Showing posts with label Pontiac. Show all posts
Showing posts with label Pontiac. Show all posts
2011 Pontiac GTO
With 350 hp at 5200 rpm and 365 pound-feet of torque at 4000 rpm, nearly any gear in the standard six-speed manual is appropriate for sliding around SUVs and the like on two-laners; two-cog gear drops rocket you ahead of whole packs of slow-moving cars with dizzying pace.
The four-speed automatic, though it sounds a little anachronistic, is even more fitting to the big two-door's personality and barely slower. Pontiac claims The 2011 Pontiac Gto will accelerate to 60 mph in 5.3 seconds in manual-equipped versions, a tick slower with the automatic. The manual will run through the quarter-mile in 13.8 seconds at 105 mph, in the same time but 3 mph faster than the automatic. Short of a Corvette, General Motors can't offer you much else that's faster or sleeker or V-8 powered.
Pontiac Solstice
Pontiac Solstice
Origem: Wikip�dia, a enciclop�dia livre.
| Pontiac Solstice | |
 | |
| Construtor: | Pontiac |
|---|---|
| Produ��o: | 2006 � presente |
| Sucessor: | Pontiac Solstice GXP |
| Classe: | Roadster |
| Motor: | 2.4 L Ecotec LE5 I4 2.0 L Ecotec LNF I4 177 hp Turbocharged 260 hp (GXP) |
| Caixa de velocidades: | 5-velocidades Aisin AR5 manual 5-velocidades 5L40-E autom�tico |
| Dist�ncia entre os eixos (mm): | 2416 mm |
| Comprimento (mm): | 3993 mm |
| Largura (mm): | 1811 mm |
| Altura (mm): | 1273 mm |
| Peso bruto (kg): | 1305 kg |
| Dep�sito (l): | 51,5 litros |
| Modelos relacionados: | Saturn Sky Opel GT Daewoo G2X |
| Modelos similares: | Nissan 350Z Honda S2000 Mazda MX-5 Chrysler Crossfire BMW Z4 Opel GT |
| Designer: | Franz von Holzhausen, Vicki Vlachakis e Wayne Cherry |
O Pontiac Solstice � um roadster convers�vel compacto da divis�o Pontiac do grupo General Motors. Desde sua apresenta��o no Sal�o de Los Angeles de 2002 o Solstice � desejado por muitos americanos.
Come�ou sua produ��o em 2006 na cidade de Wilmington, estado do Delaware, nos EUA, onde s�o tamb�m produzidos os seus parentes pr�ximos como o Opel GT e Saturn Sky. De seu desenho inicial como conceito foram feitas algumas mudan�as, como: as lanternas, antes mais estreitas; rodas aros 18, antes 19 na frente e 20 atr�s; brake-lights e p�ra-choques. A tra��o traseira foi mantida, deixando sua condu��o mais esportiva. O Solstice usa a plataforma GM Kappa, tamb�m usados no Opel Gt e Saturn Sky.
O Solstice possui dois tipos de motores, um quatro cilindros em linha, 2,0 litros e 132 cavalos e um quatro cilindros em linha, 2,4 litros e 177 cavalos. Os dois motores Ecotec com bloco e cabe�ote de alum�nio e comandos vari�veis de v�lvulas.
O Pontiac Solstice faz uma apari��o no filme Transformers de 2007. O carro � Jazz um dos Autobots.
Fonte:http://pt.wikipedia.org/wiki/Pontiac_Solstice
Pontiac G6 Coupe, 2009
Pontiac G6 Coupe, 2009
Pontiac has announced that it is ringing in the new year with a fresh look for its best-selling line of G6 mid-size vehicles. Additional fuel-saving powertrain options, more aggressive exterior styling, and a sleek new instrument panel highlight the 2009.5 model Pontiac G6, which will begin arriving in the dealerships in January 2009.
All Pontiac G6 models, including sedans, coupes and convertibles, receive the interior upgrades. The uniquely styled Pontiac G6 GXP models will not be affected by the exterior or powertrain changes.
