Whether or not it was cheating depended on whose side of the story you believed — winner Bobby Allison, or virtually everybody else at Daytona that Valentine's Day. Nearly all the General Motors teams in NASCAR were campaigning the 1982 Buick Regal, but there was one persistent problem that nobody could engineer a fix for: The rear bumper, which had to sit at the same level as production Regals, hung so low that it caught air coming off the belly pan and acted as a drogue chute behind the car. Four laps into the race, Allison's rear bumper unexpectedly broke completely off the car, fluttering into the air over turn four.
Accusations ran rampant — some said it was held on with flimsy tack welds "the size of turkey turds" while others claimed Allison was intentionally bumped by Cale Yarborough. It didn't matter. With the bumper torn away, Allison's Regal pinned its ears back and flat-out disappeared. The question then wasn't whether he would lead the race, but by how large of a margin. 196 laps later, NASCAR certified Allison's win over the protests of other racers. The story of "bumpergate" has become so intertwined with the '82 Daytona 500 that the introduction of a special-edition Buick before the race is often forgotten. A car that GM hoped would generate excitement for Buick by celebrating its motorsports involvement. A car that Buick designers named after the Winston Cup series' predecessor: the Grand National.
No; they're just not terribly relevant in a review of the Grand National. They shared engines in their later years, but they followed different development paths and served different purposes in Buick's lineup.
That was a good read, thanks! And its good to know that I am an Old Car Queer! Somewhere I have an old Cartoons magazine with a comic about the evolution of the musclecar. "Musclecars are back, and Buicks got em!" it proclaims while it has a picture of an old codger lighting 'em up on the way off the dealer lot! I have to say, its amazing how much nicer the GN & Regal T's were than my old 80 Regal Sport Coupe (Carbed turbo 3.8).
How so? The Regal T-Types were an offspring of the Regal Turbo. The Turbo hit the market in 1978 with a carb and no EFI. It was renamed the T-Type in 1981. The GN didn't land until 1982 and didn't use a turbo at all, then disappeared for 1983, when T-Type turbos were still built. T-Types used cheaper brake hardware, didn't have the special seats, and were not available with the same levels of trim or options. It's like saying that the Jetta Wolfsburg 2.0T and the GLI need to be mentioned in the same breath.
Interesting read. I was always a fan of these cars...until I got to drive one. Let's just say they do one thing well, and it's this: blow through the quarter-mile as fast as humanly possible. The super-light steering is utterly devoid of feedback, and the brakes eventually get around to stopping the thing. And, oh yeah, you don't want to keep the hammer down past the quarter-mile, even on the smoothest pavement, because much faster, and the front wheels will alight and the party will end with the cops being called.
I'd love to see a comparison of this car against the Thunderbird Turbo Coupe (assuming you could find one that's not immolated itself). I suspect the T-Bird would be slower...but better in every single other respect, at least for what that's worth.
Well done, Wes. I do some of my dyno tuning at a GN shop on the east side (of Detroit), and there is stuff in that shop that makes grown men cringe in fear.
Reliability is relative. Compared to a British roadster, all Volkswagens are reliable.
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THe car featured in the article is my friend's car. I get to drive it from time to time.
Its not, in a matter of speaking, a good car. Its quintissentially old school American Iron - the doors weigh 900 lbs a piece, the steering is numb, the brakes are numb, its floaty and makes wierd clanging noises when you go over bumps. The structural rigidity is atrocious - you can see parts of the body flex.
I couldn't imagine spending $15,000-some for this car new. And it must be said, this car will never again see the light of day. It has no market position, no place in today's automotive landscape. It is totally at odds with Buick in its current position, and would scare the hell out of Pontiac.
However, as a period-piece hot rod with no market position, its special. Truly unique, this car has street cred unlike anything I have ever driven before in my life. This car actually makes a wake like a powerboat, made up of hushed whispers from your onlookers - "holy sh*t, thats a Grand National!!!" Become at ease with its, uh, traditional feel, and it truly is fun to drive. The enjoyment comes from that wooshing, evil-sounding V6, the incredible thrust from the engine that makes you worry about the strength of the seatbacks, and yes, the street cred, the knowledge that you are driving something so badass, and others know it too. PEople try to race you at lights, even if they are in Ford Escorts.
This is one of those cars that you don't understand why it was made, but your damn glad to have it around.
Nice job, Wes.
