1987 Grand National 120,xxx miles, T-Tops , heavily loaded with the following factory options: power windows, locks, seat, tilt wheel, cruise control, twilight sentinel, remote mirror control, concert sound 2 radio with equalizer, digital dash with Caspers 200 MPH speedometer conversion, remote trunk release, G80 posi rear, and opera lights.
The car has the following aftermarket parts and modifications: The original paint was stripped and imperfections in the body were fixed and prepped for paint (rust free midwest car ). Two-stage PPG paint was applied, wet sanded and polished. The entire interior including: front and rear seat covers and cushions, door panels, head liner, steering wheel, tranny shifter handle, carpet, door seals, plastic trim, window and T-Top gaskets were all replaced with new. All the exterior GN badging was replaced with new old stock (NOS) pieces in all original locations. The interior also has an armrest between the seats, with two cup holders and storage. The dash has a grey dash blanket to protect it from the sun. The shifter center console also has a custom engraved metal overlay. Most of the plastic interior pieces were also replaced with NOS parts. The "A" pillar has a gauge holder with a digital display PLX wideband O2 sensor and a VDO 0-30 psi boost gauge. In another gauge holder mounted on the T roof are VDO oil pressure and coolant temp gauges.
The motor was rebuilt around 4 years ago with a Comp Cams 206-206 flat tappet cam and lifters. King Teflon coated bearings were used on the cam, rods, and mains. The crank was polished and is uncut at 0/0. The rods were checked for proper fit and shot peened for durability. The OE pistons were lightly bead blasted to remove carbon build up, and new plasma-molly file fit rings were installed. The heads received a 3 angle valve grind with new Comp 90 pound springs, and the bowls were cleaned up for cleaner airflow. ARP fasteners were used throughout the entire motor (mains and heads received studs, the rods have the Pro Series 200,000 psi tensile strength bolts). The rear main seal was replaced along with all new Felpro gaskets everywhere else. The OE intake had the EGR removed and blocked with an engraved billet plate. The plenum is a Hemco unit with a power plate under it to even the airflow equally to each cylinder. The OE throttle body is ported and matched to the plenum. Sitting in the intake are flow matched 50pph injectors which are fed fuel by a Walbro 340M fuel pump. The pump is powered by a Racetronix hotwire kit that uses heavy gauge wire and a 30 amp relay. The fuel pressure is controlled by an Acufab billet fuel pressure regulator with a rail gauge at the end to display pressure.
The motor is fed air by a Precision Turbo and Engine 61-52 quick spool turbo using their .63 A/R high flow exhaust housing…pressure is controlled by an 18psi waste gate. The turbo is fed exhaust gas from a pair of Poston’s ceramic coated headers. The turbo expels exhaust gas through a 3" mandrel bent stainless steel Terry Houston downpipe into a stainless steel 3" exhaust system. Hot air enters the Precision Turbo and Engine big neck stock location stretch intercooler before it enters the intake. The motor receives fresh oil from a remote oil system that uses an oversized filter for additional filtration. The motor and tranny fluid temps are kept in check by 27,000 GVW B&M remote fluid coolers, which are mounted on the A/C condenser behind the new NOS grill.
Additional parts on this GN include:
New 200 amp alternator, Optima red top gel battery, new ECM with a Turbo Tweak alky chip, new coil pack and module, 160º thermostat with billet neck, aluminum radiator with dual SPAL fans, cold air intake, LS1 MAF with Translator, Alky Control progressive methanol injection kit, G Body Parts vacuum brake conversion with a high capacity vacuum booster, Hurst line lock, 17" aluminum wheels with new Nitto 555R drag radial rear tires (245-45-17) and Nitto 555 front tires (235-45-17), HR Parts & Stuff rear sway bar, boxed upper & lower control arms with new bushings, Bilstein shocks (4), single airbag, new NOS wheel well trim, new trunk carpet kit, recently built 200-4R transmission with mechanical trans brake, hi static low/reverse, Raybestos red frictions, Koleen steels, Alto wide band, oversized pressure valves, billet drum and servo, roller bearings, Art Carr shift kit, staked seal on output shaft, 10 vane front pump, heat treated input shaft, 9" non-locking 2800-3000 rpm stall converter, Art Carr deep aluminum tranny pan, HR Parts & Stuff polly tranny mount, new A/C Delco spark plugs (R42’s), new plug wires, new fuel filter, fresh oil and filter with ZDDP added to oil....the motor has PERFECT hot oil pressure. I’m certain I missed something as there has been SO much done to this GN. If there is a specific part or mod that you don’t see mentioned, just ask me about it, and if I don’t know, I’ll find out for you.
This is not my Grand National, I was asked to sell it for a customer/friend of mine who does not have the time to deal with potential buyers. The owner states he has $45k tied up in it….this car is VERY straight and has about everything done that you might need to do to restore a real GN to a show quality vehicle.
Now here is where we wake up from our wet dream. The motor has recently developed an on/off again lifter tap somewhere around cylinders #2 and #4….I believe that a lifter is bleeding down and is the cause of this noise. I remember reading about some issues with lifters sold under the Comp Cams brand having bleed down problems several years ago….that’s right about when these were installed. The tap does not affect drivability other than just being there, and at times noisy...occasionally after driving for a while it goes completely away. It also has an oil leak into cylinder #2 on deceleration which causes it to smoke (blue in color)…it doesn’t appear to smoke on acceleration. The car pulls really hard and smooth on 91 octane and alky at 27 psi…last time to the track it ran a group of 11 teens around 119 mph in the 1/4 with an easy 4-6 psi launch on MT drag radials…the car was pulling low 1.6’s for a short time. The car ran low 7’s at 96-98 mph in the 1/8 with an unlocked converter and 26” tall tires. The tranny shifts quick, firm, and on time every gear….it’s one of the best shifting 200’s I’ve driven. There are very few street miles on this tranny with just a few of them on the track. This car has been garaged in the Midwest (Kansas City area) its entire life. It is rust free and in real good condition but NOT perfect by any means. The paint shows some stains here and there from being parked under a tree for a few days. Almost everything I mentioned has been replaced in the last year or so. The car itself really drives out very nicely with the exception of the aforementioned issues. The owner does not have the time or the patience to address these issues, and as a result, wants to the car sold as is.
I have numerous pics of the car ready for sale. The asking price is $14,000 obo AS IS. Please contact Joe @ 913-244-3829 if interested. If your requesting pics, please send me your email address via text or voicemail.