New Powertrain Options
For the first time, the Pontiac G6 coupe will be available with GM's fuel sipping, 164-horsepower 2.4L four-cylinder Ecotec engine. Linked to a six-speed automatic transmission, the coupe's new powertrain combo is capable of the same 33 miles per gallon fuel efficiency as the current Pontiac G6 sedan and also incorporates a new TAPshift manual shift system with steering wheel-mounted paddle controls.
In those areas where E85 ethanol-based fuel is readily available, a FlexFuel version of the 219-horsepower 3.5L V6 will be available as a no-cost alternative to the standard 3.5L engine on all body styles.
The optional 222-horsepower 3.9L V6 for the Pontiac G6 convertible remains unchanged, as does the standard 252-horsepower 3.6L V6 in all GXP models.
Sportier Exterior
Inspired by the sporty front end styling of the new Pontiac G8 performance sedan, the new G6 front fascia features chrome surrounds for the signature Pontiac dual port honeycomb grille. This same grille pattern is carried to an updated lower air dam.
Also new are a revised headlight design with clear park/turn lenses and amber lamps, body color mirrors and painted rockers on the sedan and coupe. An updated spoiler is available for base model sedans and is standard on the GT models.
New rear fascias unique to the sedan and coupe/convertible accommodate both single and dual exhaust, as well as larger diameter exhaust tips.
17-inch chrome wheel covers are now standard equipped on all four-cylinder, six-speed automatic sedans and coupes. An updated 17-inch wheel will be standard as a part of the popular Sun-and-Sound package.
Refreshed Interior
A revised center stack is the most obvious interior enhancement of the 2009.5 model Pontiac G6, sporting all new HVAC controls and an updated AM/FM/CD/MP3 radio with auxiliary audio input jack. The driver information center has moved to the gauge cluster, which has also been enhanced with new graphics and lighting.
The 2009.5 Pontiac G6 will also benefit from the integrated info-tainment opportunities in GM's optional MY LINK enhanced communication package. MY LINK integrates audio system, Bluetooth telephone, XM satellite radio and OnStar navigation functions in one simple package. It includes an upgraded USB-equipped radio system, allowing for direct control of various portable music players, plus provides a full year of both XM radio and OnStar Directions and Connections services.
Other interior changes include new dark satin nickel trim accents on the steering wheel, door panels, and shifter plate. New two-tone seats in an ebony-light taupe color combination are available in either cloth or leather for all models, offering an option to the standard ebony seats. A new optional ebony-titanium color leather seating package is also available on all GT and GXP models.
Pontiac G8 GXP, 2009
Pontiac G8 GXP, 2009
Pontiac announced the flagship of its GXP performance series, the Pontiac G8 GXP high-performance sedan, at the 2008 New York Auto Show. This 2009 model will join the Solstice, G6 and Torrent GXP models in Pontiac dealerships in late 2008. The Pontiac G8 GXP takes the G8's responsive driving experience, refined passenger environment and aggressive good looks to a new level. It also delivers an enjoyable driving experience, thanks to a 6.2L V-8 that produces in excess of 400 horsepower.
Engine performance
The heart of the Pontiac G8 GXP is the 6.2L LS3 small-block V-8, currently rated at 402 horsepower (300 kW) and 402 lb.-ft. of torque (546 Nm) pending final SAE certification. This engine is the newest member of GM's small-block V-8 family. It features a revised, larger-bore cylinder block, high-flow, L92-style cylinder heads; larger-diameter pistons; unique camshaft and camshaft timing; revised valvetrain with offset intake rocker arms; high-flow intake manifold; and high-flow fuel injectors.
The LS3 engine has an aluminum cylinder block with cast-in-place iron cylinder liners. Larger bores help create a 376-cubic-inch displacement. The block casting also features revisions and machining in the bulkheads to enhance its strength and improve bay-to-bay breathing. New pistons were designed for high-rpm performance.
New, high-flow cylinder heads aid engine breathing and are based on the large port and valve design found on the LS7 engine and other GM L76 engines. The larger-capacity, straighter intake port-design optimizes intake flow to the combustion chamber, an effect augmented by large valves, measuring 2.16 inches (55.0 mm) on the intake side and 1.59 inches (40.4 mm) on the exhaust side.
Pending final testing, the Pontiac G8 GXP is expected to deliver 0-to-60 mph performance of about 4.7 seconds, and a quarter-mile time of 13.0 seconds at 108 mph.
