photos by: the author

Devin Watts Sets the Bar for 21st Century Turbo Buick Owners

Over the course of the last forty years, the world has changed dramatically. Going from the big-block, big carb, and very analog muscle cars of the ’60s and ’70s, the mid-80s were a time when that all began to change. From TPI F-bodies and Vettes, to EFI-equipped Fox Body Mustangs and even turbo four-cylinder Mopars, it was certainly a time of change. One car that nobody saw coming, was the turbocharged Regal.

Sure, they technically already existed in the late-70s, with turbocharged Centuries and other Buick models around as early as 1976. But once Buick added electronic sequential fuel-injection (kissing carbs goodbye for good), and later, implemented an intercooler into the mix for ’86, it was game on. Horsepower and torque would peak for 1987, cranking out an underrated 245hp and 345 lb-ft of torque at the flywheel. The “real number” is more like 260-270hp, and nearly 400-lb ft of torque. You have to remember, Buick was limited to a corporate horsepower ceiling, thanks to the Corvette.

Now, before you young bucks scoff at those numbers, you’ll have to remember that was respectable horsepower for the time. The LC2 provided just enough gusto to match, or outperform, the Ferrari 288 GTO and Testarossa, Porsche 911 Turbo, and Lamborghini Countach, among others, in the quarter-mile. Not to mention, the every day performance cars like the 300ZX Turbo, Mustang GT, and more. In a sense, it was the Hellcat Challenger of the ’80s.

But that was then, and this is now. These days, a 245hp V6 G-body is about as relevant as an old TV show, or last week’s tuna, right? Right!? Yeah, not so fast. If you think that, then you’re sadly mistaken.

While the engine may be considered ancient by modern tech standards, that’s not to say that the aftermarket hasn’t kept up with the old Buicks. Implement modern turbos and computer tech, larger injectors, forged engine internals, the latest fuel delivery components, and more, and these cars can hang with the best of them. Factor in the car was built upon the already popular G-body platform, suspension and brake kits are readily available as well — the sky is the limit as to what you can do with these cars, these days.

One example in particular, caught our eye while at the recent Buick GS Nationals in Bowling Green, Kentucky. The Buick Regal T, seen here, is owned by Devin Watts of Watts Performance Solutions. Having picked up the car back in 2016, it’s been a never-ending journey of constant repair, upgrades, tuning, customization, improvement, further improvement, and attention to detail. While we won’t go into the step-by-step process of what took Devin to get his car to this level, we will go over every detail currently attached to the Buick.

Starting under the hood, is a TA Performance aluminum block, stuffed with a forged BMS crank, Diamond pistons, and a set of Carrillo rods. A Crower bumpstick and a set of Champion cylinder heads and intake manifold rounded out the long-block. The focus here, was high horsepower, high torque, lots of boost, and reliability. Speaking of which, an 82mm custom Work turbocharger provides 40-psi of boost, which is aided by an RJC 475 Megacooler intercooler to help the engine keep its cool. Keeping that Buick mill oiled-up is an RJC deep oil pan, and a TA Performance pump.

Speaking of pump, that’s exactly what an engine is. The more air you can feed it, and the fastest you can get it out of the exhaust chamber, the better. Induction-wise, an Accufab 70mm throttle body feeds air into the aforementioned Champion Racing intake manifold, while GeeM Racing headers modified by Simplicity Fabrications, Ticon Industries A single 4-inch titanium muffler, paired with a 4-inch exhaust system and a matching 4-inch diameter downpipe, all crafted by Simplicity Fabrications, complete the enhanced exhaust setup.

Balancing out that all-important air-flow ratio, is a set of Racetronix twin 525/lph fuel pumps, Accufab fuel pressure regulator (set at 40-psi.), and a set of 160lb/hr. fuel injectors. Running lean, is one thing that Devin will never have to worry about, in regards to his Buick.

