What transmission came stock on the Grand national/GNX? I'm looking for an automatic to mate with an aluminum drive shaft and 3.70 rear end on an 86 cutlass. I was told the name before but I can't remember it. I don't want to put a turbo 400 with the gear ratio I'll be running. Any suggestions for 400+ hp/tq set up would help, thanks.
Transmission?
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its in this article..
Comments: 1987 was the last year for the Regal and the Grand National, but Buick decided to go out with a bang (although the rear wheel drive G-body platform would last one more year until 1988). A whooping 26,555 Turbo Regals were sold, of which 20,193 were Grand Nationals. Buick made some changes to the powertrain and power increased to 245 bhp and 355 lb-ft. The grille was slightly revised, with the teeth set further apart and the Buick emblem siting on the left side. Chrome wheels also were new.
But the big news for 1987 was the introduction of the limited edition GNX. Only available for 1987, the Buick GNX represents the height of Grand National performance. In a nod to the famous Buick GSXs of 1970-1972, the GNX logo featured a larger "X" than the other letters, just like the GSX logo. All GNXs began life as fully optioned Grand Nationals that immediately left the factory and were sent to ASC/McLaren Specialty Products in order to be extensively modified. The modifications included a more efficient Garrett air-to-air intercooler and a special pipe that connected the intercooler to the engine coated with CERMATEL (Ceramic/aluminum) for increased heat rejection and heat disipation. Front fender vents were installed to pull heat away from the engine while driving. The GNX also received a special Garrett "hybrid" T-s turbocharger that used a very lightweight ceramic impeller (as opposed to metal in standard Grand Nationals). The decreased weight allows the turbo charger to spin up much faster, thereby decreasing the turbo lag time inherent in turbo charged engines. Maximum boost was set at 15 psi and the turbo used an electric wastegate. The turbo also incorporated special low drag, dynamic turbine shaft seals, and a built in contamination trap. All of these modifications added up to 275 bhp and a whooping 360 lb-ft. To handle this extra power, the transmission was beefed up with firmer shifts and the rear axle received a longitudinal torque ladder bar with a panhard rod to help prevent wheel hop and torque twist. It also received a special rear axle housing cover made of aluminum (with GNX embossed on it) that serves as an additional strengthening element and point for the torque bar. For even more strengthening, the car body received special structural reinforcements in the form of "behind the back seat bracing" and special chassis (steel cross member between the chassis rails) bracing. The GNX was the only Regal to ever receive 16 inch wheels. The wheels were made of a lightweight alloy and the rear wheels were wider than the front. The GNX came with P245/50VR16 tires in front and P255/50VR16 tires in the rear. Special welded in fender flares were added to the wheel wells to make room for the larger wheels and tires. The standard transmission was a reprogrammed Turbo Hydra-matic 200-4R four speed hooked up to a custom torque converter. Inside, the dash had a special Steward Warner analog gauge package. All GNXs were black in color and the only exterior identification was small "GNX" badges placed on the front radiator grille and rear deck lid. Under the hood, a special turbocharger heat shield had "GNX" stamped on it, similar to the aluminum rear axle cover. All GNXs received a special numbered plaque mounted on the passenger side dash which identified the number of that particular car (1-547). Also, the Fisher body plate has "GNX" stamped on it. Special "GNX" decals were used on the intercooler and other locations and there were several hidden I.D. stampings to prevent fakes. But all of this came at a price. The cost of the GNX option was a whopping $10,995, which resulted in a final MSRP of $29,900. All out performance doesn't come cheap.
Even more rare are the Buick Regal T-Type "Special T." These models had a Grand National exterior, but a Regal T-Type interior.
Comments: 1987 was the last year for the Regal and the Grand National, but Buick decided to go out with a bang (although the rear wheel drive G-body platform would last one more year until 1988). A whooping 26,555 Turbo Regals were sold, of which 20,193 were Grand Nationals. Buick made some changes to the powertrain and power increased to 245 bhp and 355 lb-ft. The grille was slightly revised, with the teeth set further apart and the Buick emblem siting on the left side. Chrome wheels also were new.
