– must use everything – i need a character idea

– must use everything –

i need a character idea from this – a gritty, ruthless, brutal, agressive, itimindating, 18-24 year old, caucasian male, he isn’t car related at all, no cars should be mentioned, no name yet either – your base- – Provide a Description with Keywords: Give me a description of your character, incorporating important keywords within the description itself. These keywords could be related to your character’s traits, their role in the story, or any other aspects that you’d like to highlight.

Once you’ve done that, I’ll take your input and enhance it, adding depth, context, and detail to bring your character to life. Don’t worry, I’ll keep your original ideas intact – I’m just here to help you make your character as vivid and compelling as possible.

Let’s get started!”

Must use all of below, don’t forget – not car, racing related, – but be unique, creative – don’t forget this

Grand National, Turbo-T and T-Type [edit]

1987 Buick Regal Grand National
In 1978, the first turbocharged Regal was introduced as the Regal Sport Coupe. Turbo versions were originally offered with either a two- or a four-barrel carburetor and 150 or 165 hp (112 or 123 kW), but the two-barrel option was removed for 1979.[17] Meanwhile, the four-barrel’s maximum output crept up to 170 hp (127 kW). Power remained unchanged until 1982, when it crept back up to 175 hp (130 kW) and then 180 hp (134 kW) in 1983, when the Sport Coupe was replaced by the Regal T-Type.
In February 1982, the Grand National debuted, which was named for the NASCAR Winston Cup Grand National Series (the “Grand National” term was part of the Cup series nomenclature until 1986).[18] Buick had won the Manufacturers Cup in 1981 and 1982, and wanted to capitalize on its success: “What wins on Sunday, sells on Monday”, and hoping to revive their performance image from the 1960s with the Buick Skylark Gran Sport. These 1982 cars were not painted black, which may confuse those not familiar with them. All started out as charcoal gray Regals that were shipped off to a subcontractor for finishing.
Originally intended for a run of 100 units, Cars and Concepts of Brighton, Michigan, retrofitted 215 Regals with the GN package. Most obvious was the light silver-gray firemist paint added to each side. Red pinstripes and billboard shadow lettering proclaiming “Buick” were applied. The wheel opening moldings and rocker panel moldings were blacked out using black vinyl tape. Finally, a front air dam and rear spoiler were installed. On the inside, special “Lear-Siegler” seats were installed. These seats are fully adjustable and were covered with silver brandon cloth with black vinyl inserts. The front seat had Buick’s “6” emblem embroidered onto them. Also, a special clock delete plate was added to the instrument panel which contained the yellow and orange “6” logo and the words “Grand National Buick Motor Division”.)

