Welcome - belated! Depends on the year. Some were an option - 65-66 Skylark - and a separate model - 67 to 72. It was an option again on the 73-75. Buick also used the GS name to indicate a sporty version in the Rivera and the Wildcat. Good luck on your hunt.
First the GS (Gran Sport) was an option package for the Skylark, later it became a series of its own. Or like 12lives says here: Read this Wikipedia page about the GS models to get a general idea: Buick Gran Sport Product type Performance cars Owner General Motors Produced by General Motors Introduced 1965; 58 years ago Related brands Buick T-Type Markets U.S. The Gran Sport name has been used on several high-performance cars built by General Motors for its Buick brand since 1965. In the GM brands hierarchy, Buick was surpassed in luxury and comfort appointments only by Cadillac, which did not produce performance models. As a result, the Buick GS series were the most opulently equipped GM sport models of their era. The Gran Sport performance enhancements on all Buick products during this era sought to affirm Buick's tradition of producing powerful and comfortable products going back to the 1930s when all Buicks of the time were upgraded to the Buick Fireball Straight Eight, then installed the 278 cu in (4.6 L) Roadmaster engine in the shortest model Special and introduced the Century, known as "the banker's hot rod" with a three speed synchromesh manual transmission. The Gran Sport sought to identify cars that were fun to drive with a luxury approach. Skylark based Gran Sports 1965 Buick Gran Sport The 1965 Skylark Gran Sport was the intermediate Buick Skylark with the Gran Sport option added. Although a 300 cubic inches (4.9 litres) V8 was already offered in the Skylark, the Gran Sport had the largest engine permitted by GM - a 401 cubic inches (6.6 litres) Buick V8 (called a 400 by Buick because that was the maximum engine size allowed in intermediate body cars). This engine produced 325 hp (242 kW) and 445 lb·ft (603 Nm) and was known as the "nailhead" engine. Buick sold more than 15,000 Skylarks with the Gran Sport option that first year, and almost as many the next. It was renamed the GS 400 in 1967, and the Gran Sport became its own model in (about) that same year along with a new "400" engine quite different from the famously reliable but becoming-obsolete nailhead engine design that was first introduced in 1953. Sales fell somewhat in the face of increasingly higher-performance and more popular muscle cars from other marques, including corporate stablemates Pontiac GTO, Chevrolet Chevelle SS and Oldsmobile 442, when compared to those from the more conservative and luxurious Buick. Buick, however, stepped it up a notch when introducing the Stage 1 option in 1969. This limited production (less than 1,500 cars in 1969) version delivered 340 hp (253 kW) and 440 lb·ft (597 Nm). The name Gran Sport replaced the GS moniker with the 1973 Gran Sport, and was again revived in the late eighties on the FWD Skylark model with various performance options added. GS California A rare GS California in a shopping center in Weeki Wachee, Florida. Buick touted the California as "The Distinctive Personal Car for Americana on the GO", using the Skylark platform. The merchandising creation of the West Coast's Mickey Garrett, the California GS became one of Buick's entries into what is now often known as a junior musclecar. The intent of these autos were to provide the visual impact of the era's supercars with the low maintenance and price of a more economical car, while maintaining reasonable performance levels. When reviewed with these thoughts in mind the California GS delivered quite nicely. They were fitted with the small block GS drivetrain and the exterior received the full treatment including vinyl top, chrome moulding package, GS emblems, and special California scripts. This marketing approach was also used in Colorado, using the "Colorado" name instead of "California" 1967 was the maiden year for the California GS. It was available in California only and was not advertised nationally by Buick. Built on the thin-pillar coupe chassis it came equipped with the 340 ci/260 hp engine and Super Turbine 300 transmission. Bench seats were standard and accessories were kept to a minimum to help keep the price down. Car Life tested one in their June issue and ran the 1/4 in 16.7 seconds at 81 mph, they also recorded a top speed of 105 mph. The article contains a lengthy description of the car and how it performed during testing, it is a must read for anyone interested in learning more about the '67 California GS. Mid year 1968 saw the official introduction of the