had different heads. 91-93 motors cannot be used in later models due to lack of sensors needed for the newer computer systems.
Applications:
1991–1994 Chevrolet Lumina Z34 and the Euro 3.4 sedan
1991–1996 Oldsmobile Cutlass Supreme
1991–1996 Pontiac Grand Prix
1995–1997 Chevrolet Monte Carlo Z34
1995–1997 Chevrolet Lumina LS
1997 Chevrolet Lumina LTZ
On 1997 and later Grand Prix models, and 1998 and later Lumina and Monte Carlo models, the LQ1 was replaced by the 3800 Series II (RPO code L36). With a minimal decrease in power output over the LQ1 on a traditional OHV setup, this Buick-designed V6 offered proven reliability. It is much simpler to work on, and offered wide aftermarket performance support.
3.1L/3100
L82
The L82 ("M-code") was an updated, SFI version of the MPFI LH0, produced from 1993 through 1999. It featured a structural oil pan, a stiffer redesigned engine block, and sequential fuel injection. Output for this version was up 20 hp (15 kW), over the previous Gen II LH0, to 160 hp (119 kW) at 5200 rpm and 185 lb·ft (251 N·m) at 4000 rpm. Compression Ratio for the L82 was 9.5:1 and the bore measured 89 mm (3.5 in) while the stroke was 84 mm (3.3 in) giving it a displacement of 191 CID (3,136 cc). This engine is notable for its cooling system issues which may lead to blown head gaskets and cracked heads if the engine is not maintained properly.
Applications:
1994–1999 Buick Century
1994–1996 Buick Regal
1994–1996 Chevrolet Beretta
1994–1996 Chevrolet Corsica
1995–1999 Chevrolet Lumina
1997–1999 Chevrolet Malibu
1993–1997 Oldsmobile Cutlass Supreme (1993 received both LH0 and L82 3.1 L motors)
1994–1996 Oldsmobile Cutlass Ciera
1997–1999 Oldsmobile Cutlass GLS
1994–1999 Pontiac Grand Prix
1994–1998 Pontiac Grand Am
1994–1998 Buick Skylark
1994–1998 Oldsmobile Achieva
1995–1999 Chevrolet Monte Carlo
Generation II
The second generation, still 2.8 liters, was introduced in 1987. It used aluminum heads with splayed valves and an aluminum front cover. It was produced exclusively for transverse, front-wheel drive use.
The next year, Chevrolet introduced a full-production long-stroke 3.1 L (3136 cc, 191 CID) version in the Pontiac 6000 STE AWD, thanks to an 89 mm (3.5 in) bore and 84 mm (3.3 in) stroke. It was produced simultaneously with the 2.8 L in various compact & midsized vehicles until 1990 when the 2.8 L was dropped. MPFI was used on both, and a full-production turbo version was available on the 3.1 L. An even higher displacement DOHC 3.4 L LQ1 was also developed and, eventually, the new GM High Value engine family followed. Production of OHV Generation II engines ended in 1994 after the introduction of the Generation III in 1993.
The 2.8 L 60° V6 was used in the following vehicles:
1988–1989 Buick Regal
1987–1989 Chevrolet Beretta
1987–1989 Chevrolet Cavalier Z24
1987–1994 Mexican Chevrolet Cavalier
1987–1989 Chevrolet Corsica
1987–1989 Pontiac 6000
1988–1989 Pontiac Grand Prix
1987–1989 Chevrolet Celebrity
1987–1989 Oldsmobile Cutlass Ciera
1987–1989 Buick Century
1989 Oldsmobile Cutlass Supreme
Generation 2, 2.8 L 60° V6 in a Buick Regal
The 3.1 L 60° V6 was used in the following vehicles:
1994–2005 Buick Century
1989–1996 Buick Regal
1994–1998 Buick Skylark
1990–1996 Chevrolet Beretta
1990–1992 Chevrolet Camaro
1990–1994 Chevrolet Cavalier
1990 Chevrolet Celebrity
1990–1996 Chevrolet Corsica
1990–1995 Chevrolet Lumina APV
1991-1992 Isuzu Rodeo
1994–1998 Oldsmobile Achieva
1989–1997 Oldsmobile Cutlass Supreme
1994–1996 Oldsmobile Cutlass Ciera
1990–1995 Oldsmobile Silhouette
1988–1991 Pontiac 6000 (STE & LE, but primarily for STE)
1990–1992 Pontiac Firebird
1994–1998 Pontiac Grand Am
1989–2003 Pontiac Grand Prix
1991–1994 Pontiac Sunbird
1990–1995 Pontiac Trans Sport
A 3.1L engine in a 1990 Chevrolet Beretta
LH0
The LH0 ("T-code") was introduced in 1988 on the Pontiac 6000 STE AWD. It featured a more exotic (for the time) multi-port fuel injection. While not known for its high rpm power, the LH0 has strong low- and mid-range torque. The 3.1 L engine has retained an excellent reputation for reliability with some going well over 300,000 mi (482,803 km)[citation needed]. It was produced until 1994 (1996 for Mexican market) and was exported in some models. This engine produced 135 hp (101 kW) and 180 lb·ft (244 N·m) of torque from 1988–1989, then upgraded to 140 hp (104 kW) at 4800 rpm and 185 lb·ft (251 N·m) of torque at 3600 rpm.
