This or That - Season 2: 1982 Buick Grand National Regal or 1984 Chevy Monte Carlo SS
12/07/2017
1982 Buick Grand National Regal (top); 1984 Chevy Monte Carlo SS (bottom); images by the author.
Editor's note: This or That is not a comparison report between two vehicles, but rather a feature that enables us, in an idyllic world, to add a collectible vehicle into our dream garage on a weekly basis, but with a catch: We can only pick one vehicle from this pairing and it has to be for enjoyment purposes rather than as an investment.
Featured in this edition of This or That are two midsize cars from the downsized era: a 1982 Buick Grand National (that model year is not a typo) versus a 1984 Chevrolet Monte Carlo SS (the car pictured above was modified; for factory-stock specs click here). Snicker if you wish; however, both the Buick and the Chevy are considered performance cars for various reasons, not least of which is the fact that - aside from their names suggesting as much - stock car legends such as Petty, Waltrip, Earnhardt, Yarborough, Allison, Gant, and Pearson all had a turn behind one or the other, or in some cases, both makes in race trim. For that reason alone, the two GM models have intertwined backstories, as we'll discuss here. If you want to read more, both cars have been subject material in our Hemmings Muscle Machines magazine.
If you thought Buick first released the Grand National in 1984, guess again. To understand how the "GN" came into fruition, we need to quickly look back at Detroit in the Seventies and its effect on NASCAR. The Big Three, already pressured to adhere to changing CAFE standards knew that, regardless of the fuel crisis, it was time to make a real effort to stem the rising import tide by removing bulk from their fleet, particularly (pertinent to this feature) the midsize cars. GM struck first in 1978; Ford and Chrysler followed by 1980. Just how much reduction occurred? The wheelbases were shrunk from a general range of 112 - 115 inches to roughly 108 to 112 inches. Coupled with smaller bodies, several hundred pounds of mass in some instances, had been shaved, thus helping increase efficiency.
The downsized cars, in turn, posed a challenge for NASCAR and its teams, which, since the top-touring series' inception, required the use of the latest body styles (no more than three years old most seasons). Although NASCAR knew of the move towards smaller cars as early as 1976, the '77 rules mandated the continued use of the old 115-inch-wheelbase chassis. The reason, according to NASCAR president Bill France Jr., was simple. "In order to curb expenses, the teams will be permitted to use equipment they already have instead of letting new equipment become obsolete in a short time." This, it seems, was a direct reference to the inconsistency between manufacturers making reduction changes, in addition to the disparity between teams with corporate sponsorship versus those without, the latter of which were still a very integral part of NASCAR's weekly success. By the time the 1980 season concluded, many teams were using body designs that were as many as five years old.
NASCAR's expected change to the downsized designs was finally written into the 1981 rule book, with one exception: the season-opening race at California's (now defunct) Riverside International Raceway would be the last appearance for the 115-inch wheelbase cars, although new 110-inch cars would be permitted to compete. By the time everyone arrived in Florida for the Daytona 500 (the '81 season's second points race) teams were required to run the new cars. Earlier, NASCAR had approved 12 models from eight manufactures. They were: Buick Regal; Chevy Monte Carlo and Malibu; Chrysler LeBaron; Dodge Mirada; Ford Thunderbird and Granada; Mercury Cougar XR-7 and Monarch; Olds Cutlass Supreme; and Pontiac Grand Prix and Le Mans (this list changed in the years that followed, notably with the addition of Chrysler's Imperial). NASCAR permitted body lengths to be stretched or shortened to conform to the new 110-inch wheelbase rule.
The entry list for the Daytona 500 was vast: 60 teams were to vie for 42 starting positions. By manufacture, Buick led the way with 17 teams, followed by Pontiac with 16 (only one of which entered a Le Mans); Oldsmobile with 15; Ford had 6 teams; Chevy - with its full-width flat-grilled Monte Carlo - had four teams; and Dodge was represented by two teams. (Editor's note, Richard Petty had prepared a Dodge Mirada and, during winter testing, found it to be 8 mph off the pace of the GM cars; he returned for a second test two weeks later in a Buick). After pole qualifying, and the Twin 125 qualifying races, 14 Buicks and 11 Pontiacs were seen on the 42-car starting grid; Buick alone claimed a full third of the field. With the exception of Bobby Allison's lone fast-back rear-window Pontiac Le Mans, the redesigned Regal, with its narrow swept-back "shovel" nose and low drag coefficient, had an edge over the competition. Allison nearly won, had it not been for the last round of pit stops. The Alabama driver took four-tires and fuel, while Petty, a handful of laps later, took only fuel, putting him ahead of Allison. The strategy gave Petty his seventh Daytona 500 win. The victory was also 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 unfolded, the Flint's brass had much to brag about. Aside from dominating the starting grid each week, 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 driver's championship, and the on-track results easily propelled Buick to the manufacturer's title. The press the season generated bolstered Buick's new sporty image, which the division was ready to capitalize on in December of 1981 with a new prototype.
