Get to know: The 1972 GSX

1972 GSX in Flame Orange with Black vinyl roof- 1 of 1

1972 GSX in Sunburst Yellow- 1 of 3

1972 GSX in Stratomist Blue- 1 of 4

It's somewhat ironic that the final year of GSX production offered the most choices and sold, by far, the fewest cars- only 44 cars left the factory in 1972 with the GSX option. There are many reasons why the production itself was so low- it's no secret that the entire industry was turning away from the high compression muscle car bu 1972- emissions requirements were taking hold and the game was changing.

Buick had great plans in place when GM made the unilateral decision to lower compression effective with the 1971 model year in order to run unleaded fuels. An entire proposal for a factory racer was withdrawn, and future focus changed from power to fuel economy. "What'll she do" became "What'll she get."

The changing landscape combined with the redesign of the GM intermediate bodies created a very logical transition point for the GSX. The new bodies were originally intended for 1972, but the long GM strike and the adoption of new bumper regulations pushed the new model back to '73, so the existing bodies were continued for one additional year, and although GSX sales were minimal, there was no reason not to offer it a final time for 1972.

The package itself had deteriorated to three cosmetic options on the GS coupe, and that approached was retained for 1972 amid an even wider range of choices- the number of GSX colors increased from six in 1971 to twelve, and in addition vinyl roof coverings were offered for the first time, in four colors. Stratomist Blue, Arctic White, Seamist, Heritage and Hunter Greens, Sandalwood, Burnished Copper, Cortez Gold. Fire Red, Silver Mist, Sunburst Yellow and Flame Orange were the exterior colors for 1972, and the newly optional vinyl roofs were offered in black, white, beige and brown.

Divide the total production of forty-four cars by twelve colors and the average is about four cars in each color. When the roofs are considered (and they were tracked), it turns out that eighteen of the cars were finished in unique, one off exterior combinations and the most produced in any one unique exterior combination was five units.

Interiors were a bit more consistent- fifteen cars had white bucket seats, twelve had black, and only three cars had unique interior choices- one each of Saddle bench seats, white notchback, and black notchback.

Powertrain wise, 24 of the 44 had the 455 Stage 1 engine, 4 had the base 455, and 16 were equipped with the 350. Forty of the forty four were automatics, so the four speed is extremely rare- only two Stage 1's, one base 455, and one 350 are so equipped. Chassis options were freeflow as in 1971, but remember that the option is still limited to GS coupes. Production spanned the entire model year, with the first invoice being generated on September 9, 1971 and the last car produced on July 3. 1972.

In all, the last GSX serves as a fitting close to a unique and exciting chapter in Buick's history. The extremely low production and high degree of one off examples makes them particulary exciting to collectors and so far the GSX registry has documented seven survivors. Hopefully that means the rest of us have a chance at discovering the missing 37 in barns and garages nearby. If you do see one, let us know. We have a trailer and everything.

Get to Know: The 1971 GSX

The GSX is now on the options page for 1971

Last time we covered the 1970 GSX in detail- how it was a very special model with a limited number of options and only two colors. The GSX continued for 1971 but it was in all now reduced to series of trim options available on any GS coupe, and no longer the unique machine it had been in 1970.

The 1971 GSX was announced in this bulletin from Buick Car Distribution

The 1971 GSX option availability was announced by letter from J. T. Sorrell, head of Car Distribution, on Nov. 27, 1970. It listed pricing and specifications for each of the options that had been part of the GSX in 1970 and specified that each order should be submitted as Special Car Order, or SCO. (Letters courtesy of  V8Buick.com)

As per this bulletin, the front and rear spoilers and hood tach were separate options.

It specified that the option would now include the stripes, paint and emblems, and that the rear spoiler, front spoiler, and hood tachometer would now be stand alone options, and would be offered on the coupe only due to the differing shape of the convertible rear fender..

Here are the six colors for 1971

The letter outlines six available colors for 1971- Stratomist Blue, Arctic White, Lime Mist, Platimum Mist, Cortez Gold,. and Bittersweet Mist. The GSX Registry has accounted for 1971 GSXs all of these colors plus Fire Red, Verdemist Green and Black. It is possible that because the GSX was already a SCO order, additional colors may have been permitted, especially if the rear spoiler were deleted from those orders, or some of the cars may have been color changed.

For 1971, power on all the GS models were reduced. The standard 350 now developed 260 hp, the optional 455 produced 315 hp, and even the 455 Stage 1 now developed 345 hp. Compression on all engines was lowered across the board to 8.5 to 1, down from 10.5 to 1 on the standard 455 and 10.5 to 1 on the Stage 1. Clearly the handwriting was on the wall and the performance car as we knew it was on the way out.

A total of 124 GS coupes had the GSX option in 1971, only about a quarter of what were sold in 1970, but it is worth noting that they are still very potent and desired classics, and the 455 Stage 1 was still the most popular engine in 1971, even with the reduced compression.

