The Chevrolet SS: The 415-HP Sleeper Sedan That's Still a Great Buy in 2026

Summary

• Performance: 415-hp 6.2-liter LS3 V8, 415 lb-ft of torque, and rear-wheel drive.

• Sleeper Status: An inconspicuous four-door sedan with legitimate sports-car performance.

• Rarity: Only around 13,000 produced during its 2014–2017 production run.

• Driving Experience: Brembo brakes, Magnetic Ride Control, limited-slip differential, and an available six-speed manual.

• Value: Still a great buy in 2026, with strong resale values and growing enthusiast interest.

• Bottom Line: The Chevrolet SS is one of GM's most underrated modern performance sedans, and chances are most people still don't realize what it can do.

In my opinion, one of the coolest four-door sedans Chevrolet has produced in the modern era is the 2014–2017 Chevrolet SS. And nearly a decade after its production ended, I still think it's one of the most underrated performance cars to wear a Bowtie badge.

If anything, the Chevrolet SS has become even more interesting with age. It's a relatively rare, rear-wheel-drive performance sedan packing a naturally aspirated 6.2-liter LS3 V8, 415 horsepower, and 415 lb-ft of torque. It has the kind of performance that can embarrass plenty of cars on the road, yet most people wouldn't give it a second look in a parking lot.

That's part of what makes the SS so cool. It doesn't need oversized wings, aggressive bodywork, or flashy styling to announce what it is. In fact, unless you're familiar with the car, you could easily mistake it for another ordinary Chevrolet sedan.

But There's Nothing Ordinary About It.

When Chevrolet introduced the SS for 2014, it brought something back to the American market that had been missing since the Impala SS of the 1990s: a proper rear-wheel-drive, V8-powered Chevrolet sedan with GM sports car DNA.

Underneath its relatively conservative exterior was a serious performance package. The SS was based on Australia's Holden VF Commodore, built at Holden's Elizabeth manufacturing facility, and engineered around GM's rear-wheel-drive Zeta platform.

Power came from the familiar 6.2-liter LS3 V8, the same basic engine family found in the C6 Corvette. In the SS, it produced:

• Engine: 6.2-liter LS3 V8

• Horsepower: 415 hp at 5,900 rpm

• Torque: 415 lb-ft at 4,600 rpm

• Transmission: Six-speed automatic or six-speed manual

• Drivetrain: Rear-wheel drive

• Suspension: Sport-tuned suspension with Magnetic Ride Control

• Brakes: Brembo four-piston brakes at all four corners

The automatic was the only transmission available for the 2014 model year. Chevrolet added a six-speed manual option for 2015, giving enthusiasts another reason to appreciate the car.

And this wasn't just a big engine stuffed into a family sedan. The SS received a limited-slip rear differential, performance tires, sophisticated suspension hardware, and the kind of chassis engineering that made it genuinely enjoyable on a winding road.

Car and Driver recorded a 4.5-second 0–60 mph time and a 12.9-second quarter-mile at 111 mph with its 2014 automatic test car. The 2017 manual model managed 4.5 seconds to 60 mph and a 13.0-second quarter-mile at 111 mph.

That's impressive performance for a full-size four-door sedan, even by today's standards.

Back when the SS was still in production, there was plenty of speculation about what Chevrolet might do with the car for its final model year.

One of the more exciting rumors involved the possibility of a supercharged LSA engine producing more than 500 horsepower. There was also speculation about a more aggressive suspension setup borrowing technology from the Camaro 1LE.

Unfortunately, Neither Happened.

The 2017 Chevrolet SS retained its naturally aspirated LS3 V8 and essentially carried over the established performance package. There was no factory supercharged version or 1LE suspension package.

Still, 415 horsepower was nothing to complain about. And considering the performance Chevrolet had already delivered, the SS didn't exactly need another 100 horsepower to make its presence known.

The Bigger Story Was That 2017 Became The Final Model Year.

GM's decision to end Australian vehicle manufacturing meant the end of the Holden production operation responsible for building the SS. Chevrolet wasn't simply abandoning a successful American-built sedan; it was losing the manufacturing source for a vehicle that was developed and assembled in Australia.

That made the SS a short-lived chapter in Chevrolet performance history.

One of the biggest reasons the SS stands out today is that Chevrolet never sold very many of them.