California GS, and it is frequently known as a '69 model. Buick asked "Why settle for less when the California GS, built especially for YOU, costs no more?" Exclusively designed for Golden State motorists, Buick advertised the car nationally as a high performance family sports car at an economy car price. Though the car was not included in Buick's yearly catalog it was shown in a two-page black and white fold out brochure. Custom California GS emblems again graced the rear fenders while GS ornamentation could be found in the grille and sail panels. The drivetrain included Buick's new for '68 350-4 V8 with 10.25:1 compression and Rochester (GM) 4GC Quadrajet four-barrel (four-choke) carburetor,[4] producing 280 hp and 375 lb·ft of torque. The two-speed Super Turbine 300 transmission (driving a 3.23:1 rear axle gear, designed for highway cruising)[3] and bench seat interior were again the only choices. Buick also added chrome plated wheels and air cleaner lid to the two-door thin pillar coupe. Tires were 7.75 in (197 mm) on 14 in (36 cm) rims. 1969 was the last year of production for the California GS. The car was for the first time featured in Buick's big brochure. A two-page color picture of the thin pillar coupe and pictures of the again standard bench seat interior were included along with equipment descriptions. Tom McCahill tested the car and recorded a 0–60 mph time of 9.5 seconds and a top speed of 110 mph. Again the car came with Buick's 280 hp 350-4 engine but now it was mated to the new Turbo 350 transmission. Custom California emblems again graced the rear fenders, and the rear marker lights were plain red without Buick's normal 350 or 400 script. Vinyl tops, as with previous years, were standard fare with the California's distinctive GS logo on the sail panel. Gran Sport 340/350 In 1967 Buick added a 340 cu in (5,572 cc) version, there was the GS 340 and the GS California sub-model, little more than the Skylark hardtop with new badging and trim, The 340 produced 260 hp (194 kW) and 365 lb·ft (495 Nm), and less than 4,000 cars were sold. It was replaced the next year with the GS 350 and similar GS California; these used Buick's 349.3 cu in (5,724 cc) "350" small-block V8 engine. A California 2-door coupe appeared in 1969; total GS sales for the year, not counting the new California coupe, were 12,465 (4,933 GS 350s, 7,532 GS 400s). Sales of the GS 350 for 1970 climbed to 9,948; in addition, 10,148 455 cu in (7.5 L) 2-doors were built. The Gran Sport 350 outlived its big brothers, lasting until V8 Gran Sport production stopped in 1975, replaced by the Gran Sport 231. Gran Sport 400 1968 Buick GS 400 Convertible In 1968 and 1969 Buick offered the GS 400 in a convertible and hardtop model. Standard issue of the GS 400 was a 400 cubic inch (6.6 L) engine (with likely lower stated horsepower rating to keep insurance premiums lower) of 340 horsepower (350 hp stage 1 ) and 440 ft. lbs. torque, a four barrel Rochester Quadrajet carburetor, dual exhaust, 2.93 standard gear ratio optional ( limited slip differential, (3.64 stage 1 option, 3.42 with A/C ), and the available three speed turbo Super Turbine 400 automatic transmission (revered as the finest automatic transmission ever built, and commonly called Turbo Hydra-matic 400), U-shape Hurst (automatic transmission) shifter and linkage, located on a center console. A 1968 or 1969 GS400 equipped with the TH400 auto transmission was faster off the line than many of its contemporaries thanks to an unusually "low" 1st gear. Shift pattern for the TH400 from most forward position is Park, Reverse, Neutral, Drive, Second, First. A standard three-speed or optional four-speed manual gearbox was also available. Compression ratio on this engine was a moderately high 10.25:1, which allowed for the use of any grade gasoline to be used in normal driving without pinging. The factory air cleaner was covered with a large round chromed cover, secured with a wing nut. The small air scoop behind the hood hinge-line on the 1968 model was generally fake, although it could be functional if ordered with the very rare ram air package. 1969 brought ram air as standard to the GS. Like all of the GM versions of this body style in this period, the convertible chassis was considerably more robust than the hardtop version. In fact, the convertible chassis was a full box frame chassis that had numerous lightening holes. The hardtop chassis was a 3/4 box frame with no lightening holes. The only GM hardtop ever built with the "Swiss cheese" convertible chassis was the GTO Judge. Same chassis. All of the GS400 convertibles were built at GM's Fremont, California assembly line. Gran Sport 455 Buick GS 455 convertible The 400 was replaced for 1970 with the Buick 455 cu in (7.5 L) V8 engine, used in the GS 455. The base model was rated at 350 bhp (355 PS; 261 kW) and 510 lb⋅ft (691 N⋅m; 71 kg⋅m) at 2800 rpm of torque. In the optional Stage 1 trim equipped with a single 4-barrel Rochester Quadrajet carburetor was rated at 360 bhp (365 PS; 268 kW) SAE gross at 4600 rpm and 510 lb⋅ft (691 N⋅m; 71 kg⋅m) of torque at 2800 rpm.