1987 Buick Regal Grand National

1987 Buick Regal Grand National interior
The 1982 GN came with a naturally aspirated 252 cu in (4.1 L) V6 engine with 125 hp (93 kW) at 4000 rpm and 205 lb⋅ft (278 N⋅m) of torque at 2000 rpm. Of the 215 Grand Nationals produced in 1982, at least 35 were based on the Buick Regal Sport Coupe package with the turbocharged 3,791 cc (3.8 L; 231.3 cu in) V6 engine with 175 hp (130 kW) at 4000 rpm and 275 lb⋅ft (373 N⋅m) of torque at 2600 rpm. There were only 2022 Sport coupes produced in 1982, and the number of cars with both the GN and Sport coupe packages is estimated to be fewer than 50.
For 1983, there was no Grand National. The Sport Coupe model was renamed the T-Type; 3,732 were produced (180 hp (134 kW) at 4000 rpm and 280 lb⋅ft (380 N⋅m) of torque at 2400 rpm). The power gains came courtesy of a low-restriction dual exhaust, stainless steel headers (rather than the original cast iron items), and other detail improvements. Drivability was improved thanks to better electronics for the exhaust gas recirculation system as well as the knock sensor.[17] The T-Type trim name had been used on other Buicks, starting with the Riviera in 1981 (in 1979 and 1980, it was the S-Type). Other improvements on the 1983 Regal T-Type included Hydro-Boost II brakes, 200-4R four-speed overdrive transmission replacing the earlier three-speed, and a 3.42 rear axle (7.5″).[19] Inside there were new bucket seats and a sport steering wheel and quicker steering ratio, while the suspension was honed with a larger diameter anti-roll bar, altered spring rates, and re-valved shock absorbers.[17]
For 1984, the Grand National returned, now in all black paint. The turbocharged 3,791 cc (3.8 L; 231.3 cu in) became standard and was refined with sequential fuel injection, distributor-less computer-controlled ignition, and boasted 200 hp (149 kW) at 4400 rpm and 300 lb⋅ft (407 N⋅m) of torque at 2400 rpm. Only 5,204 turbo Regals were produced that year, only 2,000 of which were Grand Nationals. Because this was the first year of production of the computer-controlled sequential fuel injection and distributor-less ignition, this is often considered the year and model that started the development of the legendary intercooled Grand Nationals. The performance of this package was well ahead of its time and the “little V6” easily kept up with the bigger V8s. 1⁄4 mile (402 m) performance was listed at 15.9 seconds at stock boost levels of 10 psi (0.69 bar), while for the same year, the Chevrolet Camaro V6 was listed at 17.0 and the Chevrolet Corvette at 15.2 seconds.[20]
For 1985, the Grand National remained unchanged.

1987 Buick Regal Grand National Engine. Visible factory Garret turbocharger on 3.8 Liter V-6.
For 1986, a modified engine design with air-air intercooling boosted the performance even further to a specified 235 hp (175 kW) at 4000 rpm and 330 lb⋅ft (447 N⋅m) of torque at 2400 rpm. The Grand Nationals (quantity 5,512) and T-Types (quantity 2,384) were both produced in 1986. For 1987, performance increased 10 hp, to 245 hp (183 kW) and 355 lb⋅ft (481 N⋅m) of torque, however no design revisions were applied to the engine and systems. Buick dropped the T-Type package for Regal for 1987 models and opted for a “T” sport package instead. There were only 7,896 turbo Regals produced in 1986. In 1987, when turbo Regals reached their peak in popularity, a total of 27,590 turbo Regals were produced through December, with those models produced between September and December of that year window stickered as “1987½ Buick Grand National” vehicles.
For 1987, a lightweight WE4 (Turbo-T) option was offered. Only 1,547 of this variant were produced. The differences between a WE4 and the Grand National were the interior trim package, wheels, exterior badging, aluminum bumper supports, and aluminum rear drum brakes as opposed to the Grand National’s cast iron, making the WE4 a lighter and faster car. The rear spoiler was only available as a dealer-installed option. 1987 was the only year that the LC2 turbo option was available on any Regal, making it possible to even see a Limited with a vinyl landau roof and a power bulge turbo hood. Turbo Regal Limiteds were one of the rarest models of turbo Regals produced second only to the GNX at 1,035 turbo Limiteds. Turbo Regal Limiteds could be ordered with many options with most having chrome external trim but for $35 could have been built with the full black-out trim WO2 option making them extremely rare (similarly, a base Regal could also be ordered with the Turbo 6, and, the WO2 blackout trim was also available; all rare). Limiteds were treated to a very luxurious interior with plush carpeting and optional bench pillow seats and a column shift. It was also possible to order the 1987 Regal T with the 5.0/307 V8 instead of the turbo 3.8/231 V6. The 1987 model would be the end of the manufacture of the RWD “G-Body” Regal, but GM had to extend the build of the Grand National to meet customer demand into December.

