If you were standing on a Buick showroom floor in the fall of 1966, you were looking at a brand in the middle of a massive identity crisis. On one side of the floor, you had the Electra 225—the "Deuce and a Quarter"—which was basically a living room on wheels for people who had successfully climbed the corporate ladder. On the other side, there was this: the 1967 Buick Gran Sport 400. It was aggressive. It was loud. It looked like it wanted to pick a fight with a Chevelle SS.
For years, the GS was the "gentleman’s muscle car." That’s a polite way of saying it was heavy and expensive. But 1967 changed the math. Buick finally dropped the "Skylark" prefix from the name, making the GS a standalone model series (the 446 code), and they stuffed a brand-new engine under the hood that stayed in production in various forms for decades. It wasn't just a trim package anymore. It was a statement.
Most people today gravitate toward the 1970 Stage 1 because of those crazy torque numbers, but the '67 is where the soul of the modern Buick performance engine actually started. It’s the bridge between the old "Nailhead" era and the high-compression monsters that would eventually rule the drag strips.
The New Heart: Why the 400 V8 Changed Everything
Before 1967, Buick was using the 401 Nailhead. It was a cool engine with a weird design—tiny valves that looked like nails, hence the name—but it was effectively a relic of the 1950s. It had reached its limit. To keep up with the GTOs and the 442s, Buick engineers developed a totally new engine architecture.
This new 400 cubic inch V8 featured a much better breathing top end. It had a 4.04-inch bore and a 3.90-inch stroke. While the advertised 340 horsepower might seem modest compared to some of the wilder claims of the era, the torque was the real story. 440 lb-ft. That’s enough to move a 3,700-pound car with startling urgency.
The interesting thing about the 1967 Buick Gran Sport 400 engine is the "Star Wars" air cleaner. Seriously. That’s what collectors call it. It’s this massive, red, dual-snorkel plastic housing that looks like it belongs on a spaceship from a 70s sci-fi flick. It’s one of the most sought-after under-hood accessories in the muscle car world today, often fetching over $1,000 just for the plastic assembly.
But it wasn't just about the looks. This engine used a Quadrajet carburetor that, when tuned right, provided a smooth transition into the secondaries that didn't have the "bog" common in lesser setups. It made the car feel sophisticated. You could cruise at 70 mph in total silence, then mash the pedal and feel the nose lift as the torque took over.
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A Secret Performance Weapon: The Three-Speed Automatic
Let’s talk transmissions. Most muscle cars of this era were stuck with two-speed automatics if you didn't row your own gears. The Powerglide was fine for racing, but it was miserable on the street. Buick, however, offered the Super Turbine 400.
This was essentially a beefed-up Turbo-Hydramatic 400, but with a twist: the "Switch-Pitch" torque converter. Basically, the stator blades inside the converter could change pitch depending on throttle position. At idle or full throttle, the pitch stayed high to allow for a higher stall speed and better launches. At cruise, it switched to a low pitch for efficiency and less heat.
It was genius. It gave the 1967 Buick Gran Sport 400 a dual personality. You’d get off the line like a shot, but you wouldn't be burning up your transmission fluid while sitting at a red light or cruising the interstate. Sadly, 1967 was the last year for the Switch-Pitch, making these cars a bit of a mechanical unicorn. If you find one today that still has its original, functioning SP-400, keep it. Don't "upgrade" it to a standard TH400. You'll lose the magic.
Styling That Didn't Try Too Hard
The 1967 A-body styling is arguably the peak of GM's mid-60s design language. The "Coke bottle" curves were there, but Buick kept them restrained.
The front end featured a gorgeous, fine-mesh grille that was blacked out, distinguishing it from the chrome-heavy Skylark. The simulated scoops on the hood were a bit of a lie—they didn't actually feed air into the engine—but they looked the part. You also had the unique "sweepspear" body line that ran down the side, a classic Buick styling cue dating back to the 40s, reimagined for the muscle car era.