Unlike the Camaro, Corvette, or even the Dodge Charger, the SS was never a high-volume performance model. It received relatively little mainstream attention, and Chevrolet never seemed particularly aggressive about marketing it.

For a car with this much performance, that always seemed strange to me.

The SS was introduced as a limited-volume performance sedan, and its four-model-year production run amounted to roughly 13,000 cars according to published GM production figures. That's a pretty small number when you consider how many ordinary sedans were sold during the same period.

And unlike some limited-production performance vehicles, the SS never had particularly flashy styling to distinguish it from the rest of the Chevrolet lineup.

That's What Makes It such An Interesting Sleeper.

You could pull up next to someone at a stoplight, and they might not have the slightest idea they're sitting next to a 415-horsepower LS3-powered sedan. They might recognize the Chevrolet badge, but unless they're familiar with the SS, there's a good chance they won't realize what they're looking at.

Even among car enthusiasts, the SS can fly under the radar.

Here's where things get particularly interesting.

The Chevrolet SS is no longer just an overlooked used performance sedan. It's a discontinued, low-production, rear-wheel-drive V8 car with a manual transmission option and a powertrain that has a strong enthusiast following.

And Despite Its age, It Remains A Compelling Purchase In 2026.

Consider what you're getting: a 415-horsepower LS3 V8, a well-engineered chassis, Brembo brakes, Magnetic Ride Control, a comfortable four-door interior, and the ability to run with some seriously capable performance cars.

Try finding another sedan that combines all those characteristics without moving into considerably more expensive territory.

The SS also has something going for it that many newer performance sedans don't: its relatively understated appearance. It looks like something you could comfortably drive every day without advertising to everyone around you that you've got a serious performance car.

And the resale market has shown that these cars aren't simply depreciating like ordinary used sedans.

Hagerty's October 2026 valuation data puts a 2014 Chevrolet SS in good condition at approximately $27,700 to $35,767, depending on the valuation range. A 2016 model in the same condition carries an estimated value of approximately $32,100 to $41,033.

Hagerty also reported an average sale price of $47,900 across its 12-month market sample of 2014–2017 Chevrolet SS models.

Those numbers will vary considerably depending on mileage, condition, transmission, originality, and maintenance history. However, they demonstrate that the SS has maintained a meaningful place in the enthusiast market.

That's pretty impressive for a Chevrolet sedan that spent much of its original production run flying under the radar.

Of course, finding a good one at the right price is becoming increasingly important. Clean, low-mileage examples and manual-transmission cars can command a premium, so buyers need to do their homework.

But for someone looking for an understated V8 performance sedan, the SS deserves serious consideration.

Looking back, I still think Chevrolet missed an opportunity with the SS. A little more advertising and a better effort to get the car in front of performance enthusiasts might have helped it find a much larger audience.

But perhaps that lack of attention is also part of what makes the car so appealing today.

The Chevrolet SS is one of those vehicles that doesn't need to shout about its capabilities. It has the power, handling, braking, and engineering to back up its performance credentials without wearing them on its sleeve.

It's also a reminder of a time when Chevrolet was willing to offer something a little different: a naturally aspirated LS-powered, rear-wheel-drive sedan with a manual transmission and room for the family.

Nearly a decade after the last one rolled off the production line, the Chevrolet SS remains a rare find, a genuinely capable performance car, and one of the more interesting used-car buys in the modern GM lineup.

If you find a clean one at a reasonable price, don't overlook it.

Because that ordinary-looking Chevrolet sedan might just be packing more punch than most people realize

1992 Camaro RS That Never Made It Into Production

Rare '92 Camaro RS 

Summary

• Chevrolet originally planned a high-performance 1992 25th Anniversary Camaro RS featuring the B4C-RS police package.

• Only two prototypes were reportedly built before the project was canceled due to economic concerns and its projected $29,000 price tag.

• The planned Camaro featured a modified L98 V8, Corvette cylinder heads, a ZF six-speed transmission, performance exhaust, and upgraded suspension.

• With more than 300 horsepower, it was projected to run the quarter-mile in approximately 13.50 seconds at 104 mph.

• Chevrolet ultimately produced a more conventional 25th Anniversary Camaro RS, retaining the heritage stripes and anniversary emblems but dropping most of the performance upgrades.