Uses:
1988–1991 Pontiac 6000 (Introduced on AWD STE only in 1988-89, became available for other models in 1990 to replace the 2.8 V6)
1990 Chevrolet Celebrity
mid-1989–1993 Pontiac Grand Prix
mid-1989–mid-1993 Oldsmobile Cutlass Supreme
mid-1989–1993 Buick Regal
1990–1993 Chevrolet Beretta
1990–1994 Chevrolet Lumina
1990–1994 Chevrolet Cavalier
1991–1994 Pontiac Sunbird
1990–1996 Chevrolet Cutlass (Mexico)[citation needed]
1990–1996 Chevrolet Century (Mexico)[citation needed]
LG5
The LG5 ("V-code") was a special 3.1 L turbocharged engine produced with McLaren for just two years, 1989 and 1990. It featured the same multi-port fuel injection intake manifolds and throttle body as the LH0, but cranked out 205 hp (153 kW) at 5200 rpm and 225 lb·ft (305 N·m) of torque at 2100 rpm. Approximately 3,700 engines were produced each year. This engine had a block with more nickel content and hardened internals.
This engine is notable, along with other GM turbo engines of the era (such as that found in the Typhoon/Syclone), for the ease with which significant performance gains can be realized with relatively simple modifications.
Applications:
1989–1990 Pontiac Grand Prix Turbo
1990 Pontiac Grand Prix Turbo STE
LQ1
The LQ1 (also called the Twin Dual Cam or TDC) was a 3.4 L DOHC V6 motor ("X-code") based on the aluminum-headed second generation of GM's 60° engine line, sharing a similar block with its pushrod cousins, the 3.1 L LH0 V6 and the then recently retired 2.8 L LB6 V6. The motor was built only for front wheel drive applications, and was featured exclusively in the first generation of GM's W-body platform.
It was built from 1991 to 1997. From 1991 to 1993, it used tuned multi-port fuel injection, made 200-210 hp (150-160 kW) at 5200 rpm and 215 lb·ft (292 N·m) of torque at 4000 rpm. From 1994 to 1997, it used sequential port fuel injection, making 210 hp (157 kW) at 5200 rpm and 215 lb·ft (292 N·m) of torque at 4000 rpm. In 1996, the heads were redesigned for better flow as well as now making the engine an interference design and adapting the engine for federally mandated OBDII emissions. Output for the 1996-1997 LQ1 is 215 hp (160 kW) and 220 lb·ft (298 N·m). It had four large valves per cylinder. The 3.4 L engine used a cogged belt to drive the four overhead camshafts and a chain to drive the intermediate shaft, which is mounted in the same slot where the camshaft would go in on any of the pushrod engines in the 60-degree family. Adapting a pushrod block for the LQ1's overhead cams was difficult, and the 60° angle made this a very tall engine. The power output for this engine was impressive during its time; however, this engine has never been well liked by auto mechanics, as important maintenance such as spark plug and timing belt changes is very troublesome, especially on later models. Spark plug changes for the three rear cylinders require removing the upper intake manifold when performed as directed by factory service manual, and timing belt changes have a labor rate of 5 hours as opposed to 2-3 for a typical belt-driven engine.
Bore was increased to 92 mm (3.6 in), but the 3.1 L engine's 84 mm (3.3 in) stroke was retained. There are only a few interchangeable parts between this DOHC engine and other members of the 60° family, namely the connecting rods and crankshaft.
The heads and intake manifolds were redesigned for the 1996 model year, incorporating a larger throttle body and plenum area, slightly longer intake runners, cloverleaf combustion chambers, and larger "pill"-shaped exhaust ports. Camshafts and cam timing were also revised for the new, higher rpm powerband.
Optional from 1991 to 1993 was a Getrag 284 5-speed manual transaxle, which was also exclusive to the GM W platform and was available only with the LQ1. The electronically controlled Hydramatic 4T60-E 4-speed automatic transaxle was the alternative, used during the entire production run with the exception of the 1997 Monte Carlo Z34 and 1997 Lumina LTZ, which received the 4T65-E.
Interchange: 1991–1993 models were Multi-port injection, and had a single crank sensor for computer timing. 1994-1995 models used the same long block, but had different cam carriers and timing cover. 1996–1997 models used a modified version of the same short block and had different heads. 91-93 motors cannot be used in later models due to lack of sensors needed for the newer computer systems.
Applications:
1991–1994 Chevrolet Lumina Z34 and the Euro 3.4 sedan
1991–1996 Oldsmobile Cutlass Supreme
1991–1996 Pontiac Grand Prix
1995–1997 Chevrolet Monte Carlo Z34
1995–1997 Chevrolet Lumina LS
1997 Chevrolet Lumina LTZ
On 1997 and later Grand Prix models, and 1998 and later Lumina and Monte Carlo models, the LQ1 was replaced by the 3800 Series II (RPO code L36). With a minimal decrease in power output over the LQ1 on a traditional OHV setup, this Buick-designed V6 offered proven reliability. It is much simpler to work on, and offered wide aftermarket performance support.
vonirkinshtine
Member
lafd55
Member
lafd55
Member
crazynova said:
At least you can tell it's a police vehicle :haha:
I'm guessing this isn't used as a recruitment vehicle.
Tristar said:
It isn't around anymore. Don't get me wrong though, I bet it was well liked and used a lot since it's purely functional. It just looks so funny.
lafd55
Member
RyanZ71
Member
SomeBloke
Member
CVengence said:
And no, the blue around the headlights doesn't flash.
:duh: :duh: :duh: :duh: :duh: :duh: who would put halos on a charger.a police one at that."facepalm"
usmcdevildog901 said:
Ya seriously. You should see the wiring. I was waiting for a squirrel to come jumping out of it!
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proudfirefighter
Member
CVengence said:
And no, the blue around the headlights doesn't flash.
Is it just me or does the Sentina look crooked.. The right side looks a bit higher.
TritonBoulder47
Member
RyanZ71
Member
proudfirefighter
Member
TritonBoulder47
Member