Coming soon: A tow vehicle with some real firepower. 1986 Bayliner 2450 Ciera Sportcruiser / Volvo Penta AQ260A/275SP
Edit: That being said, thank you for showing the GN some love.
Being an owner I can tell you that the attention that even my non museum piece gets is amazing. Thumbsup from everyone in a Z28 to a minivan is the norm. Stopping for gas usually turns into a social event (I even get comments and quesions via the speaker at the gas pump).
It's a fun car to own not only b/c it's fairly quick but b/c of the cool attention you get.
I'd like to see a Japanese car company build something like this, playing on their '80s-'90s performance car heritage... the way the GN harkened back to the '60s and '70s but with the best of '80s engine technology.
Actually, they sort of did with the TRD Toyota Comfort GTZ, but Nissan presents an even better opportunity. Take their taxicab-spec YPY31 Cedric (an '80s relic) and throw in the VQ37HR. It weighs only 1400kg (3100lb). It'd be boomy, boxy, flexible, and crude by modern standards, but it'd be hilarious.
Splinter - Team Post-Killing Ninja My decantering is delicate and courageous.
How so? The Regal T-Types were an offspring of the Regal Turbo. The Turbo hit the market in 1978 with a carb and no EFI. It was renamed the T-Type in 1981. The GN didn't land until 1982 and didn't use a turbo at all, then disappeared for 1983, when T-Type turbos were still built. T-Types used cheaper brake hardware, didn't have the special seats, and were not available with the same levels of trim or options. It's like saying that the Jetta Wolfsburg 2.0T and the GLI need to be mentioned in the same breath.
That's actually incorrect b/c it has been documented that some of the 82s had turbo carb motors and some did not. There was an article recently in Hemmings Muscle Machines with an originl Turbo 82 GN.
In many ways, the Grand National and my Turbo ES Caravan were kindered spirits. Ken and I would bomb around in both cars. He'd drive the GN, and people would flock around him while he was cruising along. THen he would blast off down the street, and I'd follow....and the onlookers would be greeted by an equally hilarious sight: A screaming, wooshing, backfiring, spitting minivan with a 5 speed.
Neither one was a good car. Both are highly finicky and cantakerous. Both were completely pointless as new vehicles.
But as toys for cruising around on a Saturday night, there was just nothing better.
Coming soon: A tow vehicle with some real firepower. 1986 Bayliner 2450 Ciera Sportcruiser / Volvo Penta AQ260A/275SP
Sorry to thread jack but it's related. Here's the article on the 82 Turbo GN being discussed (I would link but you need to be a subscriber):
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FEATURE ARTICLE from Hemmings Muscle Machines Home>Contents Two-Tone Turbo Hemmings Muscle Machines - OCTOBER 1, 2007 - BY MATTHEW LITWIN
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Buick's first Grand National was introduced earlier than you think Naysayers will tell you it never existed. Knowing all, they claim that it's a fictitious car conjured up with the hope that someone will fall for the cheap parlor trick. They pride themselves on the shallow knowledge they have, asserting themselves in their diehard belief that Buick Grand Nationals were produced in only a single color--black--and only during the 1984 through 1987 model years. They are wrong.
Aside from the extremely rare 1986 Le Sabre Grand National (production numbers range from 112 to 117), another equally rare Grand National set the stage for the black beauties that performance enthusiasts yearn for today. The mid-year release of the 1982 limited edition "Grand National" Regal actually has its origins in NASCAR, which ironically sued over the use of the name the car is emblazoned with.
You have to turn the clock back to the 1981 NASCAR season to see the reason behind the birth of the high performance G-body. Although the season had started at the fabled Riverside International Raceway in Riverside, California, it was the Daytona 500--that season's second race--that introduced fans to the dawn of the downsized racers: the same intermediate body styles that Detroit had been pumping out of its factories since 1978. (A few downsized cars did start at Riverside). Buick, it turns out, had an aerodynamic advantage over the rest of the competition with its newly redesigned 1981 Regal.
Buick had something to brag about right out of the box. Richard Petty, driving a Regal, won the Daytona 500 for a record seventh time. It was the first time Buick had won a NASCAR Grand National race (now called Nextel Cup) since Herb Thomas drove to victory on August 20, 1955, behind the wheel of a '55 Century.