• The fate of the two prototypes remains unknown, leaving enthusiasts to wonder whether this could have become one of the most collectible Camaros ever built.

When car enthusiasts, even die-hard Camaro fans, think of the 1992 25th Anniversary Heritage Camaro RS, they will probably think of the ordinary RS Camaro that came with racing stripes and unique 25th Anniversary emblems. The sad thing is they'll probably never know what it was supposed to be.

What was the 1992 25th Anniversary Heritage Camaro RS supposed to be?

The fastest Camaro that Chevrolet put into production.

The 1992 25th Anniversary Camaro That Never Was

The true 25th Anniversary Camaro was originally envisioned as a B4C-RS police-package Camaro that would be produced in limited numbers for the public. However, the idea was scrapped when the economy began to take a turn for the worse, prompting Chevrolet to focus on more affordable, fuel-efficient cars. As a result, the trend of underpowered sports cars that had characterized much of the 1980s continued into 1992, with the Camaro RS and Z28 offering relatively modest performance.

Two prototype RS Camaros were built with the B4C-RS package. Chevrolet was prepared to produce 602 of these Camaros before the project was ultimately canceled. The planned production run of 602 cars was intended to pay tribute to the number of Z28s built in 1967, the Camaro's inaugural model year.

Special Features the V8 RS Camaro Would Have Received:

• A specially prepared L98 engine

• A performance camshaft

• A specially designed intake system for improved airflow

• One-off tubular headers

• A three-inch exhaust system

• Corvette ported aluminum cylinder heads

• A ZF six-speed Corvette transmission

• A modified suspension designed to provide a softer ride and improved handling

• Modified front seats designed to hold occupants more securely

• 245/50ZR16 tires mounted on black, diamond-cut rims

This combination was reportedly capable of producing more than 300 horsepower, rocketing the Camaro through the quarter-mile in the 13.50-second range at 104 mph. That might not seem particularly impressive by today's standards. Still, in the early 1990s, those numbers would have made it quicker than many of the Corvettes, Firebirds, and Mustangs rolling off assembly lines at the time.

Another obstacle facing the Camaro RS police package was its projected price. At approximately $29,000, it would have been considerably more expensive than its competitors. Chevrolet ultimately decided to proceed with the 25th Anniversary Camaro but remove nearly all the performance upgrades, retaining only the heritage stripes and 25th Anniversary emblems.

With only two prototypes reportedly built, these cars would rank among the rarest Camaros in existence. Unfortunately, because they never entered production and remained prototypes, their rarity doesn't necessarily translate into significant monetary value.

Despite searching, I have yet to find a confirmed example of a 1992 25th Anniversary B4C-RS Camaro. My assumption is that they are either tucked away in a museum somewhere or that two different owners are driving around in these cars without realizing exactly what they have.

If these Camaros had made it into production, would they have become some of the most collectible Camaros of all time?

I guess we'll never know.

Big Screens And Non-Stop Distractive Driving: In-Vehicle Technology; More Dangerous than Ever

 

Summary

• Vehicles Are Becoming Rolling Entertainment Centers: Oversized dashboard screens, social media, messaging apps, emails, and video calls are turning vehicles into mobile offices and entertainment hubs.

• Convenience Is Creating Dangerous Distractions: Just because technology is factory-installed doesn't mean it's safe to use while driving. Visual, manual, and cognitive distractions all increase the risks behind the wheel.

• Built-In Technology Should Follow the Same Safety Principles: If certain activities are considered dangerous on a smartphone, shouldn't we question why similar features are available through dashboard screens?

• Lock Out Distracting Features When Driving: Automakers should automatically restrict nonessential interactive features whenever a vehicle is shifted out of PARK, including social media, texting, web browsing, video streaming, and email.

• Keep Essential Technology Accessible: Navigation, emergency features, music, podcasts, and basic audio controls should remain available, while passengers should be able to enjoy their own entertainment without distracting the driver.

• It's Time to Put Driving Safety First: Automotive innovation should be measured by how effectively it improves safety, not by how many screens, apps, and entertainment features can be crammed into a dashboard.
  
  
  

  

At What Point Has Keeping Your Eyes On The Road And Your Hands On The Steering Wheel Become a Thing of The Past? 