Buick Regal T-Type

1987 Regal Turbo-T with rare blackout WO2 trim package
GNX[edit]

1987 Buick GNX

1987 Buick GNX rear
For the final year, 1987, Buick introduced the limited production GNX, for “Grand National Experimental”, at $29,900 ($80,189 in 2023 dollars[9]). Made in partnership with McLaren Performance Technologies/ASC, Buick produced only 547 GNs with the interior trim package, that were then sent off to McLaren and upgraded into the Buick GNX. Buick underrated the GNX at 276 hp (280 PS; 206 kW) at 4400 rpm and a very substantial 360 lb⋅ft (488 N⋅m) at 3000 rpm of torque,[21] although actual output is 300 bhp (304 PS; 224 kW) and 420 lb⋅ft (569 N⋅m).[22] This was created to be the “Grand National to end all Grand Nationals”.[23]
Changes made included a special Garrett AiResearch T-3 turbocharger with a ceramic-impeller blowing through a more efficient and significantly larger capacity intercooler with a “Cermatel (ceramic-aluminum) coated” pipe connecting the intercooler to the engine. A GNX specific EPROM, low-restriction exhaust with dual mufflers, reprogrammed turbo Hydramatic 200-4R transmission with a custom torque converter and transmission cooler, and unique differential cover/Panhard bar included more of the performance modifications. Exterior styling changes include vents located on each front fender, 16 inch black mesh style wheels with VR-speed rated tires, and deletion of the hood and fender emblems. The interior changes of the GNX included a serial number on the dash plaque and a revised instrument cluster providing Stewart-Warner analog gauges,[24] including an analog turbo boost gauge. The GNX used a unique torque arm that was mounted to a special, GNX only, rear differential cover, for increased traction. The torque arm rear suspension alters the suspension geometry, making the body lift while planting the rear tires down, resulting in increased traction. GNX #001 is the 1986 prototype currently owned by Buick and sometimes makes appearances at car shows around the US.
Dragstrip performance was measured as faster than the Ferrari F40 and the Porsche 930 with a 1⁄4 mile (402 m) time of 12.7 seconds at 113.1 mph (182 km/h) (0.3 and 0.8 seconds quicker, 2.9 and 13.3 mph (21 km/h) faster) and a 0-60 mph (97 km/h) time of 4.6 seconds (0.4 and 0.3 seconds quicker, respectively).[25]
The stealthy appearance of the all-black GNX and Grand National (and the resemblance of its grill to his helmet’s mouthpiece), coupled with the fact that the Grand National was initially released during the popularity of Star Wars movies, earned it the title “Darth Vader’s Car.” Due to the turbocharged six-cylinder engine, the Buick make, and the black paint Grand Nationals were sometimes referred to as the “Dark Side”. The “Dark Side” contrasted with the more common V8 Mustangs and Camaros that were popular at the time.[26][27]

The Buick is by far the meanest-looking. It is also the fastest, because it carries mar­ginally less weight, and because its turbo­charged V-6 engine puts out 20 more horsepower than either the Olds or the Chevy (200 to their 180). The Buick defi­nitely makes the greatest impression on the mob. It really carries the same feeling of menace as an attack helicopter, and its ex­haust note has a lovely, moaning rap that’s guaranteed to raise a young male’s pulse rate by about fifteen points. The Buick was another matter altogeth­er. The Buick, on the strength of its exteri­or appearance and its wonderful V-6 en­gine, promised everything but was really unhappy when the road got rough and twisty at the same time. The shock absorb­ers just seemed to give up. And since the engine’s performance was so far superior to that of the other two, it only took a small squirt of throttle to get oneself well and truly launched into the next corner. After about three such corners, filled with sturm und drang and flying elbows, we learned to modulate the pressure on the loud pedal.