As the 1981 season progressed, five Buick drivers--Petty, Darrell Waltrip, Cale Yarborough, Bobby Allison and Ron Bouchard--won 22 of the season's 31 events. Waltrip beat Allison for the title of champion, and more importantly to the folks at Flint, Buick also took home the manufacturer's title. All of the on-track accomplishments fit in nicely with Buick's new sporty image, which Buick was ready to capitalize on in December of 1981 with the birth of a new prototype.
For the first time since 1951, NASCAR was kicking off its new season at Daytona, on February 14, 1982. Buick, it is reported, shipped the new prototype to the speedway for its "official" unveiling, which was preceded by a series of letters dated from February 8 through 10. The first of these was directed to all Buick dealers from then-general sales manager J.D. Duffy.
The opener says everything: "Regal wins it all! The numerous victories of the Buick Regal in the 1981 NASCAR Winston Cup Grand National Series brought Buick the Manufacture's Trophy to make this the 'Year of the Regal.' "
In paraphrasing the rest of the two-page document, Duffy states that, "Buick is offering a special limited edition Regal" to help dealers capitalize on Buick's strong new performance image. "The new 'Grand National' Regal is a luxurious commemorative version of the winning Grand National vehicles. Buick designed this magnificent Regal to be a one-of-a-kind car." Additionally, "We created an image vehicle for stock car enthusiasts, and we avoided compromising package content by using off-the-shelf Buick components."
Duffy continues, outlining in the letter ways in which dealers can utilize the new car in the showroom. He even goes so far as to list several suggestions to increase attendance and sales. The letter closes with the following: "The 'Grand National' Regal is scheduled to be introduced February 10 at the Daytona 500 and will be available for dealer delivery in May."
As mentioned, Flint issued another letter from F.L. Waldy, the manager of sales promotion, that contained a promotional packet "outlining the features and prices of a limited edition 'Grand National' Regal." On February 10, a press release from Buick hit non-corporate hands for the first time. It outlines the features of the new Regal, which we'll cover shortly. What's interesting is that, to this day, not a single photograph has surfaced of the GN at Daytona, and it also seems the same could be said of the members of the press who were in town--nobody recalls seeing the prototype.
On race day, 25 of the 42 starters were fielding Regals, and Buick drivers held seven of the top 10 finishing positions. To make the unveiling even better, Allison won the event in a Buick, followed by three other Buick drivers. But the weekend did not go unmarred by controversy.
NASCAR held the copyright on "Grand National," which was proudly displayed on each front fender. Cars and Concepts, who not only developed the prototype, but also the production models, had hand-cut the decal, which was positioned above the familiar V-6 emblem. NASCAR sued Buick, and the end result is the Grand National badge--featuring stacked words with a checkered flag--that has graced every Grand National through 1987.
Initially, Flint was only going to produce 100 GN models, but that number swelled to 215, not including the prototype. Strangely, the engine utilized to power the car was the 125hp 4.1-liter V-6 with a normally aspirated four-barrel carburetor, rather than the Turbo 3.8-liter engine. All is not what it seems, though, as stories have surfaced over the years suggesting that, thanks to savvy buyers, a few might have been ordered containing the 3.8-liter.
Our feature GN, owned by Pittsburgh, Pennsylvania, resident Dan McCann, does contain the Turbo 3.8-liter engine, right from the factory; he has the window sticker and build sheet to prove it. Says McCann, "The original owner, Al Thompson, has done a tremendous amount of background research on this unique Buick. Over the years we've discovered that there are, to date, 20 turbo Grand Nationals that we know of."
The 3.8 features a 3.80 x 3.40-inch bore and stroke, with an 8.0:1 compression ratio that produces 175hp and 290-lbs.ft. of torque. A Rochester Quadrajet sits on top of the engine. McCann challenged us to find the rocker arm cover under the tangled mass of vacuum lines and turbo-related pieces in less than 10 seconds. We failed, and that's when he mentioned that the maze of hoses is why he has yet to undertake the effort to replace a blown power steering hose. The turbo unit, in case you're wondering, only produces nine pounds of boost. "It was as fast as any V-8 back in the day, but the single-digit boost is the exact reason why most people overlook the '82; they want the higher boost of the later GNs," says McCann.
As mentioned, Buick shipped Regals, as well as Limited and Sport Coupe Regals, to Cars and Concepts, all of them finished in Charcoal Gray, where the conversion was completed. Hand-laid fiberglass spoilers were positioned on the rear decklids to approximate where the mounting holes needed to be drilled. "Once they had a rough location, they would simply drill a hole and then hog it out, just in case. There was no exact science to it," says McCann.