Six on the floor
A new six-speed Tremec TR6060 manual transmission is optional on the Pontiac G8 GXP. This next-generation manual smoothly transfers the engine's power and torque to the rear wheels with a reduction in shift throw. The transmission features a host of refinements including premium gear synchronizers; stronger gears, housing, and bell housing; a single-piece counter shaft; and machined gear teeth.
The standard Hydra-Matic six-speed 6L80 automatic transmission is technologically advanced and robust. It uses a clutch-to-clutch operation and an integrated 32-bit transmission controller to deliver smooth and precise shifts. The six-speed has a generous 6.04:1 overall ratio that enables a "steep" first-gear. The result is strong launch acceleration along with "tall" overdrive ratios that lower engine rpms for better fuel economy and reduced noise.
A 3.27 final drive ratio comes with automatic-equipped GXPs, and a 3.70 gear is matched with the manual transmission. A limited-slip differential is standard.
High-performance suspension
The Pontiac G8 GXP rides on the G8's 114.8-inch (2915 mm) wheelbase with wide front (62.7 inches / 1,592 mm) and rear (63.3 inches / 1,608 mm) tracks. The four-wheel independent suspension is fully adjustable and is tuned for the highest performance in the G8 family. The GXP's ride and handling was developed and validated on racetracks and highways around the world, including the famed N�rburgring racing circuit. It rewards the driver with sharp, immediate responses, as well as a well-balanced road feel during spirited driving.
The suspension employs a MacPherson strut design in the front and a four-link, coil-over-shock design in the rear. A direct-acting front stabilizer bar, decoupled rear stabilizer bar and lateral ball joints on the rear suspension deliver increased lateral stiffness for more responsive handling. The front suspension features fully adjustable caster, camber and toe; the rear suspension has fully adjustable camber and toe, for more precise tuning.
Steering and brakes
The steering rate for the GXP is tuned to provide immediate response with definitive driver feedback. Like the G8 sedan and GT, the GXP's steering box is located ahead of the front axle line for a quicker, more direct feel.
The Brembo braking system matches the GXP's boost in performance with an equivalent increase in stopping power. The system includes 14-inch (355 mm) vented front and 12.76-inch (324 mm) rear disc rotors, with special quad-piston alloy calipers in front. The alloy calipers on the rear brakes have single-piston actuation. The four-wheel disc brake system includes standard anti-lock brakes and traction control.
Wheels and tires
The GXP rides on 19-inch polished aluminum wheels with a special machined face. Performance-oriented summer P245/40R19 tires are standard, and a comparable all-season tire is available. Combined with the suspension and steering enhancements, this setup gives the GXP exceptional cornering grip.
Exterior styling
The Pontiac G8 GXP exhibits strong Pontiac design cues. A unique front fascia with a lower splitter and a distinctive rear fascia diffuser contribute to its sporty look. The dual-port grille, fog lamps, bold wheels and confident, wheels-at-the-corners stance are all unmistakably Pontiac traits.
Interior amenities and comfort
The Pontiac G8 GXP's interior is driver-oriented with aesthetic and tactile details like instruments with a sporty appearance that match the car's performance. Interior materials consist of satin and chrome trim and high-quality textured materials throughout. The instrument cluster glows with crisp, white light on the primary instruments. Pontiac's signature red lighting illuminates the rest of the instrument panel cluster.
Standard comfort and convenience amenities include:
* Highly bolstered two-tone sport seats with color-coordinated gauge cluster and GXP embroidery
* Leather-trimmed steering wheel and gear shifter
* Power-adjustable front seats
* Fog lamps
* Alloy sport pedals
* A 230-watt Blaupunkt audio system
* XM Satellite Radio
The seats offer firm support to hold occupants in place during aggressive cornering. The standard heated leather seats were designed to deliver excellent comfort during long drives. They are available in Ebony or an Ebony/Red two-tone.