[8] As with all American engines produced prior to the 1972 model year, these were SAE gross ratings, which are generally significantly higher than SAE net ratings and are not indicative of what actual production engines produce in their "as installed" condition (with all engine accessories and full exhaust system in place). The fastest magazine test results from this period were obtained by MOTOR TREND Magazine, which managed to extract a 13.38 ET at 105.5 mph from their 3,810 pound GS Stage 1 coupe test car. Using Hale's Trap Speed formula, this result indicated actual "as installed" peak HP of approximately 360 SAE Net (ironically the same as its advertised Gross Figure, meaning this engine was very conservatively rated for that time period). Dennis Manner, Buick Engine development engineer still recalls the production-line pulled engine dyno test results from 1970 where the lowest HP output of the 15 tested 455 Stage 1 engines was 376 hp. The December 2004 issue of Musclecar Enthusiast magazine conducted an engine dynamometer test of a freshly rebuilt and well documented 1970 455 Stage 1 (bored .040" over to 464 cubic inches and minus the power-robbing factory engine fan, air cleaner assembly and mufflers). In that condition and with factory timing and carburetor tuning, the engine produced a maximum of 360.9 Gross Horsepower. Optimal carburetor and ignition tuning yielded a peak Gross HP reading of 381.7 HP - again with no engine fan, air cleaner or mufflers in place. While urban legend would have us believe that these engines made "420 HP from the factory," actual empirical results prove otherwise. Although another dynamometer test on a 1970 Skylark GS Stage I showed 471 SAE gross hp, which is more consistent with the engine producing about 360 SAE net hp. The Stage 1 engine option used cylinder heads that, while using raw castings of the same pattern as all of the other Buick 455s sharing the same model year, were machined differently in order to accept larger valves (2.13" intake and 1.755" exhaust), and to produce smaller compression chambers for increased static compression ratio. The option also included a more aggressive camshaft, a specially tuned 4-barrel Quadrajet carburetor, more aggressive ignition timing,5/8 inch oil pickup tube and a higher numerical final drive, and was available with either Turbo Hydra-matic 400 3-speed automatic transmission, or a Muncie M-22 4-speed manual transmission (although it was later discovered, and confirmed, that one 1970 GS Stage 1 convertible was produced with a 3-speed manual and a standard 3.64:1 Positraction axle ratio). Stage 1 cars equipped with air conditioning received a 3.42 axle ratio. While powerful in production form, the Buick 455 (including Stage 1) engines had problematic engine blocks. All used 2 bolt main bearing caps; the oiling system was undersized for high-rpm use (including Stage 1 engines) and thin walls in the lifter valleys promoted cracking. The magic of the Stage 1, it would seem, was primarily attributable to its advanced (for the period) cylinder heads, stunningly high torque and the relatively high mid-range horsepower they produced. The upgraded engine option to the 1970 GS 455, the moderately priced Stage 1 package, drew a great amount of attention and controversy in the muscle-car world when in the 1980s it was listed as faster than any of the Chrysler Hemi cars in the original "50 fastest muscle cars" list. This Hemi vs. Stage 1 controversy has prompted several contests to settle the issue; it remains an unsettled matter and has been a great boon to car magazine sales over the years. Rare Buick Gran Sport Stage 2 There was also a rare “Stage 2” option produced. This was a dealer-installed package (known as a "dealer option"), first offered in 1969. It included a cam, headers, intake manifold, high compression forged pistons, hollow pushrods, and some calibration changes to the ignition and carburetor. In 1970 the Stage 2 package was designed for the 455 and included special round exhaust port Stage 2 heads, matching Kustom brand headers, a radical cam, high compression forged pistons, Edelbrock B4B aluminum intake, Holley carburetor #4781 850 cfm, and other equipment for racing. Few