For the first time since 1951, Daytona would kick off the new season, on February 14, 1982. In the original article, we penned that between February 8 - 10 - after a winter collaboration between Buick and Cars and Concepts - a series of letters was distributed to dealers from then-general sales manager J.D. Duffy. They read, in part,
"Regal wins it all! The numerous victories of the Buick Regal in the 1981 NASCAR Winston Cup Grand National Series brought Buick the Manufacturer'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."
Initially, Flint was going to limit Grand National production to just 100 units, but that number swelled to 215, not including the prototype. Each Grand National was to be furnished with normally aspirated 125-hp 4.1-liter V-6, but as the model entered production, a few savvy dealers/buyers recognized that it could have been optioned with the Turbo 3.8-liter engine (as seen in our feature GN). Engine aside, Buick then shipped Regals, as well as Limited and Sport Coupe Regals, to Cars and Concepts, painted in Charcoal Gray. Hand-laid fiberglass spoilers were unceremoniously secured to the rear decklids. The firm then tactfully applied Silver-Gray Firemist over the base Charcoal, divided by bright-red accent striping. Other standard GN features include the F41 Gran Touring suspension, a 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, or a 3.03:1 rear in 3.8-liter GNs. Only an automatic transmission was offered. Steel-belted 205/70R14 radial wide oval tires were mounted on styled aluminum wheels. Also included were a blacked-out grille, headlamp door, rocker-panel and wheel-opening moldings. Large "Buick" graphics by 3M grace the rear quarters, and a smaller decal resides on the rear decklid lip. The prototype had "Grand National" graphics positioned on each front fender above the now-familiar basic V-6 emblem. Interiors were fitted with a leather-wrapped sport steering wheel, Lear Siegler seats finished 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 cost $3,278, which, when added to the base Coupe price of $8,702 and that of other included options, came to a whopping $15,480. That's not including the 3.8 option, which would have bumped the sticker to $16,578. It should be noted that, at the time the original article had been written, just 20 of the 215 midyear Grand Nationals were known to feature a factory-installed Turbo V-6 that, when new, touted 9 pounds of boost; a healthy dose of engine adrenalin for the era.
Although Buick may have promised the prototype's unveiling prior to the Daytona 500, nobody ever recalls seeing or photographing the car. That aside, and with the exception of a lawsuit immediately initiated by NASCAR - which held the copyright on "Grand National," forcing the emblem change now seen on every 1984-'87 GN - the race weekend could not have gone any better for Buick. A full 25 of the 42 starters were fielding Regals, and Buick drivers held seven of the top-10 finishing positions, led by Bobby Allison. Cale Yarborough, Joe Ruttman, and Terry Labonte all followed in Regals. As 1982 unfolded, Buick stole the season, winning 25 of the 30 races (Ford won two; Chevy the remaining three), as well as the manufacturer's championship, while Waltrip took home the driver's title in a Buick. Flint's back-to-back dominance lead to Chevy and Ford, seeking sleeker solutions.
Chevrolet's answer to the Regal problem was the reintroduction of the Monte Carlo SS after a 12-year hiatus. Released as a mid-1983 model, the most notable exterior feature was its substantially more aerodynamic "droop-snoot" nose with integrated blacked-out grille, air dam, and recessed quad lamps. A spoiler was fixed to the decklid lip a la NASCAR, though it was much lower in height. Designated "RPO Z65," the SS package provided not only a new front-end design but a high-output version of the 305-cu.in. V-8, then rated for 175 hp. It was a high-revving engine, which made use of a Camaro-derived aluminum intake and the camshaft from the L-81 Corvette. It was backed by a three-speed automatic transmission, which sent torque to an open diff containing a 3.42:1 gearset; Positraction was optional. Offered in just two colors, white or dark blue (with hard-to-miss 'Monte Carlo SS' graphics on each door) the chassis was supported by the F41 sport suspension, which was comprised of heavy-duty front and rear shocks, higher-rated front and rear springs, stiffer rear suspension bushings, a stiffer front anti-sway bar and the addition of a rear stabilizer bar. A set of 15x7-inch Rally wheels shod with Goodyear white-letter tires were standard. It could be said that the Chevys' interiors were fairly basic: a blue bench seat trimmed in white.