Safety
* Maintaining the G8's tradition of a full suite of standard safety features, the Pontiac G8 GXP includes:
* Four-wheel disc brakes with ABS and traction control
* Electronic stability control
* Seat-mounted thorax air bags and dual-stage frontal air bags for front passengers, with automatic passenger sensing system
* Roof rail side-impact air bags for both seating rows
* OnStar
Engine performance
The heart of the Pontiac G8 GXP is the 6.2L LS3 small-block V-8, currently rated at 402 horsepower (300 kW) and 402 lb.-ft. of torque (546 Nm) pending final SAE certification. This engine is the newest member of GM's small-block V-8 family. It features a revised, larger-bore cylinder block, high-flow, L92-style cylinder heads; larger-diameter pistons; unique camshaft and camshaft timing; revised valvetrain with offset intake rocker arms; high-flow intake manifold; and high-flow fuel injectors.
The LS3 engine has an aluminum cylinder block with cast-in-place iron cylinder liners. Larger bores help create a 376-cubic-inch displacement. The block casting also features revisions and machining in the bulkheads to enhance its strength and improve bay-to-bay breathing. New pistons were designed for high-rpm performance.
New, high-flow cylinder heads aid engine breathing and are based on the large port and valve design found on the LS7 engine and other GM L76 engines. The larger-capacity, straighter intake port-design optimizes intake flow to the combustion chamber, an effect augmented by large valves, measuring 2.16 inches (55.0 mm) on the intake side and 1.59 inches (40.4 mm) on the exhaust side.
Pending final testing, the Pontiac G8 GXP is expected to deliver 0-to-60 mph performance of about 4.7 seconds, and a quarter-mile time of 13.0 seconds at 108 mph.
Six on the floor
A new six-speed Tremec TR6060 manual transmission is optional on the Pontiac G8 GXP. This next-generation manual smoothly transfers the engine's power and torque to the rear wheels with a reduction in shift throw. The transmission features a host of refinements including premium gear synchronizers; stronger gears, housing, and bell housing; a single-piece counter shaft; and machined gear teeth.
The standard Hydra-Matic six-speed 6L80 automatic transmission is technologically advanced and robust. It uses a clutch-to-clutch operation and an integrated 32-bit transmission controller to deliver smooth and precise shifts. The six-speed has a generous 6.04:1 overall ratio that enables a "steep" first-gear. The result is strong launch acceleration along with "tall" overdrive ratios that lower engine rpms for better fuel economy and reduced noise.
A 3.27 final drive ratio comes with automatic-equipped GXPs, and a 3.70 gear is matched with the manual transmission. A limited-slip differential is standard.
High-performance suspension
The Pontiac G8 GXP rides on the G8's 114.8-inch (2915 mm) wheelbase with wide front (62.7 inches / 1,592 mm) and rear (63.3 inches / 1,608 mm) tracks. The four-wheel independent suspension is fully adjustable and is tuned for the highest performance in the G8 family. The GXP's ride and handling was developed and validated on racetracks and highways around the world, including the famed N�rburgring racing circuit. It rewards the driver with sharp, immediate responses, as well as a well-balanced road feel during spirited driving.
The suspension employs a MacPherson strut design in the front and a four-link, coil-over-shock design in the rear. A direct-acting front stabilizer bar, decoupled rear stabilizer bar and lateral ball joints on the rear suspension deliver increased lateral stiffness for more responsive handling. The front suspension features fully adjustable caster, camber and toe; the rear suspension has fully adjustable camber and toe, for more precise tuning.
Steering and brakes
The steering rate for the GXP is tuned to provide immediate response with definitive driver feedback. Like the G8 sedan and GT, the GXP's steering box is located ahead of the front axle line for a quicker, more direct feel.
The Brembo braking system matches the GXP's boost in performance with an equivalent increase in stopping power. The system includes 14-inch (355 mm) vented front and 12.76-inch (324 mm) rear disc rotors, with special quad-piston alloy calipers in front. The alloy calipers on the rear brakes have single-piston actuation. The four-wheel disc brake system includes standard anti-lock brakes and traction control.
Wheels and tires
The GXP rides on 19-inch polished aluminum wheels with a special machined face. Performance-oriented summer P245/40R19 tires are standard, and a comparable all-season tire is available. Combined with the suspension and steering enhancements, this setup gives the GXP exceptional cornering grip.