Cars and Concepts also laid the Silver-Gray Firemist over the base Charcoal, divided by bright red accent striping. Says McCann, "They just taped it out and sprayed the silver. If you look at the nose, it seems like a bad repaint, but in fact it came from Cars and Concepts in this manner--almost haphazard-looking. The stripe was handpainted, and the guy who was doing it got tired of the same old, same old. It's not uncommon to see more stripes than what an '82 is supposed to have. We've seen mirrors with stripes, just as one example."
Other special standard features installed include the F41 Gran Touring suspension, front air dam, Tungsten halogen headlamps, heavy-duty engine and transmission cooling and a 3.23:1 rear axle ratio in 4.1-liter GNs; 3.8-liter GNs are equipped with a 3.03:1 rear. Only an automatic transmission was utilized. 205/70R14 steel-belted radial wide oval tires were mounted on styled aluminum wheels; later GNs sport steel wheels. Also included were the blacked-out grille, headlamp doors, rocker panel and wheel opening moldings. Large "Buick" graphics by 3M grace the rear quarters, and a smaller decal resides on the rear deck lid lip.
The interior features a leather-wrapped sport steering wheel, Lear Seigler seats dressed in silver Brandon cloth with black vinyl inserts (buckets up front), electrically tuned AM/FM cassette stereo, and a Grand National instrument cluster.
The entire GN package from Cars and Concepts cost $3,278, which, when added to the base Coupe price of $8,702 and other included options, came to a whopping $15,480. That's not including tax, nor the 3.8 option found in McCann's GN. His sticker price, including destination charges, came to $16,578. Either price is a healthy chunk of change for 1982, which also helps explain the low production figure.
McCann has not used the GN much, since the leaking power steering poses quite a handling issue, but we were able to sneak it across town during our visit. Being original, the early-'80s interior has felt the effects from years of sunlight exposure. "Anything with a T-top back then had tremendous fading issues, and unfortunately it happened to this one before I purchased it," said McCann.
The bucket seats offer quite a bit of support, and while the engine rumbles beneath the hood, you can feel the horses ready to be unleashed. On a brief stretch of slightly curved road, we used all nine pounds of boost while the Gran Touring suspension kept the GN planted in the corner. "That's about all she has," said McCann with a smile, but it's enough to pin you in your seat. And although the mid-year '82 is primitive compared to the 1984-'87 models everyone lusts for, it set the benchmark for mid-'80s performance to eclipse. Today, the 1982 GN sits in the shadows, ready to be discovered for the first time by enthusiasts who never knew it existed.
The C&D article that got a 0-60 of 4.9 and the quarter in something like 13.8 is a classic, and probably did quite a bit to establish the GN legend. IIRC they addressed the possibility that the car was a factory ringer, but ultimately rejected that in favor of explaining that the test was done on a brutally cold day. A more typical time is about 0.5-1 sec. slower IIRC.
FWIW I have to say the non-GN T-Types were some of the utlimate sleepers ever built. Bench seats, chrome bumpers, optional two-tone paint.
I'm surprised the car is that heavy, though. My bro built an '84 Regal with a Chevy ZZ4 engine about 10 years ago. It weighed right around 3000 lbs with no weight reduction measures taken.
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I'm surprised the car is that heavy, though. My bro built an '84 Regal with a Chevy ZZ4 engine about 10 years ago. It weighed right around 3000 lbs with no weight reduction measures taken.
GN and Turbo Regal weights can swing greatly b/c you could order them optioned the way you wanted. Obviously a stripper T-Type would weigh considerably less than a fully loaded GN. The options stickers on these always trip me out as there are some funky optioned Buicks out there.
My car is a factory radio delete GN but has alot of the power goodie(including auto headlights dubbed "Twilight Sentinel" by Buick which is somewhat rare) and also a cold weather block heater.
I was JUST at a dealership yesterday with a GNX on the floor, it was immaculate, Had ALL original parts and even the original window sticker in the window... iirc there were less than 2k miles. sad.
a frumpy, emissions-choked 4.1-liter V-6. Making an unremarkable 125 horsepower, the 4.1 was supposed to offer the power of a V-8 and the fuel economy of a V-6, but Americans never twigged to it. The Buick's V-6 was, however, shared with Cadillac during its nadir, as an option for customers who didn't want the woesome V-8-6-4 engine.
I could be wrong, but I think this is a reference to the Cadillac HT 4100, which was a V8, not a V6.