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1985 buick regal grand national
Aaron Kiley|Car and Driver
1985 buick regal grand nationalView Photos
Aaron Kiley|Car and Driver
1985 Buick Regal Grand National
Buick’s 3.8-liter turbo V-6 is a great en­gine in search of a great car. Its perfor­mance is so good that it cries out for a more stable platform than the one offered by the Grand National. Let our technical editor describe it in greater detail:

“Although it has only three-quarters the displacement and uses the same pushrod valve gear of its competitors’ V-8 engines, the Buick motor easily outmuscles them both. The source of its power is a comput­er-controlled AiResearch T3 turbocharg­er, which is allowed to generate up to 15 psi of boost under favorable conditions. The proper fuel quantity to match the blown engine’s deep breathing is determined by the same computer, using a mass-airflow sensor and various temperature and pres­sure sensors. Each cylinder’s dose of fuel is then metered very accurately by sequen­tially firing electronic injectors. The com­puter also determines the optimal spark timing and ignites each cylinder’s charge with a high-precision, distributor-less igni­tion system. The result of this exotic tech­nology is a nice, round 200 horsepower and 300 pound-feet of torque.” Not as spectacular as the Buick’s turbo V-6, but more than ample for styling and profiling, it moves the Monte Carlo along at a pace that would have been unimaginable five years ago.

These cars are true enthusiasts’ vehicles, in that they really don’t make a lot of sense. They’re performance cars that don’t really go all that fast; flash cars with the look and the smell and the roar of race cars, but the soul of mom-and-pop sedans. But it’s as­tonishing how much fun they are. And that’s the whole point. People stare at them. They look terrific. The Buick is about perfect as automotive graphics go, but the Olds and the Monte Carlo have their own songs to sing.The Buick, though, is different. First of all, it’s a bit more expensive, and it’s so black, so sleek, that one really ought to be able to yank the door open and be stunned by a gorgeous high-tech interior, including an up-to-date package of analog instruments.

or 21 years before NASCAR started selling naming rights in 1971, its top stock-car racing championship was known as the Grand National, and the name lingered in public usage long after the series officially became the Winston Cup. Ten years later, Darrell Waltrip raced factory-backed Buick Regals to claim back-to-back championships in 1981 and ’82. So, it was in keeping with division general manager Lloyd Reuss’s thrust to move Buick’s image from a maker of cushy “doctors’ cars” to something more youthful and exciting when it unveiled the first Regal Grand National at NASCAR’s 1982 Daytona 500.

Just 215 first-year GNs were built, but then Reuss’s team launched a run of all-black Regal GN coupes that would culminate with the truly awesome ’87 GNX. “Tom Wallace was the vehicle chief,” recalls then–Buick assistant chief engineer Don Runkle, “and I had the engine side. My message to the group: ‘We have to beat the Corvette.’ ”

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Turbo Genesis
The turbo V-6 story goes all the way back to 1973 when Ken Baker, a young engineer in Buick’s test lab (he would later lead General Motors’ electric-vehicle program, then its research labs), started a Boy Scout Explorer program at the Buick engineering department. “I decided that a great project would be to turbocharge the recently revived V-6 with the capability of performance in lighter cars or fuel economy in larger cars,” he relates. “We begged, borrowed, and scrounged parts to build a dyno engine, then got a scrap Skylark and married the two. That project involved many engineers giving seminars to the [Scout] kids regarding their areas of expertise . . . and a car that was a blast to drive.”

1987 Buick GNX engineView Photos
GM Heritage Center|Car and Driver
1987 Buick GNX intercooled V-6
Future Buick boss Reuss returned from a stint at Chevrolet in 1975 as chief engineer and soon called Baker into his office. “He asked about the secret Explorer project.” Baker recalls. “I thought it was the end of my career. ‘I’ve heard about that project,’ he said. ‘Is it any good?’ I described our performance and economy goals and two weeks later was asked to head a team—with engineers Tom Wallace and Jeff Lane—to put it into production.