Inside? It was pure class. Most of these came with vinyl bucket seats and a center console that looked like it was pulled from a private jet. You got real gauges, better sound insulation than a Chevelle, and a level of fit and finish that justified the higher price tag.
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- Production Numbers: Buick built about 13,833 GS 400 hardtops for 1967.
- Convertibles: Only 2,140 were made, making them quite rare today.
- California GS: There was also a specific "California GS" model, but that was actually built on the lighter thin-pillar coupe body and used the smaller 340 engine. Don't confuse it with the real 400.
Dealing With the "Heavy Buick" Myth
Critics always point to the weight. Yes, a 1967 Buick Gran Sport 400 is heavier than a stripped-out Belvedere. But weight is also what made it a "Buick."
The frame was fully boxed in certain areas to prevent flex. The suspension was tuned with higher spring rates and heavy-duty shocks, but it still managed to soak up potholes that would rattle the teeth out of a GTO owner. It was a highway star. It was the car you took when you wanted to drive 300 miles to a drag strip, win your bracket, and then drive home in air-conditioned comfort.
Actually, let's talk about that air conditioning. Buick’s HVAC systems in the 60s were arguably the best in the world. They were over-engineered. Even today, a properly serviced 1967 Buick AC system will blow colder air than many modern economy cars. It’s that level of over-engineering that has kept these cars on the road while many of their contemporaries rusted into the ground or were wrapped around telephone poles by teenagers.
What to Look for if You're Buying
If you're hunting for one, the first thing you check is the VIN. It should start with 44617 (for the hardtop) or 44667 (for the convertible). If it starts with 444, it’s a Skylark that someone has slapped badges on.
Rust is the enemy, as always. Check the rear wheel wells and the trunk floor. Because of the way the rear window is channeled, water often leaks into the trunk and sits there, rotting out the metal from the inside out. Also, check the base of the A-pillars.
Mechanical parts are surprisingly easy to find because the 400/430/455 Buick engine family shares a lot of DNA. However, trim pieces are a nightmare. Finding a pristine 1967-specific grille or the "Star Wars" air cleaner will cost you a fortune. If you're looking at a project car, make sure the trim is all there. You can rebuild a motor in a weekend; you can't find a 60-year-old piece of Buick chrome at your local NAPA.
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The market for these has been creeping up. While you can still get into a decent driver for under $35,000, pristine examples and rare convertibles are pushing toward the $60,000 mark. Compared to a Hemi Mopar or a high-end Chevelle, that's still a bargain for the amount of car you’re getting.
Actionable Steps for the Aspiring GS Owner
If you’re serious about putting a 1967 Buick Gran Sport 400 in your garage, don't just jump on the first one you see on Facebook Marketplace.
First, join the Buick GS Club of America (GSCA). The knowledge base there is insane. They have the production records and the technical bulletins that explain the weird quirks of the 1967 model year. They can tell you exactly which bolt finishes are correct and how to troubleshoot the Switch-Pitch transmission.
Second, verify the engine. The 400 is externally identical to the 430 and the 455. Many owners swapped in a 455 later in life because it was an easy way to get 500 lb-ft of torque. While a 455 makes it a faster car, it kills the "numbers matching" collector value. Look for the engine code "NR" stamped on the deck between the front two spark plugs on the driver's side. That’s the mark of the 340-hp 400.
Finally, drive one before you buy. If it feels sloppy or vibrates, it’s likely the suspension bushings or the unique two-piece driveshaft. Buicks were meant to be smooth. If it doesn't feel like a luxury car with a mean streak, something is wrong.
The 1967 GS 400 isn't just a muscle car; it's a testament to an era when Buick wasn't afraid to be fast and refined at the same time. It’s a car for the person who wants the power of a big-block but the sophistication of a grand tourer. It’s honestly one of the best-balanced machines to ever come out of Flint, Michigan.