Why no Grand National?

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My favorite GN



For the final year, 1987, Buick introduced the GNX at $29,900. Produced by McLaren Performance Technologies/ASC, Buick underrated the GNX at 276 hp (206 kW) and a very substantial 360 lb·ft (488 N·m) of torque.[5] This was created to be the "Grand National to end all Grand Nationals." Changes made included a special Garrett T-3 turbocharger with a ceramic-impeller blowing through a more efficient and significantly larger capacity intercooler with a "CERMATEL (Ceramic/Aluminum) coated" pipe connecting the intercooler to the engine. A GNX specific EEPROM, low-restriction exhaust with dual mufflers, reprogrammed Turbo Hydramatic 200-4R transmission with a custom torque converter and transmission cooler, and unique differential cover/panhard bar included more of the performance modifications. Exterior styling changes include vents located on each front fender, 16 inch black mesh style wheels with VR-speed rated tires, and deletion of the hood and fender emblems. The interior changes of the GNX included a serial number on the dash plaque and a revised instrument cluster providing analog Stewart-Warner gauges, including an analog turbo boost gauge. Performance was measured with a quarter mile time of 13.5 seconds at a paltry 102 mph (164 km/h) and a 0-60 mph (97 km/h) time of 4.7 seconds.[6] GNX #001 is the 1986 prototype currently owned by Buick and sometimes makes appearances at car shows around the US. The GNX had a ladder bar that ran from the mid-section of the car to the rear axle, so as to increase traction. This is also the reason why a GNX will actually lift the rear end up when the car is about to launch heavily.

The stealthy appearance of the all-black GNX and Grand National, coupled with the fact that the Grand National was initially released during the height of Star Wars fever, earned it the title "Darth Vader's Car". Car and Driver covered the GNX model's introduction with the headline "Lord Vader, your car is ready".

From> http://en.wikipedia.org/wiki/Buick_Regal
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547 fully optioned (though no t-tops or sunroofs) Grand Nationals were handed over to ASC/McLaren for a bit of polishing.

Remarkably, ASC/McLaren didn't alter a single bolt on the engine. But everything else was tweaked to within an inch of its life. Out went the factory turbo and in came a fast-spooling, ceramic-impellered Garrett turbocharger. The intercooler was beefed up and cold air was fed from it to the turbo via a ceramic-coated pipe. A Performance chip was added. The transmission was reprogrammed (though, still mechanically stout enough to handle the extra twist), a special torque-converter was added and a transmission-fluid cooler was bolted in place. A custom, low-restriction exhaust was fitted. The GNX was the only Regal ever offered with 16" wheels. These were machined from a lightweight alloy and were wider in the back than the front (P255/50VR16 vs. P245/50VR16). Wider arches, functional heat-sapping fender vents, a strengthened aluminum pumpkin and gallon after gallon of black paint were all part of the kit.

Results? The official numbers were blood-pumping. 276 hp, 360 lb-ft of torque, zero-to-60 in 5.7 seconds and the 1/4 mile in just over 14. Let's put this in perspective. The Corvette in 1987 was capable of hitting 60 mph in 5.9 seconds and turning a 14.5-second quarter mile. A Porsche 928 S4 of the same vintage was good for 5.5 seconds and 13.9. Those numbers are basically identical to a 1987 911 Club Sport's. Ferrari's wild-looking 12-cylinder boxer-engined Testarossa, a real live supercar, managed 60 mph in 5.3 seconds and the quarter mile in 13.6. Only the Lamborghini Countach LP500 QV was significantly faster, hitting 60 mph in 5.2 and breaking the 13 second barrier with a time of 12.9. Still, as the GNX only cost $29,900 (the GNX package was jaw-dropping $10,995 option over the Grand National's $19,000-ish sticker). The Countach? How about $100,000, more than three times as much.

Remarkably, ASC/McLaren didn't alter a single bolt on the engine. But everything else was tweaked to within an inch of its life. Out went the factory turbo and in came a fast-spooling, ceramic-impellered Garrett turbocharger. The intercooler was beefed up and cold air was fed from it to the turbo via a ceramic-coated pipe. A Performance chip was added. The transmission was reprogrammed (though, still mechanically stout enough to handle the extra twist), a special torque-converter was added and a transmission-fluid cooler was bolted in place. A custom, low-restriction exhaust was fitted. The GNX was the only Regal ever offered with 16" wheels. These were machined from a lightweight alloy and were wider in the back than the front (P255/50VR16 vs. P245/50VR16). Wider arches, functional heat-sapping fender vents, a strengthened aluminum pumpkin and gallon after gallon of black paint were all part of the kit.

Results? The official numbers were blood-pumping. 276 hp, 360 lb-ft of torque, zero-to-60 in 5.7 seconds and the 1/4 mile in just over 14. Let's put this in perspective. The Corvette in 1987 was capable of hitting 60 mph in 5.9 seconds and turning a 14.5-second quarter mile. A Porsche 928 S4 of the same vintage was good for 5.5 seconds and 13.9. Those numbers are basically identical to a 1987 911 Club Sport's. Ferrari's wild-looking 12-cylinder boxer-engined Testarossa, a real live supercar, managed 60 mph in 5.3 seconds and the quarter mile in 13.6. Only the Lamborghini Countach LP500 QV was significantly faster, hitting 60 mph in 5.2 and breaking the 13 second barrier with a time of 12.9. Still, as the GNX only cost $29,900 (the GNX package was jaw-dropping $10,995 option over the Grand National's $19,000-ish sticker). The Countach? How about $100,000, more than three times as much.

Only thing was, the GNX's factory numbers were BS. GM being GM, it didn't want any of its vehicles outperforming the Corvette. So Buick was forced to fib. When the press cars were handed out, journos discovered actual power was closer to 300 horses and an unbelievable 400 lbs. ft of torque. The ASC/McLaren boys also went to work on the chassis, essentially building a dragster for the street. They ditched the rear control arms in favor of a ladder bar/panhard rod setup. The back of the ladder bar attaches to the passenger side of the differential (to prevent left-side up, right-side down twisting during brake stands) and the front attaches to a frame crossmember. For further stability they added a stamped diagonal brace behind the rear seat. All this tuning added up to a shocking zero-to-60 mph time of 4.5 seconds and quarter-mile best of 13.26 at 104 mph. Essentially, those were Countach numbers from a Buick sedan (although the Regal had just two doors, its structure and interior volume made it a sedan, technically – this is still being argued). These numbers are competitive even today; a Shelby's GT500 takes 4.5 to hit 60 mph and covers the 1/4 mile in 12.9.

The GNX also looked the part. All 547 dash-plaque numbered examples were black-on-black with all the badges (save one in the grill) deleted. Few cars have ever looked more bad-***. Fewer still ever tried. The GNX is just evil, especially from the rear. That makes sense, considering the rear is the vantage point from which you'll most likely observe a GNX. (Look at those taillights!) Darth Vader indeed. Sadly, 1988 was the year Buick decided to "damage" itself and pursue the AARP/golfer set. But no matter how screwed up the Tiger Woods brand is today, none of that sadness can detract from the infamous glory of the GNX. My dream? To one day take a GNX onto a golf course and do some serious donuts. Which is of course, to paraphrase George Carlin, the kind of dream that kept me out of the really good schools. So be it. A final note: we're well aware that the GNX can't turn left or right. It was never supposed to.

From> http://jalopnik.com/274485/buick-gnx