“Then Reuss said, ‘How about doing a turbo V-6 Indy Pace Car?’ So, we went to work on production and pace-car versions. On the final commitment day for the Indy engine, assistant chief powertrain engineer Cliff Studaker came to the dyno for a power run, and we blew the top off the air cleaner with a major backfire! When we went to Lloyd’s office and gave him the update, he said, ‘Can we do it or not?’ I said, ‘Yes!’ And the rest is history, perhaps one of the most exciting technology reaches ever in a pace car. We had that V-6 boosted to 21 psi—more than the methanol-fueled cars in the race we were pacing—running on gas with a little octane additive, and it was a hit! Dan Gurney took it for a drive on the track, and after four flat-out laps, we had to replace the tires! It was in the lobby of the Indy museum for quite a while.”

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Among the key new technologies on that 1976 Indianapolis 500 pace car’s engine were a knock sensor and pre-ignition control, “an early version of electronic spark control that helped it run at its limit without damage,” Baker explains. Rated at 165 horsepower, the turbocharged 3.8-liter V-6 first made it to production in 1978. The much hotter 200-hp Grand National would follow six years later.

The Black Arts
Other colors were considered, but the decision to make all GNs black gave them a sinister Darth Vader look. Don Hackworth, who replaced Reuss as Buick general manager in 1984, authorized a cool but controversial commercial showing a Grand National rumbling menacingly through a city at night to a Buick-ized version of the George Thorogood and the Destroyers song, “Bad to the Bone.” Buick built just 2000 copies of its ’84 Regal Grand National and 2102 for 1985—far short of demand.

1987 Buick GNXView Photos
GM Heritage Center|Car and Driver
“The next significant improvement was in 1986, when Ron Yuille and the Turbo Engine Group engineered an intercooler for the 3.8 Turbo SFI V-6,” wrote Martyn L. Schorr in his book, Buick GNX. With a new two-piece aluminum intake manifold that increased airflow by 10 percent, the engine was rated at 235 horsepower and 330 lb-ft of torque for ’86, then 245 horsepower and 355 lb-ft for ’87.

Car and Driver’s April 1986 review began: “Corvette, get outa town. Mustang, move over. Camaro, keep your back to the wall at all times. The biggest, baddest gun west of the Pecos is loose in the streets, and there’s gonna be some shootin’….” C/D clocked a 4.9-second zero-to-60-mph run, quicker than a contemporary Corvette, most U.S.-market Ferraris, and even the Lamborghini Countach. Its quarter-mile was also impressive at 13.9 seconds. But C/D’s tech team calculated that the test car’s engine was actually pumping out something like 290 horses versus the advertised 235, so it may have been tweaked by Buick engineers.

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Ed Mertz became Buick general manager in 1986, and GM’s aging rear-wheel-drive mid-sizers ceased production in 1987 to be replaced by new GM10 front-drive models for 1988. But Buick extended its Grand National build through the end of that year to satisfy demand. A total of 20,740 GNs were built for 1987 (versus 5512 in 1986). Of those, exactly 547 would be converted to GNXs.

A Big Last Hurrah
The GNX happened because then–chief engineer Dave Sharpe, advanced concepts manager Mike Doble, and project engineer Chuck Jensen badly wanted it. “Tim Logsdon, my boss at the time, pulled me into Dave’s office and said, ‘We want to build a Grand National to end all Grand Nationals to celebrate the end of its run,’ ” Doble recalls. “The original number was 200. Then we said, ‘Let’s make 500 because of the Indy 500 and the Daytona 500.’ Then, because of special dealership incentives, Mertz told me to make 547.”

1987 Buick GNXView Photos
Ron DeRiemacker|Car and Driver
Buick teamed with ASC/McLaren to build the ultra-hot GNXs to avoid disrupting normal engineering and production and worked hard to make the cars not just faster but substantially better than the ’87 GN on which they were based. The objective was to build the quickest ever GM production sedan—or, as was written in an internal presentation, “to create a limited-production Buick Grand National that achieves a memorable place in the history of high-performance automobiles, one that car collectors will want to own and that automotive writers will never forget.” Through improved engine controls, freer-flowing heads, low-restriction exhaust, and upgrades to the (Garrett AiResearch) turbocharger—including a lightweight, faster-responding ceramic turbine wheel—output was boosted to a muscular 276 horses and 360 lb-ft of torque.

