1982 Buick Grand National: History, NASCAR, And '80s Performance

 

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, that 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, Boddy 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 Manufacturing 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 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 ran through a 4-barrel quadrajet carburetor naturally aspired. 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 Gray 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 on prototype

• 4.1-liter V6 naturally-aspired 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 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 it ever sold. 

 

All and 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. 

'57 Chevy: One Of The Most Influential And Iconic Cars Of All Time!

 

Summary

• A dramatic redesign: Chevrolet's 1957 models brought distinctive styling changes, including prominent chrome trim, tailfins, and a more recognizable profile.

• Something for everyone: The lineup included several trim levels and body styles, from budget-friendly models to the upscale Bel Air and the iconic Nomad.

• Performance under the hood: Buyers could choose from inline-six and V8 engines, including the high-performance 283-cubic-inch V8 and an optional fuel-injection system.

• Ahead of its time: Options such as power steering, power brakes, air conditioning, and the Automatic-Eye headlight-dimming system added comfort and convenience.

• A collector-car legend: Although Ford outsold Chevrolet in 1957, the '57 Chevy eventually became one of the most recognizable and sought-after American classic cars.
  
  
  

  
  
  

How Did The 1957 Chevy Come About?

It all started with Chevrolet's need for change. For the first time since 1918, Chevrolet was ready to offer a V8 in its 1955 passenger cars. With the introduction of that V8, Chevy thought it was time to ditch the shoebox look it had been using and try something different.

Chevrolet chief designer Ed Cole wanted to get rid of the shoebox look by 1956 and introduce an entirely new design for 1957. Unfortunately, things didn't go as planned, and the new look never launched as originally intended. That forced Cole and the design team to make do with the existing styling for another year, although significant changes were still on the way.

To help differentiate the '57 Chevy from the '55 and '56 models, Cole brought in Harley J. Earl, a famous automotive designer. Earl already had several major styling successes under his belt, designs that not only worked out for General Motors but also influenced the automotive world as a whole. 

The changes Earl was making to the '57 Chevy would be widely ridiculed by his coworkers, automotive experts, and just about anyone who couldn't see his vision the way he did.

'57 Chevy Dramatic Transformation

Some of the changes included a new dashboard, a reshaped windshield, a sealed cowl, and 15-inch wheels to replace the previous 16-inch wheels.

Earl also incorporated distinctive headlight surrounds and air intakes into the front-end design, giving the car its big, unmistakable chrome look. Then came the iconic rear quarter-panel fins, which helped give the Chevy a longer, lower appearance that enthusiasts still recognize today.

Other intriguing changes for 1957 included a redesigned front end, a larger engine bay, and new drivetrain options. Chevrolet also offered a fuel-injection system and several automatic transmission choices.

Dual exhaust was available with certain V8 configurations, adding both performance potential and the unmistakable sound that enthusiasts loved.

In commercials, magazine ads, and on billboards, Chevy's motto was always the same: "Chevy Puts the Purr Back Into Performance."

A 1957 Chevrolet Coupe And Convertible For Everyone

Different trim levels helped make the car affordable for the average family while offering enough style and luxury for those who wanted something a little more upscale.

Trim Models Were As Followed:

Base: 150 Series

The 150 was Chevrolet's entry-level passenger car, designed for buyers who wanted dependable transportation without paying for unnecessary extras.

Base: 210 Series

The 210 sat a step above the 150, offering additional trim and comfort while remaining relatively affordable.

Del Ray: 210 Series

The Del Ray was a more distinctive, budget-conscious two-door model within the 210 lineup, featuring its own interior and trim treatments.

Base: Bel Air

The Bel Air was Chevrolet's more upscale series, with additional styling details and a more luxurious appearance.

Convertible: Bel Air

For buyers who wanted open-air motoring with classic '50s styling, the Bel Air convertible was one of the most eye-catching choices in the lineup.

Nomad: Bel Air (station wagon)

The Nomad combined station-wagon practicality with distinctive styling, making it one of the most recognizable members of the 1957 Chevrolet family.

El Morocco: custom hand-built to mimic a Cadillac

The El Morocco was a custom-built automobile based on the Chevrolet, designed to give buyers Cadillac-inspired styling without purchasing an actual Cadillac.