Let's face it: vehicles are starting to feel less like vehicles and more like rolling entertainment centers or even mobile offices. But is all this high-tech convenience coming at too high a price?

As dashboard screens stretch across the entire front of the cabin and in-vehicle technology becomes more advanced, it's worth asking: Is driving safety now second, third, fourth, or even further down the list of priorities when we're behind the wheel?

We Don't Just Drive Anymore, We Dangerously Multitask.

Think back to when your vehicle's dashboard consisted of a handful of gauges, a couple of switches, some dials, and a stereo. If you drive a newer vehicle, those days may be long gone. Now, automakers are racing to cram the latest technology into every new model, and the moment you sit behind the wheel, you're greeted by an increasing number of digital features.

Instead of a simple display, you're faced with massive screens stretching across the dashboard, connecting drivers and passengers to a massive amount of apps, music, maps, and messaging. Some vehicles, particularly higher-trim models, offer internet browsing, social media access, video calls, video games, and video streaming.

But there's a line between technology that helps you drive and technology that does everything except help you drive safely.

When did a simple drive become an opportunity to check email, reply to messages, or even join a work meeting? Sometimes, it's hard enough to drink your coffee and change the radio station while driving. Now imagine doing those things while checking emails, scrolling through social media, responding to texts, searching for directions, or checking the latest news.

At what point does convenience become a dangerous distraction?

Big Screens, Big Distractions

It's not just the size of these screens that's the issue. It's what they allow drivers and passengers to do while the vehicle is moving.

Some automakers now offer dashboards that span from door to door, with separate screens for drivers and passengers. In my opinion, having an attentive passenger who can help keep an eye on the road adds to my sense of safety. But if that passenger is completely immersed in the digital world, you may as well be driving alone.

And when does their distraction become your distraction?

A passenger watching a movie or scrolling through social media might not seem like a safety concern. However, if they're using a screen that the driver can also see, or interacting with content that encourages the driver to look over, the situation changes.

Bottom line: Vehicle technology should make driving safer and simpler, not more complicated or risky.

Social Feeds, Messages, and Meetings: Distractions From the Driver's Seat

Let's be real: We're more connected than ever. Social media, messaging apps, and video calls are part of everyday life. But should any of that be happening while we're behind the wheel?

Imagine you're cruising down the highway when a notification pops up. It's a text from your partner, an email from your boss, or a social media alert. You glance over for just a second.

But in that second, traffic could slow down, another vehicle could change lanes, or a pedestrian could step into your path. At highway speeds, even a brief distraction can mean traveling the length of a football field without noticing what's happening around you.

There's another concern we don't talk about enough: how these digital interruptions affect our emotions and behavior.

What happens when an irritating email from your boss arrives through your vehicle's built-in office features? Or when you receive exciting news that makes you want to celebrate? Could you become angry, speed up, slow down, or react impulsively? Our emotions can influence our driving, and introducing more opportunities for emotional distractions isn't necessarily a good thing.

Then there's the problem of becoming accustomed to being constantly connected. Between work, home, and social life, we rarely seem to unplug. When our vehicles give us access to all of it, we may feel obligated to respond immediately, even when the message isn't important.

It's easy to forget that most messages can wait five minutes until you've found a safe place to park.

And let's not kid ourselves: There's a big difference between making a necessary, brief phone call and participating in a lengthy conversation, scrolling through social media, or joining a team meeting. The longer your attention is divided, the more opportunities there are for something to go wrong.

Just because your vehicle can double as a home office or entertainment center doesn't mean it should.

Why Is Built-In Technology Treated Differently?

Here's something to think about: Distracted-driving laws across the United States restrict certain activities, including texting and manually using a phone while driving. In Michigan, for example, it's illegal to manually use a phone while driving, subject to the law's specific exceptions.

But what about dashboard screens that offer many of the same activities?

Does the fact that a feature comes factory-installed automatically make it safe to use while driving? Absolutely not.

Automakers may promote these features as selling points, emphasizing convenience, connectivity, and entertainment. However, just because a feature is built into the vehicle doesn't mean it belongs in the driver's field of attention while the vehicle is moving.

The real issue isn't where the screen is located. It's whether the activity encourages you to do something other than drive safely.

Looking away from the road to read a message on a dashboard screen can be just as distracting as looking at a phone. Tapping through menus or typing on a touchscreen can take your eyes off the road, your hands off the wheel, and your attention away from driving.