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The body was stiffened, the rear suspension redesigned (with a longitudinal torque bar and a lateral Panhard rod, plus stiffer springs, shocks, and stabilizer bars), and the wheels and tires upsized to 245/50VR-16 front and 255/50VR-16 rear on special aluminum wheels (the ’87 Grand National had 15-inch wheels) to better handle that torque and improve stability. Also added were a transmission oil cooler, composite fender flares, and Stewart-Warner analog gauges (including tachometer, oil pressure, coolant temperature, and turbo boost) in a modified cluster. Functional front-fender louvers helped lower underhood temperatures; the all-black exterior was set off by bold GNX badges on the grille, decklid, and wheel centers; and each GNX got its own serial-number plaque on the passenger-side dashboard.

The original 500 GNXs were allocated to Buick’s 500 top-selling dealers (out of roughly 2700 at the time), “but well more than 500 wanted one,” said then–assistant general sales manager Darwin Clark. “And we had the Select Sixty program, where Buick dealers competed to be among our top 60. But only 47 dealers qualified for Select 60 in 1986, and Mertz promised each of them an extra GNX. Sharpe and I said, ‘How are we going to come up with 47 more?’ But ASC/McLaren was able to do it.”

1987 Buick GNXView Photos
GM Heritage Center|Car and Driver
Getting media into the GNX was a challenge. With all 547 allocated to dealers, none were available for Buick’s press fleets. So, in January 1987—before the program had final approval and well before the prototypes were fully developed—Larry Gustin (newly promoted to news-relations manager) invited key magazines one at a time to GM’s Desert Proving Ground in Arizona to spend a day with two prototypes—one for driving, the other for photography. Car and Driver (May 1987) recorded a 4.7-second zero-to-60-mph run and a 13.5-second quarter-mile at 102 mph. Mertz later agreed to surreptitiously send one production GNX to Schorr, who was then Buick’s East Coast PR rep, for Popular Mechanics and a few others to test.

When the program finally was approved and development completed, some of the dealers who got GNXs chose to keep them, while others charged premiums of as much as $20,000 over their $29,290 sticker (which was already $10,995 over the $18,295 list for a fully optioned ’87 Grand National). One reportedly sold for $75,000. But this baddest Buick Grand National was not just a hoot to drive but also hugely historically significant. The last old-school American muscle car, it was uniquely powered by a high-tech harbinger of the displacement-downsized, turbo-boosted, federal-regulations-driven, high-fuel-economy future.
base ends here

the archetypes –

Bad Boy – An overly confident loner and troublemaker who doesn’t care that they are bad. They are actually proud of it and that often attracts others.

Bounty Hunter
A skilled tracker and pursuer of individuals with bounties or rewards on their heads.

Bully – his underground ways/ his schooling days
A person who uses intimidation and aggression to gain power over others.

Career Criminal – look at the buick prompt
Someone who commits high stakes crime for a living, and is often smart and highly skilled.

Con Artist – underground ways
A skilled deceiver who manipulates and exploits others to achieve their goals, often through dishonest schemes.

Cursed Outlaw – buick prompt – more sinister
A character who lives outside the bounds of the law or society, but is burdened by a curse that complicates their life.

Destroyer
A character who brings about destruction and chaos, often driven by a desire for power or vengeance.

Gambler – his grit, brawls – not in the traditional sense
A risk-taking character who enjoys games of chance and often makes daring bets or wagers.

Jock – his past
A male athlete who is often muscular and sometimes (but not always) not very smart.

Rogue – how the GNX affects him
A clever, unpredictable, and often morally ambiguous character, known for their unconventional and deceptive ways.