Production constraints held output to 4,714 units for civilian use, but in race trim, the new nose greatly reduced the Chevy's drag coefficient, from .445 to .375, making the model - in wind-tunnel testing - a viable corporate competitor on the track. These numbers were hard to miss, and when the entry list of the Daytona 500 was announced, 21 Chevys were on the list. The rest of the pre-Speedweeks list was comprised of 31 Buicks, 12 Pontiacs, nine Fords, six Oldsmobiles, two Chryslers, and a lone Dodge. During pole day, Chevy's newfound prowess put the rest of the field on high alert when Cale Yarborough posted a 200.503-mph speed on the first lap - the first driver to break that barrier at Daytona in a downsized car - however, as he rounded the fourth turn on his second lap, Yarborough's Chevy broke loose and flipped, negating the pole attempt and forcing the team to fetch its backup car: a Pontiac Le Mans that had been prepared for the short tracks. (Editor's note: In early May 1982, Benny Parsons qualified his Pontiac Le Mans at 200.176 mph at Talladega International Motor Speedway, becoming the first driver to break the 200-mph barrier in the new downsized cars.) Yarborough would go on to win the 500 in his Pontiac, besting a field of 15 Chevys, 12 Buicks, seven other Pontiacs, five Fords, one Dodge, and one Chrysler. Chevy would have the upper hand as the season progressed, snatching 14 wins; seven more than Buick. Although Chevy would win the manufacturer's title, Bobby Allison, still driving a Buick, won the driver's title.
As to our highlighted year of 1984, the production version of the Monte Carlo SS welcomed several noteworthy changes to the option chart, including bucket seats and a console, while the 305-cu.in. engine received 5 more horses. Although the base price was now $10,700, a full year of production bumped output to 24,050 units. On the track, the Monte Carlo won 21 of the season's 30 point races (Ford with four, Pontiac with three, and Buick with two, won the other events) and claimed the manufacturer's title.
In the end, the 1981-'85 NASCAR seasons proved to be just the beginning of a new aero-war era in circle-track racing, which in turn provided the Regal Grand National and Chevrolet Monte Carlo SS viable reasons to exist in street trim. Armed with knowledge, which of the two would you add to your stable and why?
If there’s one thing we’ve learned about automotive barn finds, such discoveries are not always the cut-and-dry variety. You know, the classic image of some rarity being pulled from a structure so dilapidated any hint of wind might bring it crashing down. There are the well-used, truly original vehicles that have spent the static hours of existence in dusty, century-old abodes, handed from one family member to the next. Some barn finds were never really lost, rather just left to languish under the auspice of an idyllic restoration that never seems to happen. And then there are barn finds that have a habit of migrating home.
A case study is this 1964 Buick Riviera. It’s never really been lost, technically contradicting “find,” yet its decades-long dormancy in more than one storage facility, and with more than one owner, makes this first-gen GM E-body a prime barn find candidate. More so when the car’s known history, and relative desirability, can be recited with ease by current owner Tim Lynch.
Tim, a resident of West Deptford, New Jersey, is well versed in Buick’s Riviera legacy, thanks largely tohis dad, Gene Guarnere, who has had a penchant for the personal luxury car since he was a teen. “My dad has been into first generation Rivieras since he came home from Vietnam in 1967. That’s when he got his first ’64 to drive back and forth from South Philadelphia to Fort Dix, to finish his draft requirement,” Tim says.
Since then, Tim estimates his dad has owned too many Rivieras to count, through a combination of having driven, collected, parted out, and rebuilt many for resale. Though the Riviera nameplate lasted for eight generations of production, and thirty-six years as a standalone model, the 1963-’65 editions will always be Gene’s favorite. “There’s something about those Rivieras. There was really nothing like them on the market at the time,” Gene says.
The Riviera name had a long history with Buick. It first appeared in conjunction with the revolutionary true hardtop design unveiled within the 1949 Roadmaster lineup, the missing B-pillar ushering in “Riviera styling.” That design moniker evolved slightly through the mid-Fifties, provoking thoughts of elegant open road motoring for a modest price, and it even survived Buick’s model name revamp of ’59, when it became a trim level within the Electra 225 series though ’62.