Stage 2s even exist and Buick only ever factory assembled 1 Stage 2 test unit, it was a factory GSX clone test mule with 4-speed manual transmission used for speed testing. That GSX test mule was equipped with 4.78 gearing and was driven on the streets and tracks on the West Coast. The Stage 2 package's existence was not made public until 1972 when the Stage 2 parts could be ordered in any combination. There is little documentation about any Stage 2 cars that were sold. Three are known to exist and all three of these cars were built as Stage 1 cars at the factory. One was owned by Kenne-Bell a factory backed Buick high performance specialist based in California. Sponsored by Reynolds Buick. This car was used as a test car in the development of the Stage 2 components in conjunction with Buick engineering. The second Stage 2 was known as the Jones-Benisek car. The Jones/Benisek car is known to have been delivered as a Stage 1 car. The Stage 2 hood and scoop was added later. The Stage 2 iron heads were purchased by the owner at a local Buick Dealer. The car had a very successful drag racing career with many wins and some world records also. The third Stage 2 is known as Wiley Coyote and as the Turner car. It was originally owned by Bob Thetford and campaigned as "Wiley Coyote" in the NHRA. Sponsored by Kenne-Bell and Dunn Buick in Oklahoma City, Oklahoma. Later it was owned by Jim Turner and was very successful in NMCA winning 5 National Records. Output and sales for the assembly-line cars were down after 1970 largely due to reduced engine compression ratios and a change from gross to net horsepower ratings. In later years, air quality regulations further limited the power in part due to the addition of catalytic converters and single exhaust pipes. However, Stage 2 parts were available over the Buick parts counter although the Stage 2 heads were discontinued after about 75 sets were produced. The discontinuation was due to porosity problems with castings. The discontinuation of the Stage 2 also was due to the ever-tightening emission standards which resulted in lower performance. GSX 1970 GSX 455 Stage 1 in Apollo white GSX / GSX Stage 1 was Buick's contribution to the Classic era American Muscle car list, based on the GS455 which was in turn based on the Skylark platform adding an appearance, performance and handling package available starting in the 1970 model year. The GSX Performance and Handling package was a $1,100 option on the GS455 ($8,289 in 2022 dollars) in addition to the listed retail price of $3,098 ($23,345 in 2022 dollars) for the Buick Gran Sport which the GSX was based. The GSX was Buick's attempt to increase showroom traffic on a newly designed Skylark body style for 1970 which started off slow but sales improved. The GSX was Buick's answer to Pontiac's GTO Judge, Oldsmobile's 4-4-2 W-30, and Chevrolet's Chevelle SS. Buick advertised it as "A Brand New Brand Of Buick" and "Another 'Light Your Fire' Car From Buick". It came standard with a 455ci engine with or without the optional Stage 1 performance engine upgrades during the first year of release. Although near the top of GM's brand hierarchy, the GSX hardtop's basic bodyshell was the same as the lower-priced 1970 Chevrolet Chevelle but with differing guards, grill, bumpers, doors, etc., while Pontiac and Oldsmobile midsize hardtop coupes shared a slightly different body. In Saturn Yellow '72 GSX Rear view Due to the late introduction of the GSX, a very special prototype was displayed at the Chicago Motor Show in February 1970 to test consumer reaction. This particular GSX had Mother Of Pearl white paint, a special fiberglass/steel ram air hood with unique modified hood scoops, one-off 3 piece rear spoiler and a prototype front spoiler, custom multicolored leather interior featuring checkerboard black and white X patterned seats and door panels. It became a hit and production started with the factory GSX looking slightly different than the prototype GSX. The GSX did not appear in the standard model catalog for 1970, however a GSX pamphlet was made available to the public. A four-page, full size pamphlet announced the GSX with artist drawn pictures and specifications. Only 678 GSXs were produced in the second half of the 1970 model year beginning in March 1970. and ending in May 1970. Just 278 were equipped with the standard 455, a further 400 purchasers selected the optional Stage 1 performance package. The impressive performance is partly due to the light weight of the 455 which is roughly 150 lb (68 kg) less than the Chrysler 426 Hemi or Chevrolet 454. At 510 lb-ft the Buick 455 produced the highest torque output of any American production performance car, a record held for 33 years until finally surpassed by the Series 2 V10 Viper in 2003.