Each series offered different body styles and equipment combinations. The base 150, particularly when equipped with an inline-six, was an attractive option for consumers on a budget. It also offered better fuel economy than the V8 models in many configurations.

As you moved up the lineup, you generally gained more comfort, trim, and luxury—and, of course, a higher price.

The Bel Air and Bel Air convertible became especially popular with collectors. Today, the '57 Chevy is one of those cars that enthusiasts love regardless of their brand loyalties. Even if you're not a Chevy fan, chances are you've wished you had a '57 Chevy at one point or another.

Choose Your '57 Chevy Options

Each model could be ordered with options to make the car more comfortable and luxurious. Some of those options included air conditioning, power brakes, power steering, a padded dashboard, power windows, and power seats.

Color combinations and chrome trim packages provided another way for buyers to show off their impeccable taste in automobile selection.

A signal-seeking radio with a power antenna was also available, along with an optional rear speaker. Back then, having sound coming from more than one speaker was about as close as many drivers got to what we'd call a more immersive audio experience today.

The Automatic-Eye was another interesting option. Mounted on the dashboard, this device detected approaching traffic and automatically dimmed the headlights when necessary. That was high-tech stuff for 1957!

Performance: More Than Just Good Looks

One of the things that helped make the '57 Chevy so desirable was its performance potential. The engine bay offered room for a range of engine configurations, and the car became a popular platform for enthusiasts who wanted to go faster.

As drag racing grew in popularity, the ability to modify these cars and install more powerful engines made them especially appealing to the go-fast crowd. Over the years, enthusiasts have fitted plenty of larger engines into '57 Chevys, often turning them into serious street machines and drag-strip contenders.

Even without a larger engine swap, buyers could get respectable performance by choosing one of Chevrolet's more powerful 283-cubic-inch V8 options.

The available high-performance combinations included four-barrel carburetion and dual exhaust, while the fuel-injected 283 became one of the most memorable engine options of the era.

The Fuel-Injected 283

Although Chevrolet's fuel-injected 283-cubic-inch V8 could produce an impressive one horsepower per cubic inch in its highest-rated configuration, the option was unfamiliar territory for many buyers.

Fuel injection was still relatively new to mainstream American passenger cars, and some owners and mechanics weren't comfortable working on the system. For someone planning to modify or race a '57 Chevy, a carbureted setup might have seemed like the more practical choice because it was easier to understand and service.

The fuel-injected models were nevertheless an important milestone in Chevrolet performance history and remain especially interesting to collectors today.

Ford Outsold Chevrolet in 1957

Here's an interesting twist: despite the '57 Chevy's legendary reputation today, Ford's 1957 models outsold Chevrolet that year.

Maybe some consumers weren't sold on Chevrolet's bold chrome front end and prominent rear fins. Maybe the rapidly evolving technology, including fuel injection and newer transmission options, made some buyers cautious. Or perhaps Ford simply offered a package that appealed to more people at the time.

Whatever the reasons, history took an interesting turn. By the 1980s, the '57 Chevy had become a highly desirable collector car, and its reputation has continued to grow among classic-car enthusiasts.

Worth Every Penny

Nowadays, a meticulously restored '57 Chevy Bel Air can command $100,000 or more, depending on its condition, originality, body style, and specifications. A convertible in comparable condition can bring an even higher price.

However, if you're thinking about buying one, be careful—and consider seeking professional help before making a purchase. There are plenty of replicas, modified cars, and vehicles represented as something they're not, so it can be easy to get fooled if you don't know what to look for.

A little research and a thorough inspection can go a long way toward making sure the classic Chevy you're buying is the real deal.

TV Tommy Ivo Four-Engine Buick Dragster Heads to Auction

 

Summary

• A unique piece of motorsports history: TV Tommy Ivo's legendary Showboat dragster featured four Buick 401-cubic-inch Nailhead V8 engines and an all-wheel-drive setup.

• From Showboat to Masterwagon: Originally built as a four-engine slingshot dragster, the vehicle was later fitted with a custom Buick body and renamed the Masterwagon.

• A legendary entertainer and racer: Ivo was a television and movie star, singer, dancer, and radio personality who chose racing despite pressure to focus on his entertainment career.