Right about the time the dust was settling from the Buick renaming buzz, GM Advanced Styling guru Ned Nickles had already created a sketch of a new car that–according to later interviews with Nickles and GM Styling boss Bill Mitchell–was based on Mitchell’s foggy visit to London, where he spotted a custom-bodied Rolls-Royce in front of the Savoy hotel. Mitchell is famously quoted as saying, “make it a Ferrari-Rolls-Royce.”
Coincidentally, Cadillac was considering the introduction of a junior line to bolster sales, helping prompt the development of the XP-715 project (Mitchell is also quoted as saying GM didn’t take kindly to Ford attending the Motorama events to study concept cars, which lead to the four-seat Thunderbird, prompting development of the XP-715). Unofficially, it was dubbed La Salle II, but by the time a full-size clay mockup had been created, Cadillac had reversed its sales slump and was having trouble filling orders. It didn’t need a new car complicating matters.
The XP-715 might have been forgotten had Buick’s general manager Ed Rollert not learned of its unclaimed status. He made a pitch for the project but would have to fight for rights to it with Oldsmobile’s and Pontiac’s management. The latter was lukewarm on the idea of adding another series, while Olds wanted to modify the existing design, something Mitchell was deadset against. By April 1961, the XP-715 / La Salle II concept mockup was photographed wearing Buick emblems.
In the fall of 1962, Buick rolled out the Riviera on a new E-body platform. The car was a departure for Buick, with “knife edge” body lines, minimal trim, a Ferrari-like egg-crate style grille flanked by running lamps/signal indicators behind 1938-’39 inspired La Salle grilles, and kickups over the rear wheels designed to hint at the car’s power (helping conjure the “Coke bottle” design nomenclature). It was an amalgam of styles, fitting in somewhere between a sports car and luxury car, all rolled up in one breathtaking package.
Speaking of power, the Riviera was equipped with Buick’s four-barrel equipped 401-cu.in. V-8 that boasted 325 hp and 445 lb-ft. of torque, though in early December, the division started to offer the 340-hp, four-barrel 425-cu.in. engine as optional Riviera equipment. Just 2,601 examples of the latter were produced. Backing either engine Buick’s Twin Turbine Dynaflow automatic in its final year of production.
A year later, Buick management elevated the 340-hp, single four-barrel 425 engine to standard power team status, paired with a new Super Turbine 400 automatic transmission. Peppy as the engine was, a dual four-barrel version of the 425 became available, known as the “Super Wildcat.” Aside from its eye-opening 360 hp and 465 lb-ft. of torque, it looked the part of a performertoo, due to finned aluminum rocker covers and a twin-snorkel chrome air cleaner assembly. Despite its low production, only 2,122 of the 37,658 Rivieras built for ’64 came equipped as such, this engine became the cornerstone of Riviera’s Gran Sport package for ’65, cementing Buick’s legacy as a luxurious personal muscle car.
Although any first-gen Riviera is a great score to Tim and Gene, some examples are better than others, whether it was due to overall condition or the car’s born-with options. So, when this 1964 Riviera popped up on Gene’s radar 30-plus years ago, he quickly made a deal. “The history between my dad and this car is a long one. He first bought this car in northeast Philadelphia for $1,450 in the early Nineties,” Tim says.
The reason Gene wanted it more than any other that previously crossed his path was that not only was it in reasonably good shape, but the Buick also turned out to be one of the relatively rare dual-quad 425 examples. But like many of the Rivieras that came Gene’s way over the years, the Buick didn’t stick around too long. “The car was sold and/or traded multiple times for the first fifteen years my dad knew about it,” Tim says.
However, like all good things, they somehow find their way home and this car is no exception. “For some reason, the Riviera always ended up with us some way or another. I finally ended up buying the car from the last owner in 2009. He had it stored in my dad’s barn during his ownership, so we knew it was in a safe place for a long time. I now have it tucked away in one of my garages waiting for the next phase in its lifeline.”
What Tim has in possession is an interesting example beyond the power team. “This Riviera is typical of the examples built in ’64. It’s just chock full of options that cater to the upscale buyers that would have had the funds to purchase one of these high-end rides from the dealership.”
Present within are many of the accoutrements that catered to the posh consumers in the luxury sports car market. Options here include the Deluxe vinyl and cloth interior, tilt column, and power seats. Power windows and power vent windows add to the lavishness of the Buick’s aesthetic, while its front seat belts, rear armrests, wood ornamentation, and rear defroster only add to the upscale feel.