[citation needed]The 1970 Buick GSX has, without doubt, the most extensive list of standard equipment high performance features of any classic era muscle car. It is this last fact that truly sets the GSX in a class of its own when compared to its late '60s - early '70s peers. Every single 1970 GSX Stage 1 produced received the full list of performance and handling parts. You could buy a poorly optioned Chevelle SS, a leaf-sprung, bench seat Hemi Roadrunner or even a Pontiac GTO Judge with the smaller 400ci engine and drum brakes, but there is no such thing as an under-equipped 1970 GSX. In 1970, the GSX option was available in only two colors, Saturn Yellow and Apollo White and always with the 455ci stump-puller and black interior (in 1971 and 1972 6 other colors were available for the GSX). All GSXs had the distinctive full body length black stripe that crossed over the standard equipment rear spoiler and was outlined in red pin stripes. A large area of the hood was also black with a hood mounted tachometer (Buick engineers disliked the hood tachometer because it was a Pontiac part) and black front spoiler. Also standard equipment were black bucket seats, floor shifter, wide oval tires, quick ratio steering and anti-sway bars front and rear and quad-link suspension attached to a limited-slip rear differential. Some other options were automatic transmission or four speed manual, A/C or Non-A/C. Restored matching numbers versions have sold in Barrett-Jackson's and Mecum auctions for as much as $200,000. During 1971 and 1972, the GSX package became an option that was available on any Gran Sport. Production dropped in 1971 to only 124, and again to 44 in 1972. These numbers include the available 350-4 bbl option, the standard 455, and the Stage 1 engines. Many GSXs survive to this day and can be seen at the Buick Gran Sport Nationals held annually in Bowling Green, KY in the middle of May (for the past number of years this time had been changed to September because of weather concerns) along with many other examples of '60s, '70s and '80s Buick performance models. Another Buick event is the Buick Performance Group Nationals which is held at National Trail Raceway in Columbus, Ohio early during the month of August each year.
^ There ya go, with one caveat: when an article says something to the effect of ‘little more than a Skylark…’, they don’t mean the cars are Skylarks, they simply mean it’s the same platform and body along with much of the same equipment. If a GS doesn’t say ‘Skylark’ on it, it’s not a Skylark, it just looks like one, and a lot of people (then and now) call a GS a Skylark or Skylark GS even when describing a ‘67-‘72. ..And one addendum: the ‘73 and ‘74 Century Gran Sports are real GSs and were available with the 350, 455 and 455 Stage 1 along with an automatic or four speed manual and most other good performance options. The Gran Sport package was still available in ‘75 with the 350 as the biggest engine. They’re rare and a lot less is known about them. Here’s a long thread about the ‘75s. http://www.v8buick.com/index.php?threads/1975-buick-century-gran-sport.285742/ And, there was a GSX stripe option on the ‘74 Buick Apollo. Also rare. http://www.v8buick.com/index.php?threads/1974-buick-gsx.250109/ Patrick
It depends on the year you are talking about as far as if the car was just “badged” as a GS vs being it’s own model. I suggest you pick a model car your are looking at first, including a small grouping of years you might be interested in, then ask your questions. Duane
Understand, the main issue you should be aware of, if you are trying to buy an original GS Buick Skylark, be careful, there are people out there that will Clone a Skylark to appear to be a Real GS and not tell you. You should get infor on Vin numbers and if the seller has the factory build sheet, that's a huge help. If you can find someone who can inspect the car you maybe planning to buy, that is a huge help. Another very knowledgeable Buick owner is a big help too. That's how I bought my first Buick 2 years ago. At that time I knew a lot about Chevy's but not Buicks. Good luck hunting. VET