Maybe it's time for automakers and lawmakers to focus less on making life more convenient for drivers and more on reinforcing an important point: Driving is a responsibility, not a game.

If certain activities are considered dangerous enough to restrict on a phone, shouldn't we also examine how those same activities are handled when they're built into the vehicle?

The Three Types of Driver Distraction

To understand the problem, it helps to break down driver distraction into three main categories:

• Visual distraction: Taking your eyes off the road to read a message, search through menus, or look at a video.

• Manual distraction: Taking your hands off the wheel to type, scroll, or tap a touchscreen.

• Cognitive distraction: Taking your mind off driving to concentrate on a conversation, a message, or something happening on a screen.

Texting is particularly dangerous because it can involve all three types of distraction at once.

Built-in infotainment systems don't magically eliminate these risks. Even hands-free features can demand mental attention, especially during lengthy or emotionally engaging conversations.

For example, someone on the other end of a phone call might not realize you're approaching heavy traffic, navigating a complicated intersection, or driving through a construction zone. They may continue talking without understanding how much concentration the situation requires.

Safe driving requires more than keeping your hands on the wheel. Your eyes and mind need to remain focused on the road, too.

Let's Lock Out Distracting Features While Driving

Here's my suggestion: Automakers should automatically restrict nonessential, interactive driver-facing features whenever the vehicle is shifted out of PARK.

That means that once you shift into DRIVE or REVERSE, features that encourage drivers to look away from the road or interact with a screen should be disabled or restricted.

These could include:

• Reading or sending texts: Most systems offer an automatic response, such as, "Got your text. I'm driving. I'll be in touch when I reach my destination."

• Browsing social media: Scrolling through feeds, viewing posts, or interacting with content should be unavailable to the driver.

• Surfing the web: General internet browsing should be restricted while the vehicle is moving.

• Watching videos: Driver-facing video playback should be disabled when the vehicle is in motion, except for permitted safety-related displays.

• Joining video calls: Drivers should not be able to participate in video meetings while driving.

• Reading or writing emails: Nonessential work communications should wait until the vehicle is parked.

• Navigating complicated menus: Tasks that require extended visual attention or repeated touchscreen interaction should be restricted or made easier to complete before departure.

Of course, drivers should still be able to use essential navigation, emergency features, and basic audio entertainment. Vehicle controls and safety-related information must remain accessible, too.

Passengers should also be able to enjoy their own screens for movies, games, or other entertainment, provided the systems are designed to minimize interference with the driver's attention.

The goal isn't to eliminate technology. It's to prevent technology from competing with the driver's primary responsibility: getting everyone to their destination safely.

Think of it as a designated driver for your digital distractions. The technology can be there when you need it, but it shouldn't be allowed to take the wheel.

Bring Back the Joy and Simplicity of Driving

Do we have to return to the 1950s, with analog gauges and only a handful of radio stations? Not at all.

There's nothing wrong with enjoying music, podcasts, or audiobooks on the road. GPS navigation with voice directions can be a tremendous help, and hands-free controls can reduce some risks, although they don't eliminate distraction entirely.

The key difference is between passive listening and active interaction.

You can listen to music without constantly looking down at a screen or swiping through menus. You can also set your navigation, choose your playlist, and adjust your preferences before you start driving.

A little preparation can go a long way toward reducing distractions once you're on the road.

If you need to make a lengthy call, answer an important email, or respond to a text, find a safe place to park first. Parking lots and expressway rest areas offer opportunities to stop and take care of business without putting yourself or others at unnecessary risk.

Waiting a few minutes to find a safe place could prevent a decision you regret for the rest of your life.

Sometimes, the best thing you can do is simply drive and make contact later. Most of us aren't that important anyway.

Let's Innovate for Safety, Not Just Entertainment

Today's vehicles come loaded with impressive technology. But progress shouldn't be measured by screen size or the number of apps a dashboard can offer.

Real automotive innovation should be measured by how effectively it makes driving safer, easier, and more convenient without introducing unnecessary risks.

Automakers, lawmakers, and drivers all have roles to play. Automakers need to consider how their technology affects driver attention. Lawmakers should examine whether existing distracted-driving rules adequately address new in-vehicle features. And drivers need to recognize that having access to a feature doesn't mean it's safe to use while moving.