Exterior styling
The Pontiac G8 GXP exhibits strong Pontiac design cues. A unique front fascia with a lower splitter and a distinctive rear fascia diffuser contribute to its sporty look. The dual-port grille, fog lamps, bold wheels and confident, wheels-at-the-corners stance are all unmistakably Pontiac traits.
Interior amenities and comfort
The Pontiac G8 GXP's interior is driver-oriented with aesthetic and tactile details like instruments with a sporty appearance that match the car's performance. Interior materials consist of satin and chrome trim and high-quality textured materials throughout. The instrument cluster glows with crisp, white light on the primary instruments. Pontiac's signature red lighting illuminates the rest of the instrument panel cluster.
Standard comfort and convenience amenities include:
* Highly bolstered two-tone sport seats with color-coordinated gauge cluster and GXP embroidery
* Leather-trimmed steering wheel and gear shifter
* Power-adjustable front seats
* Fog lamps
* Alloy sport pedals
* A 230-watt Blaupunkt audio system
* XM Satellite Radio
The seats offer firm support to hold occupants in place during aggressive cornering. The standard heated leather seats were designed to deliver excellent comfort during long drives. They are available in Ebony or an Ebony/Red two-tone.
Safety
* Maintaining the G8's tradition of a full suite of standard safety features, the Pontiac G8 GXP includes:
* Four-wheel disc brakes with ABS and traction control
* Electronic stability control
* Seat-mounted thorax air bags and dual-stage frontal air bags for front passengers, with automatic passenger sensing system
* Roof rail side-impact air bags for both seating rows
* OnStar
2011 Pontiac GTO pictures gallery and performance previews
2011 Pontiac GTO pictures gallery and performance previews
Latest acura cars wallpapers and reviews: http://latestcomputerss.blogspot.com/2011/05/2008-acura-tl-cars-specifications-car.html
Latest acura cars wallpapers and reviews: http://latestcomputerss.blogspot.com/2011/05/2008-acura-tl-cars-specifications-car.html
2011 Pontiac GTO pictures gallery and performance previews
2011 Pontiac GTO pictures gallery and performance previews
Latest acura cars wallpapers and reviews: http://latestcomputerss.blogspot.com/2011/05/2008-acura-tl-cars-specifications-car.html
Latest acura cars wallpapers and reviews: http://latestcomputerss.blogspot.com/2011/05/2008-acura-tl-cars-specifications-car.html
Pontiac G6 Convertible, 2009
Pontiac G6 Convertible, 2009
Pontiac has announced that it is ringing in the new year with a fresh look for its best-selling line of G6 mid-size vehicles. Additional fuel-saving powertrain options, more aggressive exterior styling, and a sleek new instrument panel highlight the 2009.5 model Pontiac G6, which will begin arriving in the dealerships in January 2009.
All Pontiac G6 models, including sedans, coupes and convertibles, receive the interior upgrades. The uniquely styled Pontiac G6 GXP models will not be affected by the exterior or powertrain changes.
New Powertrain Options
For the first time, the Pontiac G6 coupe will be available with GM's fuel sipping, 164-horsepower 2.4L four-cylinder Ecotec engine. Linked to a six-speed automatic transmission, the coupe's new powertrain combo is capable of the same 33 miles per gallon fuel efficiency as the current Pontiac G6 sedan and also incorporates a new TAPshift manual shift system with steering wheel-mounted paddle controls.
In those areas where E85 ethanol-based fuel is readily available, a FlexFuel version of the 219-horsepower 3.5L V6 will be available as a no-cost alternative to the standard 3.5L engine on all body styles.
The optional 222-horsepower 3.9L V6 for the Pontiac G6 convertible remains unchanged, as does the standard 252-horsepower 3.6L V6 in all GXP models.
Sportier Exterior
Inspired by the sporty front end styling of the new Pontiac G8 performance sedan, the new G6 front fascia features chrome surrounds for the signature Pontiac dual port honeycomb grille. This same grille pattern is carried to an updated lower air dam.
Also new are a revised headlight design with clear park/turn lenses and amber lamps, body color mirrors and painted rockers on the sedan and coupe. An updated spoiler is available for base model sedans and is standard on the GT models.
New rear fascias unique to the sedan and coupe/convertible accommodate both single and dual exhaust, as well as larger diameter exhaust tips.