I would add - it depends on your definition of "rebadge." To me, rebadging happens when brands (under a common manufacture umbrella) share major components such as chassis, engine, transmissions, interior controls, etc. like Chevy, Buick, Olds, and Pontiac did starting in the mid-1970s. It isn't an issue within the individual brands as it is all "in-house." I'll give you a personal example. My parents ordered the car I have now, a 1973 Buick Century, with the GS and 455 Stage-1 options. Would you consider that a rebadge? I don't, and not because it's personal, or am worried about what other people think - the car is identifiable by way of the Vin number and other unique GS and Stage 1 identifiers. There is a lot to learn no matter what kind of muscle car you research. If you were looking at Mustangs, you would need to learn how to identify a 428 Cobra Jet from a 302 Sportsroof or Mopar-wise, a 340 TA from a base-model Dodge Challenger. I would caution you not to fall into the trap of trying to apply internet definitions to something by people you don't know. With that said, you've come to the right place to do your own research on Buicks. Welcome!
Didn’t read everything here. But as far as the Stage2. Buick never had any in production. They built one in the engineering dept. And then two used for testing. But even those two came off the production line as Stage1’s. Most importantly, be super careful what you read in so called reliable sources. A lot of misinformation floating around. Including someone here that posted a link to an article. No such thing as a Stage3. Buick never even mentions a Stg3. There were some experimental parts that came out of engineering. But they were called just that…experimental parts. The name Stage3 came from the general public, inventing the name.
What is Motion GS? That was a dealership right? Also thanks so much for everyone being so nice and willing to provide information! Were the Riviera and Wildcat Gs their own models or just options?
Daune, can you explain your Motion 69 GS Buick to RegaINJ's question. As far as I know, your Buick GS is the only Buick I have heard of that is a Motion Performance car. How your Buick became a Motion car through a Chevy Dealership, I have no idea. But it's a Cool car and unique to Buicks. Thanks VET
Option package or handling package for the Riviera and the Wildcat models. "Dual Quads" or 2 x 4-barrel carburettors for the 1964 to 1966: the "Super Wildcat" 425 CI Nailhead engine.
Joel Rosen’s specialty was street and drag performance; his shop would install performance parts and dyno tune cars that customers brought in and would build brand new cars ordered through the Baldwin Chevrolet shop. He would order cars with the 375 horse 396 and swap in a 427, and add a laundry list of speed parts as part of his ‘Phase’ groupings. His work was mainly Chevrolet, but the parts and tuning techniques, along with things like rear gears and accessories would work on any car. There are known to be two famous Motion Buicks; Duane’s ‘69 GS and a Saturn Yellow ‘70 GSX. Duane’s: http://www.v8buick.com/index.php?threads/1969-motion-buick-gs400.332610/ The X: https://www.yenko.net/forum/showthread.php?p=823182 Patrick
The actual way to describe my car is a “1969 Motion Equipped GS”. There were 3 basic levels of cars produced by Motion Performance. 1, Baldwin Motion cars, these were cars done over by Motion when new, and sold as new cars by Baldwin Chevrolet. 2. Motion Cars, these were cars done over by Motion Performance and Sold by Motion. These cars were very much about power and sometimes came with special body panels (at least with some of the Vettes) and were built to “carry the banner” for the company. Then there is the third kind. 3. Motion Equipped cars. These were customer cars that were taken to Motion Performance for upgrades. These ranged from dyno-tune ups all the way through to the Phase III performance packages. My car is one of these. I know Motion did 3 Buicks, a 67, my 69, and a 70 GSX. The 67 was basically a tune up car, the other 2 were basically done as Street Racers, and when we restored my car I had Nick Servo make it a bit hotter then it probably ever was, but it is a blast!!!!!! to drive. There are large differences in value associated with the 3 types of cars produced by Motion, mine would be one of the “red haired stepchildren”, which is fitting because we call the 68-69 GS’s the stepchildren of the Buick World. Two things that help the value of my car are the fact of how “performance oriented” it was when first done, and the fact that there are very few of the documented customer cars still around. Most have been lost over time. The unique “Motion Stripe Package” they put on the car also helps. So there is your explanation. Duane PS, I have also driven both the 70 GSX and my 69 GS car. You have to be very careful when driving the 70 GSX in traffic, the long ladder bars really plant the tires and if you give it too much gas the car tries to eat the trunk of the car in front of you. (Don’t ask me how I know.) My car is simply a monster on the street.
