For many over 40, the year 1987 conjures memories of President Ronald Reagan's historic words, "Mr. Gorbachev, tear down this wall," U2's Bono singing, "I Still Haven't Found What I'm Looking For,'" or The Great One, Wayne Gretzky, raising his 4th Stanley Cup. To car guys one and all, 1987 is synonymous with the now legendary Buick Grand National. This was the final year of production for the tire-shredding intercooled Turbo Buicks, as they were quickly counted among the greatest musclecars of all time.
Three years later, in Brooklyn, NY, 25-year-old Alan Koprowski would get his hands on an unmolested, used '87 GN. Over the next two years, he would spool up and down the boulevards looking for trouble, enjoying the unbeatable street prowess of his mighty turbocharged Regal. As responsibilities closed in and times grew tough, Alan was forced to sell his GN, yet, he would never forget the neck-snapping acceleration of his bad black Buick.
Over the next two decades, Alan would immerse himself in his trade as a carpenter and his passion for cars. He wrenched on countless GM platforms, building and racing 8-second drag cars at Englishtown and Atco Raceway in New Jersey. During this time Alan admits, "I had more cars than I can remember," yet the '87 GN was never far from his thoughts.
One spring day in May of 2011, Alan's memory was jarred once again while driving passed a nearby shop, his eyes caught the sinister black silhouette of an '87 Grand National which appeared to be for sale.
Alan immediately inquired, learning it was a two-owner auction car from the Southwest, and came with more paper work than an I.R.S. audit, compiling thousands of dollars in engine work on the mint, 62k mile turbo G-body.
Despite the heavy modifications, and unknown history, Alan took an educated risk based on provenance, his mechanics approval, and the overall condition of the car—purchasing it for $22k.
Alan's new acquisition came amply-equipped with high-dollar, go-fast goodies meant to make power and provide blinding acceleration. That being said, the arrow-straight body, no tell-tale (pillar) cracks and stock suspension, led Alan to believe his Buick was not overly flogged, providing the perfect starting point for his future plans.
The original 3.8L V-6 was bored to achieve 4.1 liters, 252 cid., and an 8.1:1 compression ratio. Aiding the stock crankshaft are Ross forged pistons and Eagle connecting rods, with engine lubrication being facilitated by a Melling performance oil pump and RJC oil pan girdle.
The bumpstick is a custom grind Comp Cams Buick BV69 hydraulic flat tappet unit, with 221/221 duration at 0.050, a 494/494-inch lift, and a 112-degree LSA.
The aluminum cylinder heads are courtesy of Duttweiler Performance and feature port-matched intake valves, cometic gaskets, and ARP head studs.
The stock Garrett turbo was replaced with a Precision 60mm unit, making 25-lbs. of boost, and kept cool by an RJC Mega-Cooler intercooler with a Terry Houston 3-inch downpipe.
A set of 60-lb. injectors, an Accufab adjustable fuel pressure regulator, and a Red Armstrong in-tank fuel pump with a hot-wire kit handle fuel management.
A K&N air filter feeds air to the mix via the stock intake and TB through a late-model Corvette mass-air sensor. Further perpetuating unworldly out-of-the-hole performance, is an alcohol injection kit that engages automatically by way of a full throttle relay switch. The stock ECM was retained and custom tuned using a Gen-2 Trans-dapter by "Indian Mike" in Baldwin, NY. An MSD Dis-4+ Digital timing box lights this bad Buicks fire while making use of the stock wires and plugs, and exhaling the spent fumes starts with a pair of 1 3/4-inch stainless-steel mid-length headers into a full 3-inch exhaust that exit out of a pair of MAC Flo-Path mufflers.
After a year of familiarizing himself with his powerful Buick's capabilities, it was time Alan set his plans in motion. From the outset, he wanted to build a balanced street machine, one that could not only out-pull a Porsche in a straight line, but corner and stop like one, too.
He began by strengthening the factory 2004R with a Blue clutch pack, billet servo-plate, and a Hughes 3500-stall 9.11 lock-up converter. A B&M shift kit, transmission cooler, and Lakewood driveshaft loop were also installed, with the work being performed by Charlie Sagona in Babylon, New York.
Getting the seemingly unlimited power to the ground, is a 10-bolt TruTrac posi unit housing 3.73 gears, tightly sealed by a TA differential cover. Crazy Don's Chassis Works in Island Park, NY did the wrenching.