17-inch chrome wheel covers are now standard equipped on all four-cylinder, six-speed automatic sedans and coupes. An updated 17-inch wheel will be standard as a part of the popular Sun-and-Sound package.
Refreshed Interior
A revised center stack is the most obvious interior enhancement of the 2009.5 model Pontiac G6, sporting all new HVAC controls and an updated AM/FM/CD/MP3 radio with auxiliary audio input jack. The driver information center has moved to the gauge cluster, which has also been enhanced with new graphics and lighting.
The 2009.5 Pontiac G6 will also benefit from the integrated info-tainment opportunities in GM's optional MY LINK enhanced communication package. MY LINK integrates audio system, Bluetooth telephone, XM satellite radio and OnStar navigation functions in one simple package. It includes an upgraded USB-equipped radio system, allowing for direct control of various portable music players, plus provides a full year of both XM radio and OnStar Directions and Connections services.
Other interior changes include new dark satin nickel trim accents on the steering wheel, door panels, and shifter plate. New two-tone seats in an ebony-light taupe color combination are available in either cloth or leather for all models, offering an option to the standard ebony seats. A new optional ebony-titanium color leather seating package is also available on all GT and GXP models.
All Pontiac G6 models, including sedans, coupes and convertibles, receive the interior upgrades. The uniquely styled Pontiac G6 GXP models will not be affected by the exterior or powertrain changes.
New Powertrain Options
For the first time, the Pontiac G6 coupe will be available with GM's fuel sipping, 164-horsepower 2.4L four-cylinder Ecotec engine. Linked to a six-speed automatic transmission, the coupe's new powertrain combo is capable of the same 33 miles per gallon fuel efficiency as the current Pontiac G6 sedan and also incorporates a new TAPshift manual shift system with steering wheel-mounted paddle controls.
In those areas where E85 ethanol-based fuel is readily available, a FlexFuel version of the 219-horsepower 3.5L V6 will be available as a no-cost alternative to the standard 3.5L engine on all body styles.
The optional 222-horsepower 3.9L V6 for the Pontiac G6 convertible remains unchanged, as does the standard 252-horsepower 3.6L V6 in all GXP models.
Sportier Exterior
Inspired by the sporty front end styling of the new Pontiac G8 performance sedan, the new G6 front fascia features chrome surrounds for the signature Pontiac dual port honeycomb grille. This same grille pattern is carried to an updated lower air dam.
Also new are a revised headlight design with clear park/turn lenses and amber lamps, body color mirrors and painted rockers on the sedan and coupe. An updated spoiler is available for base model sedans and is standard on the GT models.
New rear fascias unique to the sedan and coupe/convertible accommodate both single and dual exhaust, as well as larger diameter exhaust tips.
17-inch chrome wheel covers are now standard equipped on all four-cylinder, six-speed automatic sedans and coupes. An updated 17-inch wheel will be standard as a part of the popular Sun-and-Sound package.
Refreshed Interior
A revised center stack is the most obvious interior enhancement of the 2009.5 model Pontiac G6, sporting all new HVAC controls and an updated AM/FM/CD/MP3 radio with auxiliary audio input jack. The driver information center has moved to the gauge cluster, which has also been enhanced with new graphics and lighting.
The 2009.5 Pontiac G6 will also benefit from the integrated info-tainment opportunities in GM's optional MY LINK enhanced communication package. MY LINK integrates audio system, Bluetooth telephone, XM satellite radio and OnStar navigation functions in one simple package. It includes an upgraded USB-equipped radio system, allowing for direct control of various portable music players, plus provides a full year of both XM radio and OnStar Directions and Connections services.
Other interior changes include new dark satin nickel trim accents on the steering wheel, door panels, and shifter plate. New two-tone seats in an ebony-light taupe color combination are available in either cloth or leather for all models, offering an option to the standard ebony seats. A new optional ebony-titanium color leather seating package is also available on all GT and GXP models.
Pontiac G3, 2009
Pontiac G3, 2009
Expanding its portfolio in the rapidly growing small car segment, Pontiac announced plans to bring the sporty, five-door hatchback Pontiac G3 to U.S. showrooms early next year. When it arrives, the G3 will provide Pontiac with a total of four vehicles capable of more than 30 miles per gallon on the highway.