• A record-setting racing career: Ivo helped push drag racing forward with multiple-engine setups, record-setting speeds, and memorable exhibition runs.

• A rare collector's piece: The Masterwagon has a fascinating history, including its final exhibition appearances and a planned appearance at a Mecum auction.

TV Tommy Ivo's Four-Engine Buick Dragster

Talk about a piece of motorsports history! Coming from a Buick family makes this wild Buick dragster even cooler to me. Featuring a Buick Riviera front end and a Roadmaster station wagon-inspired rear body, this exhibition dragster houses four Buick 401-cu.-in. Nailhead V8 engines.

The rare, all-wheel-drive dragster, originally raced by the famous "TV Tommy Ivo", was scheduled to be auctioned off in January at the Mecum auto auction in Kissimmee during an eight-day event.

The history behind TV Tommy Ivo and the Wagonmaster is extensive. Before Tommy Ivo sold what was then called the "Showboat" dragster to Tom McCourry, it looked like a conventional slingshot dragster, albeit one powered by four engines.

From Showboat to Masterwagon

To keep the exhibition interest alive for the Buick dragster, McCourry had a handcrafted Buick body fitted to the slingshot chassis and called it the "Masterwagon." Eventually, it was sold back to TV Tommy so he could take it on its final stretch of exhibition work, which ended in 1996 at the Goodguys Hot Rod Nationals in Indianapolis.

TV Tommy's name had a reason behind it, he was actually a TV star, movie star, singer, dancer, and radio personality. When told by his producers that he had to stop the racing and focus on his entertainment career, TV Tommy chose "Racing" instead. 

 

Who Was TV Tommy Ivo?

TV Tommy's nickname had a good reason behind it. He was a television star, movie star, singer, dancer, and radio personality. When his producers told him he had to stop racing and focus on his entertainment career, TV Tommy chose racing instead.

Some of TV Tommy Ivo's Greatest Racing Accomplishments

• First to succeed with Buick power.

• First to succeed with dual-engine setups, setting records at 170, 175, and 180 mph.

• First to succeed with quad-engine setups.

• First to break the nine-second barrier with a dual-engine dragster.

• First to break into the seven-second and five-second quarter-mile barriers.

• Made the first side-by-side seven-second pass against Don "The Snake" Prudhomme.

• Joined other racers in bringing drag racing to England for a six-event exhibition.

• Inducted into the Motorsports Hall of Fame of America in 2005.

Masterwagon: Car Facts (Mecum)

• Original Showboat slingshot dragster.

• Built by TV Tommy Ivo.

• The Showboat debuted on July 23, 1961, at San Fernando Drag Strip.

• The Showboat was converted into the Wagonmaster in 1981.

• Served as the 30th-anniversary and final-tour car in 1982.

• Made its last competitive run at the 1982 World Finals at Orange County Raceway.

• Made a vintage run at the July 1996 Goodguys Nostalgia National at Indianapolis Raceway Park.

• Four Buick Nailhead 401-cu.-in. V8 engines.

• The Nailhead V8s essentially form two V16 engines.

• More than 1,500 cubic inches of total displacement and more than 2,000 horsepower.

• Four-wheel drive, with two engines driving the front wheels and two driving the rear wheels.

• Black, orange, and red exterior.

• Black interior.

• Roll cage.

• Chrome side-exhaust stacks.

• Parachute.

• Luggage rack.

• First-ever escape hatch.

• Two specially chromed front wheels.

• Cragar rear wheels.

• Formerly owned by Norm Day.

• Featured as the centerfold car in the September 2012 issue of Hot Rod Deluxe magazine.

• Sold on a bill of sale.

The Masterwagon Heads to Auction

The "Masterwagon" was scheduled to be sold on the eighth and final day of the Mecum auction event, alongside more than 300 other consignments.

The "Masterwagon" is the original "Showboat" slingshot dragster, authenticated with an autograph from TV Tommy himself. His message to the future owner says it all:

"Take Care of My Baby."

Pontiac GTO: Years 2004-2005-2006

 

Muscle Car Pontiac GTOs of the '60s and '70s

When car enthusiasts hear the name Pontiac GTO, they most likely think of the GTOs from back in the '60s and '70s. You know, back when the cars had heavy steel bodies and big cubic-inch motors. 