We knew long before the latest technology boom that certain activities were dangerous behind the wheel. That's why distracted-driving laws exist in the first place.

It's time to apply that same safety-first thinking to emerging in-vehicle technology.

My Idea Is Simple: Automatically restrict distracting apps and interactive features when the vehicle leaves PARK. Keep essential functions accessible, allow passengers to enjoy their entertainment, and give drivers fewer reasons to take their attention away from the road.

The road isn't your office, your newsfeed, your social media outlet, or your home entertainment center. It's a place where a single moment of distraction can change lives.

Let's stop asking our vehicles how well they can keep us connected to everything happening in our lives and start asking how they can help protect our lives and the lives of others.

Rare 1982 Buick Grand National—The Only Year It Wasn't All Black

 

Summary

The 1982 Buick Grand National was the first Grand National, and it wasn't black—it came in charcoal gray and silver.

Buick's NASCAR success, including Richard Petty's 1981 Daytona 500 win, helped inspire the Grand National.

Only 215 were produced, plus one prototype, making the '82 GN extremely rare.

Most came with a 4.1L naturally aspirated V6 producing 125 hp, while roughly 20 received the 3.8L turbo V6 making 175 hp and 290 lb.-ft. of torque.

Cars were sent to Cars and Concepts in Auburn Hills, Michigan, for their Grand National upgrades.

Special features included F41 suspension, heavy-duty cooling, rally wheels, blacked-out trim, special badging, bucket seats, and unique Grand National gauges.

The '82 GN wasn't especially fast by today's standards, but it started the Grand National legacy that would lead to the legendary turbocharged '86–'87 models.

Finding a good original example is difficult due to rust, interior deterioration, and years of neglect.

There was no 1983 Grand National, making the 1982 model even more significant to collectors.

Don't Answer Without The Facts

Although almost everyone you ask will tell you there is no such thing as a true Buick Grand National that was not all "Black", the fact is, they'd be wrong! 

They might also tell you there's no such thing as an '82 Grand National, which would also be wrong! The first Grand National was actually born in 1982; it was charcoal grey and silver and has a pretty cool little story to it.

The Birth Of Something That Would Soon Become A Legend 

Back in 1981, Buick took to the main stage at NASCAR with their G-Body Regal. A few Regals made their debut in California at the Riverside International Raceway. But it was in Daytona, the second week of the season, where the tides changed for the Regal and set the way for Buick and the G-Bodies in NASCAR for quite a while. 

Richard Petty Wins Daytona 500 In A Regal

For a record-setting 7th time, Petty takes the checkered flag, but this time in a Buick Regal. This win broke a long drought of 16 years since someone drove across the finish line at a NASCAR event in a Buick. It was last done by Herb Thomas, who did it in 1955 in a '55 Buick Century. 

Record-Breaking Year For Buick In NASCAR 

Throughout the season, a Buick Regal would cross the finish line first in 22 out of 31 events with just five different Buick Drivers—Petty, Bobby Allison, Ron Bouchard, Cale Yarborough, and Darrell Waltrip. In the end, Waltrip would bring home the championship title for his team and Buick.

These efforts brought the NASCAR Manufacturer title home to the Flint, Michigan plant that had been pumping out those Regals since 1978. 

The new sporty image and the accomplishments at NASCAR that followed prompted Buick to take full advantage of the newfound "This Isn't Your Grandma's Car" image and run with it. 

In December 1981, Buick announced that a "Special Edition" Regal was going to be unveiled in the first week of the NASCAR season. This just so happened to be the first time the Daytona 500 would be set for the first race of the season, and it is now a staple in NASCAR racing to this day. The Daytona week is like the Super Bowl of NASCAR and prime time for anything special, especially for automotive manufacturers that want to show off something new. 

 

Buick And NASCAR Copyright Issues

Buick went ahead and already named their "Special Edition" Regal the "Grand National"; the only problem was that NASCAR already had the copyrights to the name—NASCAR Winston Cup Grand National Series—so NASCAR sued. After some legal wrangling, Buick kept the name but changed the nameplate to the recognizable one everyone knows today—a big turbo-6 on the right side of the emblem, the words "Grand National" stacked on top of each other, and a checkered flag on the left side of the emblem. 