Already successful in Canada (as the Pontiac G3 Wave) and Mexico (as a sedan model), the Pontiac G3 offers an EPA estimated 27 mpg in the city and 34 mpg on the highway while providing the best shoulder and hip room in the segment for seating five adults.
The 2009 Pontiac G3 will join the all-new 2009 Pontiac Vibe (32 mpg) and recently enhanced 2009 versions of the G6 sedan (33 mpg) and G5 coupe (37 mpg) in Pontiac's "Over 30" club.
Generating 106 horsepower (79 kW), the Pontiac G3's 1.6L Ecotec four-cylinder engine is mated to a five-speed manual or optional four-speed automatic transmission. It will also feature an unusually rich mix of standard features for an entry-level car, including air conditioning, a CD/MP3 audio system with auxiliary input jack, fog lamps, rear spoiler, OnStar, and a host of standard safety features, including four airbags, that gain the Pontiac G3 a five-star frontal crash rating.
Interior space is optimized to comfortably seat five adults, including "theater"-style seating for rear seat passengers. The rear seats also feature a 60/40 split to offer up to 42 cubic feet of cargo space.
Already successful in Canada (as the Pontiac G3 Wave) and Mexico (as a sedan model), the Pontiac G3 offers an EPA estimated 27 mpg in the city and 34 mpg on the highway while providing the best shoulder and hip room in the segment for seating five adults.
The 2009 Pontiac G3 will join the all-new 2009 Pontiac Vibe (32 mpg) and recently enhanced 2009 versions of the G6 sedan (33 mpg) and G5 coupe (37 mpg) in Pontiac's "Over 30" club.
Generating 106 horsepower (79 kW), the Pontiac G3's 1.6L Ecotec four-cylinder engine is mated to a five-speed manual or optional four-speed automatic transmission. It will also feature an unusually rich mix of standard features for an entry-level car, including air conditioning, a CD/MP3 audio system with auxiliary input jack, fog lamps, rear spoiler, OnStar, and a host of standard safety features, including four airbags, that gain the Pontiac G3 a five-star frontal crash rating.
Interior space is optimized to comfortably seat five adults, including "theater"-style seating for rear seat passengers. The rear seats also feature a 60/40 split to offer up to 42 cubic feet of cargo space.
Pontiac GTO, 1970
Pontiac GTO, 1970
The Pontiac GTO was an automobile built by Pontiac from 1964 to 1974, and by General Motors Holden in Australia from 2003 to 2006. It is often considered the first true muscle car. From 1964 until 1973.5, it was closely related to the Pontiac Tempest, but for its final year it was based on the Pontiac Ventura. The 21st century GTO is essentially a left hand drive Holden Monaro, itself a coupe variant of the Holden Commodore.
Origins
The GTO was the brainchild of Pontiac engineer Russell Gee, an engine specialist, and Pontiac chief engineer John De Lorean. Shane Wiser was the first to think of the idea of the GTO. In early 1963, General Motors management issued an edict banning divisions from involvement in auto racing. At the time, Pontiac's advertising and marketing approach was heavily based on performance, and racing was an important component of that strategy. Jim Wangers proposed a way to retain the performance image that the division had cultivated with a new focus on street performance. It involved transforming the upcoming redesigned Tempest (which was set to revert to a conventional front-engine, front transmission, rear-wheel drive configuration) into a "Super Tempest" with the larger 389 in� (6.5 L) Pontiac V8 engine from the full-sized Pontiac Catalina and Bonneville in place of the standard 326 in� (5.3 L) Tempest V8. By promoting the big-engine Tempest as a special high-performance model, they could appeal to the speed-minded youth market (which had also been recognized by Ford Motor Company's Lee Iacocca, who was at that time preparing the Ford Mustang).
The name, which was DeLorean's idea, was inspired by the Ferrari 250 GTO, the highly successful race car. It is an acronym for Gran Turismo Omologato, Italian for homologated for racing in the GT class. The name drew protest from purists, who considered it close to sacrilege.