It stands to reason why that is, for many years the GTOs were some of the most popular muscles cars that were being purchased in the '60s and '70s. But like with all of the other muscle cars of that time, the Pontiac GTO received the ax for more fuel-efficient vehicles. 

1971 was the last year for the Pontiac GTO Judge, and 1972 was the last you could buy a GTO with a real classic muscle car look. Although by 1971, GM had already started detuning their cars and running them as unleaded vehicles to comply with emissions, they still had the muscles car look until '73. 

The 1973 Pontiac GTO (above) brought about a new body style that just did not look good and wasn't popular back then and or now. Pontiac tried to revamp the old look for 1974 (below), but by then the muscle car era was over and so was the GTO vibe. 

21st Generation GTO

The Pontiac GTO was one of the lucky few muscle cars that got a chance to be reborn in the 21^st century. For the years 2004, 2005, and 2006, Pontiac brought back the muscle car legend. With LS1 technology, a roomy interior, and a sporty exterior just like the old GTO, the new GTO was a great tribute to what the Pontiac GTO was and is still all about.

2005 Pontiac GTO

In 2004, the Pontiac GTO came with a 5.7-liter LS1 V8 rated at 350 horsepower and 365 ft.-lb. of torque. You could either order one with a 6-speed manual or a four-speed automatic. These days, being happy with a quarter-mile time of 14.3-14.0 flat doesn't sound too impressive, but 17 years ago, that was pretty good for a sedan. 

2005-2006 Pontiac GTO

For 2005 and 2006, the Pontiac GTO would keep the transmission options the same but get an engine upgrade. GM decided on putting a 6.0-liter LS2 motor in the new-generation GOAT that produced 400 horsepower and 400 ft.-lb. of torque. This new setup managed to cut off about half of a second in quarter-mile time and even more if you had some aftermarket performance parts bolted on. Some mostly stock GTOs seen times slips that dropped into the low-13 second range. 

Lack Luster GTO Suspension

Unfortunately, the 2004 Pontiac GTO suspension performance was found to be a little less than impressive. They had sluggish reflexes, excessive body roll, and weak brakes. When the sports sedan received the LS2 for the 2005-2006 models, the brakes got upgraded, but the GTO still suffered from a weak suspension. The good news is there are plenty of aftermarket bolt-on suspension parts that can easily be installed in your driveway over a weekend to help fix many of the suspension problems.

The GTO: A Wolf in Sheep's Clothing

With the various amount of cool colors to shop for, an optional ram air hood that could have been ordered, 15 or 16-inch rims, and a standard retro-looking Pontiac split front grill, the GTO is a good-looking sedan that some might not even recognize as a modern muscle car. 

There is one downfall that turned many consumers off, and that was the price tag. Unfortunately, you could buy a Trans Am, Camaro Z28, or Mustang for the price of a brand new Pontiac GTO. 

One of the nice things about the Pontiac GTO is that if you are looking to buy one now, you should be able to find one for a good price. I've priced them anywhere from around $9,500-$20,000 - depending on mileage and shape - a far cry from the 30k price tag they originally came with. 

On the low end of the price range, most of the Pontiac GTOs had high mileage, but I would not let that deter anyone. Cars these days, if taken care of properly can last for a long time.

In the end, the 2004-2006 Pontiac GTO is a great buy for car enthusiasts that really like the technology of the LS1/LS2 motor. With all of the performance capabilities and aftermarket parts for LS engine setups, the GTO is a perfect car for someone who is looking for something that can be fast, but at the same time, reasonable and practical.

Corvette ZR1: 1970-72 The Rarest Small-Block Corvettes Ever Produced

 

Out of all the years, the C3 Corvettes were produced, it's usually the '68 and '69 L88 big blocks that tend to grab the attention of the muscle car enthusiast. But the truth is that reaching for a 1970-72 ZR1 would be a much better Corvette to reach for if you're an enthusiast looking for that ultimate muscle/sports car. 