If you were to ask any Turbo Buick owner what the Achilles Heel is to these cars, most would be quick to tell you that the Powermaster brake system would be it. Braking is made easy, thanks to Watts Performance Hydroboost system — making things safer and more reliable with the horizontal pedal is applied. Taking it to the next level, with a hybrid setup; Powerstop rotors, pads, and calipers up front, with Wilwood rotors, pads, and calipers in the rear. They sit tucked nicely behind a set of Billet Specialties CV3C wheels, wrapped in Mickey Thompson tires. The dimensions are in the tech sheet at the bottom of the page.

Although the factory 8.5-inch 10-bolt rear axle is sufficient for most Turbo Buick racing applications, Devin took it to the next level, with a Trick Chassis 9-inch rear axle stuffed with 35-spline axles and a 3.50 gear set.

With the mechanicals sorted out, the focus was turned to the suspension. A careful selection of big names went into the recipe of the car’s chassis, including QA1 front upper and lower control arms. In the rear, an HR Parts N Stuff sway bar, and chassis bracing from Team Keys went into the mix as well. Viking coil overs help Devin dial in the suspension, and offer adjustability for the street and the strip.

Previously, Dev’s Turbo T was cranking out an impressive 826 horsepower and 1,026 lb-ft of torque at the rear wheels, propelling it down the 1320′ in 9.39 seconds at 139 mph. That kind of performance is no small feat for a turbocharged V6, especially under the classic 109 engine platform. However, that combination is now retired, as the team has moved to this completely new setup featuring an aluminum TA Performance V6 block. This fresh build is expected to make significantly more power, and we’re eager to see what kind of numbers it puts down next!

TECH SHEET:

• CAR:  1987 Regal Turbo T
• OWNER: Devin Watts
• ENGINE BLOCK: TA Performance, aluminum, 4.0 bore
• CRANKSHAFT: BMS; forged
• CONNECTING RODS: Carrillo
• PISTONS: Diamond; forged
• CAMSHAFT: Crower; hydraulic roller, 114 LSA, .620 lift
• CYLINDER HEADS: Champion; R, aluminum
• COMPRESSION RATIO: 11:1
• INDUCTION: Champion Racing intake manifold, 70mm Accufab throttle body
• POWER ADDER: Custom Work Turbo – Turbocharger (82mm), custom 4-inch downpipe + Exhaust, 3-inch cold side tubing
• INTERCOOLER:RJC; 475 Megacooler
• IGNITION: AMP EFI – IGN-1A, Firecore spark plug wires
• FUEL SYSTEM: Racetronix twin 525 pumps, Accufab regulator (40-psi.), 160-lb injectors
• EXHAUST: GeeM Racing Headers modified by Simplicity Fabrications, Ticon Industries single 4-inch titanium race muffler, 4-inch diameter downpipe and Exhaust from Simplicity Fabrications
• OILING: TA Performance pump, RJC Racing deep oil pan
• TUNING: Team Watts
• TRANSMISSION: Extreme Automatics Stage 3 4L80E
• CONVERTER: PTC 3500 stall, JW flexplate
• DRIVESHAFT: aluminum; 3.5-inch
• REAREND: Trick Chassis Ford 9-inch; 35-spline axles, 3.50 gear
• SUSPENSION: QA1 front upper and lower tubular control arms, Viking coil-overs front and rear, 450-lb springs (front), 150-pound spring (rear), front sway bar deleted, HR Parts and Stuff sway bar (rear), and upper and lower control arms
• CHASSIS MODS: Custom chassis bracing and roll cage by Team Keys
• BRAKES: Watts Performance Hydroboost System, Powerstop Rotors, Calipers, and Pads (front), Wilwood Rotors,  Calipers, and Pads (rear)
• WHEELS: Billet Specialties; CV3C, 15×4 (front), 15×8 (rear)
• TIRES: Mickey Thompson; Sportsman S/R, LT 27x6R15 (front), 275-60-15 (rear)
• QUARTER MILE E.T.: 9.39 @ 139mph
• HORSEPOWER/TORQUE: 826/1026

Rick Seitz

Rick Seitz is the owner and founder of GMEFI Magazine, and has a true love and passion for all vehicles. When he isn’t tuning, testing, or competing with the brand’s current crop of project vehicles, he’s busy tinkering and planning the next modifications for his own cars.