I could be wrong, but I think this is a reference to the Cadillac HT 4100, which was a V8, not a V6.
It gets confusing. There was a 252 CID (4.1L) version of the 3.8 V6 produced between '80 and '84. It was a no-cost option on Cadillacs in 1981 if you didn't want the 8-6-4(3-2-1-0), and it was also a no-cost option on 1982 Cadillacs for customers that didn't want the HT4100.
So in 1982, you could get a Cadillac with two completely different 4.1-liter engines. It's like in the mid '90s, when GM made a 4.3-liter V8 for the Caprice, and a 4.3-liter V6 for pickups and vans.
Don't confuse the Grand National with the GNX. I've been in this argument for years (with friends) that the Grand Nationals were not that fast. The GNX was a different story though.
It gets confusing. There was a 252 CID (4.1L) version of the 3.8 V6 produced between '80 and '84. It was a no-cost option on Cadillacs in 1981 if you didn't want the 8-6-4(3-2-1-0), and it was also a no-cost option on 1982 Cadillacs for customers that didn't want the HT4100.
So in 1982, you could get a Cadillac with two completely different 4.1-liter engines. It's like in the mid '90s, when GM made a 4.3-liter V8 for the Caprice, and a 4.3-liter V6 for pickups and vans.
Interesting, I never heard of it. Wasn't there a year and model of Cadillac where your three choices were the V8-6-4, the HT 4100 and the diesel? I'm thinking one of the first years of the bustleback Seville?
Don't confuse the Grand National with the GNX. I've been in this argument for years (with friends) that the Grand Nationals were not that fast. The GNX was a different story though.
lol wat? It actually doesnt take much for a GN to whoop a GNX. The main difference (and upgrade) is the GNXs rear suspension.
I always liked these cars. My dad was big into Buicks back in the day and while Electra wagons were more the family choice, I would push him toward the Regal Turbos, etc. when he took me to the car dealer as a kid.
Too bad GM doesn't have a good and potent 6cyl turbo they could shove in the Holden Coupe/Pontiac GTO and give Buick dealers something to chew on. Badge engineering yes, but a blacked out GTO body with a Buick grille and some nostalgia might give something other than the Enclave for Buick dealers to talk about.
Too bad GM doesn't have a good and potent 6cyl turbo they could shove in the Holden Coupe/Pontiac GTO and give Buick dealers something to chew on. Badge engineering yes, but a blacked out GTO body with a Buick grille and some nostalgia might give something other than the Enclave for Buick dealers to talk about.
Even if it existed, there's two reasons it wouldn't happen. First, unless the styling was radically different, a coupe would be too close in style to what's now sold as the Pontiac G8, and GM is adamant about differentiating the styling of the three brands being sold under a common roof. Second, the market for such a car is still pretty small...nostalgia aside, a revived Grand National probably couldn't move more than 15,000 or so units a year--certainly not worth the development and/or certification costs.
Too bad GM doesn't have a good and potent 6cyl turbo they could shove in the Holden Coupe/Pontiac GTO and give Buick dealers something to chew on. Badge engineering yes, but a blacked out GTO body with a Buick grille and some nostalgia might give something other than the Enclave for Buick dealers to talk about.
Your car does not have soul, you just have a pitiful selection of adjectives in your vocabulary. -... .- -. - .- -... ..- .-.. .- I post useless garbage at http://twitter.com/salynch
In batches of fifteen, they were trucked down the road to Cars and Concepts in Ann Arbor
Local snob alert : It was actually located in Brighton... about 20 miles north of Ann Arbor. I grew up about 10 minutes from their facility and they used to have some great car shows up in the parking lot there when I was a little kid.
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It's like the Car Lounge version of the Holy Trinity-the hatchback, the diesel, and the holy clutch pedal.
Just because you watch Top Gear doesn't mean you should use words like "rubbish" and "brilliant" in everyday conversations... How long until the Detroit Lions win a Super Bowl? 726 years
My high school math teacher had a Turbo Regal (which was dismissed at the time because only V8's were thought to have real power). She also liked softball and comfortable shoes. Kinda made the whole image of the turbo Regal a little weird.
Yeah I recall a difference in the Turbo itself from the Grand National to the GNX, the GNX used ceramic iirc...
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Monte Carlos.
: It was actually located in Brighton... about 20 miles north of Ann Arbor. I grew up about 10 minutes from their facility and they used to have some great car shows up in the parking lot there when I was a little kid. 
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