Thank you Duane, I never knew, a customer come take his muscle car to Motion for performance upgrades. Very interesting what you wrote.
Duane, do you have the invoice of the work done on your Motion car? I don’t mean for documentation reasons. I know it’s documented by none other than Joel Rosen himself. I ask because it would be cool to see. Can understand if it had gotten lost over the years.
Vet, Motion Performance was a Speed Shop and did all kinds of upgrades to customers cars. Guy, We have no invoice to prove what exactly was done to the car, however we did have “scars” as in holes drilled into the sheetmetal where parts were added, plus we had a lot of “broken” parts, such as an Original Stage 2 cam (in 2 pieces) that came with the car. (It was still actually in the block.) When Jimmy was talking with Joel about documenting the car a bunch of detailed pictures were sent to him, and Joel let Jim know what parts would have been installed in those places. Joel knew where they were putting those pieces on the cars during that time period. A set of used beat up MT headers were still on the car but were painted white, with not a touch of other color on them. That was also discussed and it was agreed they were most likely white on this car, so we had the new set powder coated in white. The remnants of the “Stripes” were also visible on the car and original hood, although they were almost lost, as the car was getting ready to be repainted before it was retired. We pretty much know what was done to my car, and we knew what was done to the 70 GSX, as I talked to the guy that was having his 70 Chevelle SS 454 upgraded at the same time. His Chevelle was sitting next to the GSX, and he not only knew what was getting done, but also the names of the Mechanics that were working on both cars. Vet, I don’t remember exactly when the car was re-done, but there is a Large Motion Emblem on the dash and they only used that for a short period of time before switching over to the smaller emblem. I am sure I have talked about that before somewhere. All the other emblems on the car are the smaller versions which was correct for that time period. As far as gas, I can use unleaded with an octane boost to get it up to 100-102 octane, and it will run on that…..but it really likes 110 octane or C112 gas. With aftermarket Stage 2 pistons, with valve reliefs cut into them for the Stage 1 valves, roller rockers and around an 11.25 to 11.5 compression, she really likes C112…..and this is all in a 400 cubic inch motor punched 30 over. The valves barely fit in the cylinders. Duane
The “scars” on my car also came into play when we were documenting the 70 GSX. Some of the “scars” on that car were in different places. When discussed with Joel, it was pointed out that they moved things around depending on wether the car had AC or not. My 69 is non-AC, while the GSX has AC, so that’s why we saw the different scar locations. A lot of homework was done on both cars to verify what they are. Duane
Just to go into the history a little further, there were 2 other things we saw “on” my car that were not put on/done during the restoration. My car had “scars, as in dents” on the bottom of the rear trailing arms. These were caused from where a set of Lakewood Traction bar snubbers hit the trailing arms under acceleration. The only information I could find showed they were not available until around 1975, so they were not re-installed. Before that they only had the long ladder bars for those axles. The car, as found, also had both the front and rear brake drums painted white. In my area we were not doing that until the 75-79 time period, so I decided to leave them black as well. It might sound crazy to have the drums painted white, but they really looked good with the Hurst wheels and the White Stripes on the hood/body. Duane
I think the OP question was does the GS share the same body structure as a Skylark. The answer to that is for the body parts.. yes. Only hoods and grills were GS specific, from 68-72, along with the ornamentation (aka "badges"). There are thousands of real GS cars out there with bumpers, fenders, doors, quarter panels and trunk lids that started life on a Skylark. Different story when you get to the chassis.. there are many GS/GS 455 specific parts and components. JW