Though it's seen better days, the condition of the interior is remarkable, knowing of its lengthy journey since it was taken off the road circa 1980. The upholstery is dirty and moldy but with a good washing it will probably clean up nicely. The dash is also in great shape, though since the V-8 has not been started in years, there’s no way to determine what gauges and switches are functional. Underneath the carpet, the floors are solid as well, owing to its life mostly indoors.
Under the hood it looks as if the engine has barely been touched. It’s “KX” code stamped on the block is still visible, the original Carter carburetors are present, and the wiring and plumbing still appear usable. The air conditioning looks to be intact as well. Finally, power brakes and power steering round out the luxury amenities.
Outside, the body is in excellent shape for a car of this vintage. The last 30-plus years of indoor storage has helped keep the metal intact, though minor body work will be needed on the quarter panels to get it up to snuff. The original Claret Mist paint has turned to a satin finish under all the dirt, but a good cleaning and buff could bring it back to life. Most of the trim is also in great shape, and the car appears to be relatively complete, save for a few pieces of rear window trim.
As for the mechanical functionality beyond instrumentations, no one is really sure of its condition “My first order of business would be to send the engine to “Nailhead” Matt Martin in California, who is an artist that works in the nailhead medium; he’s the ultimate authority in these V-8s. I believe the rest of the car deserves a nut and bolt restoration, too. That time will come soon,” Tim says.
Earth shaking. Ground pounding. Those are a couple of choice adjectives that describe Steve Kaiser’s 1970 'Cuda as it crackled by us during Hemmings Musclepalooza at Maple Grove Raceway on the way to the staging lanes. Kaiser then took it up a notch by doing a rowdy burnout and hanging the hoops on an 8.80 pass at 151 mph. After our ears stopped ringing, we tracked him down to get the details.
If you noticed the name Kaiser in gold leaf on the door, you might be wondering who that is. Steve Kaiser’s uncle Bob Kaiser started the Twin Hills Oldsmobile dealership in 1977 in Muncy, Pennsylvania, right around the time Olds was getting into drag racing with the glorious G-body Oldsmobile Cutlass. To promote the sport, Oldsmobile gave Uncle Kaiser five Cutlasses to race in the Stock and Super Stock classes. As a young man, Steve Kaiser would vacation at drag strips and attend drag racing events with the family until the age of 16 when he pursued other interests.
During that time, Steve’s father also got into the automotive business and helped create the Kaiser Brothers dealership that expanded into a Chrysler/Dodge/Jeep/Ram dealership with a larger facility, also in Muncy.
In 2008, Steve got back into cars. He began by installing superchargers on late-model Challengers and Chargers under a license by Mr. Norm out of the Kaiser Brothers dealership. By 2011, he had started looking for a race car. He soon found a 1970 Plymouth ‘Cuda that was well known around the Kentucky area and raced by its second owner, Johnny Dotson, a Dodge dealer from Paris, Kentucky. The ‘Cuda was painted in the classic black-and-white Direct Connection colors with a 513-inch 440 under the hood, a 727 transmission, and Dana 60 rear. That combo ran 10.80s in Super Pro and had been a track car since 1978.
Steve bought the car and immediately pulled the drivetrain and sent the car out to get painted to match his uncle’s racing livery. He started running 10.80s-90s in the Pro series with a steep learning curve. “I saw red (lights) a lot,” Steve says, “it was frustrating.” To make matters worse, he broke the block and had to rebuild the engine using a Mopar Performance block and a new rotator. The combo was mostly the same with a 0.60-over block, Indy heads and intake, and a 1050 Dominator.
The second year looked a little bit better, and he started winning rounds, but not races. “I got to the finals, but didn’t win,” Steve says. “I bought back in a lot, I can tell you that, I’m not a professional.” Regardless, Steve had fun racing a serious ‘Cuda for five years. As he got more experienced, he wanted to go faster.
By 2021 he had pulled the 440 and had Brian Tilburg build a 572-inch Hemi to go in its place. The Hemi had Stage V heads and a Keith Black block, a pair of Holley 950s, and an MSD Grid system that uses a crank trigger. The new engine made 1,017 hp on 114-octane VP and the car immediately went from running 10.80s to 9.60s in the quarter mile.
Today, Steve races the ‘Cuda in Nostalgia Super Stock and Hemi Super Stock races near his home in Muncy, Pennsylvania. We found him racing at Hemmings Musclepalooza in Maple Grove.