1986 Buick Grand National on 2040-cars

1986 Buick Grand National, 41,XXX Original Miles

Key Options: solid roof, digital dash, manual seats, power door locks, power windows, all other standard GN options for 1986.

 (Note: all modifications mentioned below were completed between 2000 and 2005 with mileage between 30,000 and 40,000 except where indicated)

 Exterior: 9.5 out of 10.  Body was completely stripped to bare metal, smoothed, and professionally repainted between fall 2011 and summer 2012. Paint job alone was $9500.  No accident damage was noted. All of the black trim was smoothed/painted, all of the bumper fillers were replaced with G-Body Parts stock replacement style. Visible areas under the car (roll bars, frame visible behind the rear tires, etc.) and underhood (radiator top plate, etc.) were detailed. All bumperettes and impact strips were re-conditioned or replaced. All weatherstripping except for the belt moldings were replaced with new. Other details like screw heads and the grill were also touched-up to like-new. The car shows beautifully and should have a good shot at winning local car shows.

 Interior: 9.5 out of 10. Two A-pillar gauges (boost/vacuum and Casper’s knock gauge). The headliner and visors were recovered when the car was painted. Otherwise, it is completely stock and in excellent condition. Seats are clean and have no rips, tears, etc. The original carpet is still in excellent condition. The plastic trim is in excellent condition. If you want a car with a very nice interior, this is it.

 Engine: Stock LC2 long block, only modifications are Kirbans valve springs, double-roller timing chain, new water pump, and head gaskets replaced in 2011 with ARP head studs. Head gaskets were replaced only as a maintenance item, they were not blown.  The heads were given a light clean-up cut to remove warpage when the gaskets were replaced – the block was not touched. Pistons and cylinder walls looked excellent.

 Intake System: “Tin-Man” cold-air kit, 3-inch LT1 MAF with no screens and Translator Plus, 3-inch MAF pipe, Bison-built TA-49 turbo just installed on 6/30/2013, CAS-V2 FMIC, ported throttle body with matching ported plenum, Power Plate, stock intake manifold. All of the intake piping is powder-coated satin black (looks great)

 Exhaust System: GSCA/Hedman Headers (also coated in satin black, look nice), Precision Turbo exhaust housing on TA49 turbo (wastegate hole has been ported), 3-inch Terry Houston downpipe, Terry Houston test pipe, ATR dual 2.5” exhaust with pit bull mufflers. The turbo exhaust shield has also been coated satin black and matches the intake pipes.

 Fuel System: Modern Muscle “OPS” fuel pump with hotwire kit, Siemans 57 lb/hr injectors, brand-new Bosch 237 fuel pressure regulator. Fueling can be tweaked via the Translator-Plus or the Extender chip.

 Ignition System: Stock module and Casper’s high-output coils, similar-to-stock wires, NGK UR5 plugs. Timing can be tweaked via the Translator-Plus or the Extender chip.

 Engine Management: Currently running a Bob Bailey Extender Rev. F chip that I have custom modified for my car (I burn my own chips). The stock ECU has been modified to run DirectScan or PowerLogger. It’s running an LT1 3-inch MAF with no screens and a Translator-Plus. It runs very nicely on the street. The boost is controlled by an RJC-style check valve with no creep or spikes. The stock boost control solenoid is still installed and connected to the ECU if you want to go back to stock boost control. A 3-bar map is already installed in the car, as is a heated oxygen sensor. Caspers volt booster.

 Cooling System: 160-degree thermostat, Nick McCale radiator, “Ramchargers” (Intrepid) dual cooling fans set-up to run in low-mode and high-mode depending on coolant temperature and A/C status. Fans normally run on low but will go to high if the coolant temp gets to about 195, or if the A/C head pressure is high. With the A/C on in hot 90-degree weather, the coolant temperature will not exceed 200F even in traffic. In most normal driving, coolant temperatures stay in the 170’s.

 Lubrication (Oil) System: Original stock oil pump, stock turbo feed/drain lines, stock oil cooler (still functional), Wix/Carquest PF52 replacement oil filter.

 Transmission: 200-4R built by Mike Ridings that has been in the car for several years with no problems. Mike Ridings 9-inch (not sure if it's a 9-inch, 10-inch, or 9X11, but it's NOT a re-stalled D5) lock-up torque converter that was installed more recently and performs beautifully. Deep-sump oil pan with drain plug and rear/bottom feed fluid pick-up tube also installed. The trans just works great on the street at 17 psi or at the track on 25 psi.

 Driveline: Stock driveshaft, stock 8.5” rear-end. The car was not originally built with the “G80” posi-traction (not uncommon in 1986), but a previous owner has installed a posi unit. A set of Moser stock-replacement axles were installed for a little more strength.

 Brakes: Stock up front with semi-metallic pads. In the rear, I replaced the linings and had the stock aluminum drums turned a few months ago. Still running a PowerMaster brake system – the accumulator ball was replaced in the early 2000’s. The system still works well. A line lock is installed so you can do a burn-out without heating up your rear drums.

 Chassis: All of the body bushings including the GNX bushings have been installed. The upper and lower front diagonal braces have been installed. The “X-braces” behind the rear seat have been installed. The car has a much more solid feel than a completely stock GN, without being too harsh (in my opinion).

 Front Suspension: front suspension is stock, but completely rebuilt in the early 2000’s with new wearables (tie rods, ball joints, etc.). Polygraphite bushings were installed in the control arms, the springs were replaced, and QA1 adjustable shocks are installed. The stock roll bar is installed.

 Rear Suspension: The upper and lower control arms were both replaced with HRPartnStuff tubular arms with greasable polygraphite bushings. The stock rear springs were replaced, and QA1 adjustable shocks are installed. An ATR roll bar is installed, and air bags with spacers are installed on both sides.

 Whees/Tires: The front wheels are the stock originals with no-name 235/60R15 tires installed. The rear wheels are GN wheels that were widened to 9”. They are both in excellent shape, an easy 9 out of 10. The rear tires are older Nitto 275/50R15 drag radials.

 Other Items: The air conditioning still works, although it could probably use a little more R12 (still an R12 system). To my knowledge, every other power accessory works – factory radio, power antenna, cruise control, etc. I have a three-switch panel with nice labels hidden in the ash tray – the three switches control the fans (on/off), the torque-converter clutch (on/off), and the line lock.

 The fuel gauge is reading somewhat incorrectly, which I’m fairly sure is due to the old, stock fuel sender. The gauge reads OK around full, but then reads higher than actual as it goes down. hat the Hobbs switch is bad. I honestly can’t think of any other major issues with the car other than what I’ve already said.

 SUMMARY: I’ve owned many performance cars including several GN’s.  This is the nicest GN I’ve ever seen and/or driven.  There are no disappointments and it is a must see car.  I’m very picky about the the paint/body/interior of a vehicle and this car is pretty close to as good as you can get.   On top of that it is a turn-key low 11-second car that performs and drives great on the street.