Daytona 500 Week 1982

Now, whether or not the Grand National was ever actually unveiled at the 1st Daytona week, no one seems to really remember. Many think it never made it, largely because of the ongoing legal dispute with NASCAR, but regardless, the "Special Edition" prototype GN was done. 

Not only was the Grand National project moving forward for Buick, but on Feb 14, the day of the Daytona 500, 25 of 42 cars lined up as Buick Regals, and 7 of 10 of them were in the top 10 positions. The race ended just about the same way it started, with Allison winning in his Buick Regal, followed by three other drivers driving Buick Regals. The success continued for Buick throughout the season, and so did production on the Buick Grand National. 

1982 Buick Grand National: What Was Special 

Was the first Buick Grand National fast? By today's standards, not at all! In fact, most soccer Moms' crossovers would take the '82 Grand National out pretty easily. But in 1982, it's sad to say, this V6 would beat most factory V8s on the road, at the same time looking cooler than most of them.

When I say V6, you're probably thinking of the turbo 3.8-liter that Grand Nationals are known for, but this first GN was a little different. The '82 Grand National came with a 4.1-liter V6 that was naturally aspirated and fed by a 4-barrel Quadrajet carburetor. This fun combination would get you a whopping 125 horsepower and 205 lb.-ft. of torque. 

There were a few buyers out there that had inside information about the soon-to-be-famous 3.8-liter turbo engine combo and checked the right boxes on the order sheet. This combo would get the buyer 175 horsepower and 290 lb-ft of torque.

Heading Off For Special Treatment 

All soon-to-be Grand Nationals rolled off the assembly line as normal Buicks and then were shipped off to Cars and Concepts in Auburn Hills, MI, where they received their Grand National treatment. They were all done in Charcoal Grey exterior paint and grey interior, but weren't all based on the same Regal. Some base Buick Regals were sent to Cars and Concepts, but so were some Limited and Sport coupe Regals. So for a collector on the hunt for a legitimate one, there are a few different real options out there (do your research). 

1982 Buick "Grand National" Special Edition Upgrades  

• 215 made plus one prototype

• 4.1-liter V6 naturally aspirated or (roughly) 20 3.8-liter V6 turbocharged

• 125 horsepower (4.1) or 175 horsepower (3.8 turbo)

• 205 lb.-ft. of torque (4.1) or 290 (3.8 turbo) 

• Automatic transmission

• Heavy-duty engine and trans coolers

• 3.23:1 rear gear (4.1) or 3.03:01 (3.8)

• F41 Grand Touring Suspension

   

Cosmetic Upgrades

• Silver stripe in the middle of the charcoal grey paint (hand-laid), red pinstriping separating the colors (hand-laid) 
• Big Buick letters on the back quarter panels and on the back decklid lip

• Blacked-out grille and headlamp door covers
• Special Edition rally wheels w/Buick center caps
• Front bucket seats w/black leather inserts throughout the whole interior
• Leather-wrapped steering wheel
• Center console w/shifter
• Special Grand National gauge cluster 
• Special Grand National badging on exterior and interior

It's hard to find these cars in good shape. One of the biggest problems they had was that, through the years, their lack of power left a lack of enthusiasm to keep them running and looking good. The usual rust invades the lower doors and quarter panels in the usual places, and their interiors are commonly faded and torn from sun damage due to T-tops (some had sunroofs instead).  

But these Grand Nationals can still be considered collector items thanks to their history and the lack of numbers produced. You could say they started a mid-to-late-'80s revolution of more desirable cars for the auto enthusiast, not to mention they paved the way for the '80s' most famous muscle car, the 1986 and '87 Grand National.   

How Expensive Were They?

The Grand Nationals weren't as expensive as buying a Corvette, but spending extra cheese on a Buick was something people didn't do much of since the muscle days. With a Regal sticker price of $8,702, you would have to cough up another $3,278 for the Grand National packages and about another $1,000 more if you ordered the turbo 3.8-liter version. With America in a recession at the time, that was a lot of money, and Buick's most expensive styling and performance package was one that it had ever sold. 

 

All in all, if you found one in good shape, it would be worth buying a 1982 Grand National just to preserve it. And if you found a 1983 Grand National, I have a bridge to sell you because there were no Grand Nationals made in '83.