 Here are all of the approved colors for the 1971 GSX:

Arctic White- Code C

Cortez Gold- Code Q

Lime Mist- Code H

Platinum Mist- Code P

Stratomist Blue- Code B

Bittersweet Mist- Code T

The sun was quickly setting on the GSX but there would still be one more year for the model. GSX was quickly becoming a classic in its own right, a reminder of a time when horsepower was king and the luxury division from Flint was responsible for one of the finest and fastest performance cars ever created.

Muscle Car Memories: The Mid-Year 1970 GSX

It made it debut in the cold of a Chicago winter, but people realized instantly that it was hot enough to melt the snow, and while it wasn't identical to the production version that would follow, it was clear that Buick was about to take the lid off of what had been the best kept secret of the muscle car era- the power of the Buick 455 V8 lurking under the hood. We knew all about that here at Reynolds, but the rest of the world was about to be awakened.

We're speaking of the first GSX- The dazzling white show car that wowed them on the floor of the Chicago Auto Show way back in February of 1970. And it was a dazzler all right- in a special Mother of Pearl White paint finish, with a huge front air dam, twin hood scoops, big dual exhaust ports exiting the back bumpers, an inverted u-shaped rear spoiler, black painted Buick 15" road wheels with sticky G60-15 Goodyear Polyglas tires, and a black and red striping scheme that pulled it all together and announced to the world that one very special Buick was coming, and please step aside.

The attention grabbing color scheme continued on the interior as well, with asymmetrical black and white geometric designed leather bucket seats and door panels, set off with yellow and red accent striping. The GSX logo was stitched into the door panels. The full operating console and dash featured engine turned aluminum trim panels. Loaded with optional equipment including power windows, it was all in all an exhilarating environment for the driver.

The drive train was a basically stock 455 Stage 1 engine, which in stock tril developed 360 HP @4600 RPM,  and a stump-pulling 510 lb/ft of torque @ 2800. It featured a stock 10.5 to 1 compression ratio and was mated to a Turbo Hydramatic 400 automatic transmission. The only special touch to the engine was a set of Kenne-Bell headers.

Amazingly, after the 1970 show season was completed, the car was sold intact to Len Immke Buick of Columbus, Ohio, who sold it to a retail customer. Amazingly, it survived and has been restored to its original as-shown condition and is a fixture at GS Club of America National Events.

(See more photos here courtesy of Buick Parts Directory)

FAST on the STREET: The Stage 1 Story

1970 GSX Prototype at the Burbank Training Center. Provided by Dennis Manner whose handwritten notes are on the margin.

Last month we traveled to Michigan and had the opportunity to meet with some very important players in the story of the Buick Gran Sport. We spent an afternoon with Dennis Manner, Powertrain Engineer and father of the big block 400 and 455, as well as the 455 Stage 1 and Stage 2 engines. Dennis gave such a thorough and excellent explanation of the theory and execution of the Stage 1 engine that we decided the only way to do it justice is to print it verbatim. Here, in Denny's own words, is the story of the Stage 1:

"The objective, as we developed the Buick Stage 1 400/455-CID engines, was simply to provide maximum street performance in a vehicle sold from the showroom floor. We allowed no compromise of Buick features- if you wanted air conditioning, power steering, power brakes, power windows or seats, etc, they were available. This was no trick lightweight or stripped-down model, nor were any tinkering changes necessary once you bought it. There were no ifs, ands or buts about it- we optimized the Stage 1 package to move on the street.

Furthermore, we did not compromise the car's street performance so that it would be quicker at the drag strip. For example, a wilder camshaft would have provided more power when running without mufflers at the strip, but it would have reduced power on the street with an exhaust system.

The Buick 455-CID engine was designed to produce high torque durability and power relatively heavy cars, including the Gran Sports, which weigh in excess of 3600 pounds in typical street trim. The Stage 1 was an extension of that philisophy, to enhance the high torque characteristics of the engine, and focus on the automatic transmission for the majority of sales.

Heavy duty cooling and suspension, G-60 tires and Positraction rear axle combinations quickly became part of the package. We retrained the GS cold air induction air cleaner and developed a low-restriction dual exhaust to improve power and provide a pleasant sound while conforming to legal noise restrictions. The power development engine on the dynamometer was equipped with an exhaust system and air cleaner to ensure that our camshaft, carburetor, spark timing, compression ratio and valve sizes were focused toward developing real power on the street. Significant work was done to the camshaft, including the fitment of special valve springs and push rods to ensure clean valve train behavior at 6000 rpm. A higher pressure oil pressure spring was used to ensure adequate flow to the rod bearings at higher rpms.

We selected a 3.42 rear axle ratio on for air conditioning (3.64 for non-air cars) to maximize performance and driving enjoyment with the high-torque engine and G-60 tires. To further enhance street performance, the automatic transmission option was calibrated to allow downshift on demand, all the way back to first gear at speeds below 35 mph. This feature provided exciting acceleration in a rolling situation.

Larger valves with specially machined combustion chambers were developed for the 455-CID Stage 1 engine to improve the air flow characteristics of the larger bore size.

All of this special engineering was targeted toward the basic goal of maximizing total street performance. The axle ratios, camshaft timing, transmission calibration, valve size, exhaust system, fuel and spark all played their part.

It is rewarding to see a classy legend live on! "

-Denny Manner