But the big news for 1987 was the introduction of the limited edition GNX. Only available for 1987, the Buick GNX represents the height of Grand National performance. In a nod to the famous Buick GSXs of 1970-1972, the GNX logo featured a larger "X" than the other letters, just like the GSX logo. All GNXs began life as fully optioned Grand Nationals that immediately left the factory and were sent to ASC/McLaren Specialty Products in order to be extensively modified. The modifications included a more efficient Garrett air-to-air intercooler and a special pipe that connected the intercooler to the engine coated with CERMATEL (Ceramic/aluminum) for increased heat rejection and heat disipation. Front fender vents were installed to pull heat away from the engine while driving. The GNX also received a special Garrett "hybrid" T-s turbocharger that used a very lightweight ceramic impeller (as opposed to metal in standard Grand Nationals). The decreased weight allows the turbo charger to spin up much faster, thereby decreasing the turbo lag time inherent in turbo charged engines. Maximum boost was set at 15 psi and the turbo used an electric wastegate. The turbo also incorporated special low drag, dynamic turbine shaft seals, and a built in contamination trap. All of these modifications added up to 275 bhp and a whooping 360 lb-ft. To handle this extra power, the transmission was beefed up with firmer shifts and the rear axle received a longitudinal torque ladder bar with a panhard rod to help prevent wheel hop and torque twist. It also received a special rear axle housing cover made of aluminum (with GNX embossed on it) that serves as an additional strengthening element and point for the torque bar. For even more strengthening, the car body received special structural reinforcements in the form of "behind the back seat bracing" and special chassis (steel cross member between the chassis rails) bracing. The GNX was the only Regal to ever receive 16 inch wheels. The wheels were made of a lightweight alloy and the rear wheels were wider than the front. The GNX came with P245/50VR16 tires in front and P255/50VR16 tires in the rear. Special welded in fender flares were added to the wheel wells to make room for the larger wheels and tires. The standard transmission was a reprogrammed Turbo Hydra-matic 200-4R four speed hooked up to a custom torque converter. Inside, the dash had a special Steward Warner analog gauge package. All GNXs were black in color and the only exterior identification was small "GNX" badges placed on the front radiator grille and rear deck lid. Under the hood, a special turbocharger heat shield had "GNX" stamped on it, similar to the aluminum rear axle cover. All GNXs received a special numbered plaque mounted on the passenger side dash which identified the number of that particular car (1-547). Also, the Fisher body plate has "GNX" stamped on it. Special "GNX" decals were used on the intercooler and other locations and there were several hidden I.D. stampings to prevent fakes. But all of this came at a price. The cost of the GNX option was a whopping $10,995, which resulted in a final MSRP of $29,900. All out performance doesn't come cheap.
Even more rare are the Buick Regal T-Type "Special T." These models had a Grand National exterior, but a Regal T-Type interior.
everything has a power limitation, but a 200R4 will handle plenty if built right.
http://www.bowtieoverdrives.com/catalog/catalog.php?Action=GETSUBCAT&CATID=C
http://www.ckperformance.com/resources/GM2004RTRANSMISSIONS.html
i'm going with bowtie once i kill mine, but if you're gonna be on the drag strip or using LOTS of power, CKP is a higher quality (along with higher price) trans.
http://www.bowtieoverdrives.com/catalog/catalog.php?Action=GETSUBCAT&CATID=C
http://www.ckperformance.com/resources/GM2004RTRANSMISSIONS.html
i'm going with bowtie once i kill mine, but if you're gonna be on the drag strip or using LOTS of power, CKP is a higher quality (along with higher price) trans.
400hp/400tq is from a naturally aspirated small block like an Olds or Chevy 350/400/403 I presume. I ask because when you get over say 450TQ the billet shaft/drum becomes a smart buy especially if she is going to see slicks and a dragstrip. I know Bowtie overdrives will sell you a fresh warrented 200-4r for $1,395 that will easily handle that power level. Also if you actually find a healthy 200-4r from a GN/Ttype/MCSS/442 and add a GOOD shift kit such as the one www.ckperformance.com sells you be good with just that. CK sometimes has their shift kit on special for $99. If its primarily a drag car go with a 3 speed if its primarily a street car get the 2004-r. 1/3 better mileage, 1/3 less rpm on the highway pays for itself with gas at $4+ a gallon and maybe just as important less rebuilds of that high performance engine.
EDIT Mega I missed your post ha ha we said the same you just did it with less words.
EDIT Mega I missed your post ha ha we said the same you just did it with less words.
The best depends on the intended usage of the car and your budget. I like the 350 Chevy the best, and would prefer it mated to a T-56 6 speed manual trans and going back to a 8.5 10 bolt rear axle with 3.73 gears. I have the 350, but it has the Th 200 4R Autotragic transmission and a 3.23 7.5 axle with no posi-yet. The TH 200 4R is my preferred automatic, but anything but a manual is infuriating when running hard around corners. I would have the shorter gears with the manual because it has a 50% od and would still give me good fuel economy on long drives. I use the 3.23 with the auto because it has a 33% OD and also gives good economy.
my regal has a 307 v8 with a grand national trans with a shift kit,it chirps2nd gear and 3rd gear,and it has a grand national rear with 3.73 posi,im also sellin my regal if any1 is interested
Vern said:
It will be from a ZZ383, I just estimated the power. It's got the original 307 which was rebuilt but blew a rod or a piston and I dont want to sink any more money into the thing. Still need to save money for intake/exhaust/transmission/etc. The car won't be on the street for a while, it's an 86 and I can register as a classic in TX in two years. Right now I'm workin on the interior, some of the drivetrain, and suspension. I like between 400-500 hp/tq, any more is almost too radical for the street. But it will see its fair share of drags.
Thanks for the links everyone, if I have any questions I know where to get them answered.
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