From 1970 to '72, the ZR1 was a limited-edition Corvette that was produced pacifically for the racing world. Only 53 were built: 25 for 1970, 8 for 1971, and 20 for 1972. These Corvettes are great investment cars, definitely poised for growth, especially the ones from 1970 when their horsepower was at its highest.

So what did you get with this Corvette Limited-Edition ZR1?

• LT1 350ci. 370HP-suffix CTV-1970, CGY-1971, CKY-1972
• J-56 heavy-duty brake package with dual pin front brake calipers
• F-41 heavy-duty suspension package, 7-leaf rear spring, heavy-duty shock absorbers, heavy-duty 5/8 front sway bar, and heavy-duty spindle struts
• Large aluminum radiator w/expansion tank (only LT1 to come with one so far)
• Steel fan shroud
• No radio, air condition, power windows, power steering, alarm system, rear window defrost, no special trim options.
• And all the specialty options that were found on the L88s that were retired the previous year.

Designed to Race

Much like the COPO Camaro, the 70-72 LT1 Corvette was a rare rugged sports/muscle car designed to produce numbers at the track. Although one was designed to produce at the drag strip and one was designed to produce on road courses, they were both designed to race.

For a car collector who wants to make a good investment, the '70-'72 Corvette ZR1 LT1 is the way to go. The limited numbers produced, the most powerful Corvette of  '70-'72, and well, it's a Corvette makes it a great choice. Also, low options make for low maintenance: power steering, power windows, air condition, etc., can't go bad if you don't have them.

1965 Corvette 427 Big-Block "Muscle Car Era" Begins

Corvette 427 Big-Block

Back in 1965, Chevrolet decided to get innovative and give the public something they had been craving—a small sports car with a huge motor. Corvette would be the first sports car to drop a big-block motor into a sports car, and consumers were intrigued and loved it.

Making the 396 Bigger 

Chevrolet created a feasible 427 cu.-in. motor for the Vette by taking the already powerful Chevrolet 396 cu.-in. motor and machining the bore and stretching the stroke of the block to a larger 427 cu.-in. This is the same way the legendary Chevrolet 327 cu.-in. engine came about. The Corvette's original 289 block was bored and stroked to a 327. 

Big Block Hood

427 Big-Block Engines Were Available in Two Versions: 

• L36 390 horsepower  
• L72 425 horsepower 

Both engines were available choices given to consumers when ordering a Vette, and both engines performed sensationally depending on what kind of fun you were looking to have. 

The Extra Cost for the 427 Big-Block

• The lower output L36: $185.00 Extra 
• The higher output L72: $350.00 Extra

What Came With The High Output L72

The extra cost for the L72 would get you a better-structured motor that included: 

• Four-bolt mains
• Larger oil fitting ports 
• Impact-extruded aluminum pistons (11.0:1) compression 
• More aggressive solid lifter camshaft
• Larger rectangular port cylinder heads 
• Aluminum intake
• Holly 780 CFM carburetor
• Free-flowing exhaust manifolds
• And a K66 transistorized ignition to help complement the other higher output parts. 

Although the L72 was rated at a massive 425 hp, it was a well-known fact the actual horsepower output was well above that publicized rating. The reason for Chevrolet's deception on horsepower numbers was to avoid unwanted backlash from the safety legislation. 

A Pleasing Power-to-Weight Ratio 

The 427 big-block Chevrolet motors were a tight fit for the Corvette, but the power-to-weight ratio was very pleasing for speed freaks. Plus, the much cooler big-block hood that came with the Corvette to make room for clearance, told people what was under the hood. Chevrolet would spend about six more years using a big-block powerplant as an option for Corvette consumers. 

All Good Things Must Come to an End!

After 1972, the change to bring about more fuel-efficient cars would change what kind of powerplants all muscle cars would receive. This new change would eventually spawn the end of an era, the "Muscle Car" era. 

Small-block 350s de-tuned and ready to do poor performance was what the American car enthusiast would have to put up with for power through the mid-'70s and '80s. In the late '80s and early '90s, change for more power started up again, and since then, there hasn't been much reason to complain. 

The scary acronym EFI (Electronic Fuel Injection) has become a household name for all vehicle enthusiasts, and boosted and nitrous applications seem to run much better tuned by a computer than by backyard mechanics and their outdated techniques.