The GTO was technically a violation of GM policy limiting the A-body intermediate line to a maximum engine displacement of 330 in� (5.4 L). Since the GTO was an option package and not standard equipment, it could be considered to fall into a loophole in the policy. Pontiac General Manager Elliot "Pete" Estes approved the new model, although sales manager Frank Bridge, who did not believe it would find a market, insisted on limiting initial production to no more than 5,000 cars. Had the model been a failure, Estes likely would have been reprimanded. As it turned out, it was a great success.
Second generation
1968
GM redesigned its A-body line for 1968, with more curvaceous, "bustleback" fastback styling. The previous 115 inch (292 cm) wheelbase was shortened to 112 inches (284 cm) for all two-door models. Overall length was reduced 5.9 inches (150 mm) and height dropped half an inch (12 mm), but overall weight was up about 75 pounds (34 kg). Pontiac abandoned the familiar stacked headlights for hidden headlights behind the split grille (actually a US$52.66 option, but seen on many GTOs). The signature hood scoop was replaced by dual scoops on either side of a prominent hood bulge extending from the protruding nose.
A unique feature was the body-color Endura front bumper. It was designed to absorb impact without permanent deformation at low speeds. Pontiac touted this feature heavily in advertising, showing hammering at the bumper to no discernable effect. Though a rare option, a GTO could be ordered with "Endura Delete", in which case the Endura bumper would be replaced by a chrome front bumper and grille setup from the Pontiac LeMans. This model year further emphasized the curvacious "coke bottle" styling, as viewed from the side.
Powertrain options remained substantially the same as in 1967, but the standard GTO engine rose to 350 hp (261 kW) @ 5,000 rpm. At mid-year, a new Ram Air package became available with freer-breathing cylinder heads, round port exhaust and the 744 cam and 3.90:1 rear differential. Horsepower rating was not changed, although actual output was likely somewhat higher, especially with open exhausts. Another carry-over from 1967 was the 4-piston caliper disc brake option. While most 1968 models had drum brakes all around, this rare option provided greater stopping power and could be found on other GM A-Body vehicles of the same period. 1968 was also the last year the GTOs offered separate vent, or "wing", windows�and the only year for crank-operated vent windows.
Another feature was concealed windshield wipers, hidden below the rear edge of the hood. They presented a cleaner appearance and were another Pontiac first for the industry. Another popular option, actually introduced during the 1967 model year, was a hood-mounted tachometer, located in front of the windshield and lighted for visibility at night. An in-dash tachometer was also available, but the hood tachometer became something of a status symbol.
Redline bias-ply tires continued as standard equipment on the 1968 GTO, though they could be replaced by whitewall tires at no extra cost. A new option was radial tires for improved ride and handling. However, very few were delivered with the radial tires because of manufacturing problems encountered by supplier B.F. Goodrich. The radial tire option was discontinued after 1968. Pontiac did not offer radial tires as a factory option on the GTO again until the 1974 model.
Hot Rod tested a four-speed standard GTO and obtained a quarter mile reading of 14.7 seconds at 97 mph (156 km/h) in pure stock form. Motor Trend clocked a four-speed Ram Air with 4.33 rear differential at 14.45 seconds @ 98.2 mph (158.0 km/h) and a standard GTO with Turbo-Hydramatic and 3.23 gears at 15.93 seconds @ 88.3 mph (142.1 km/h). Testers were split about handling, with Hot Rod calling it "the best-balanced car [Pontiac] ever built," but Car Life chiding its excessive nose heaviness, understeer, and inadequate damping.
Now facing serious competition both within GM and from Ford, Dodge, and Plymouth�particularly the low-cost Plymouth Road Runner�the GTO won Motor Trend's Car of the Year award, and sales remained strong at 87,684 (which was the second-best sales year for the GTO).
1969
The 1969 model did not have the vent windows, had a slight grille and taillight revision, moved the ignition key from the dashboard to the steering column, and the gauge faces changed from steel blue to black. In addition, the rear quarter-panel mounted side marker lamps changed from a red lens shaped like the Pontiac "V" crest to one shaped like the broad GTO badge.
The previous economy engine and standard 350 hp 400 in� V8 remained, but the 360 hp engine was dropped in favor of a pair of new Ram Air engines. The 400 in� Ram Air III was rated at 366 hp (273 kW) @ 5,100 rpm, while the top option was the 370 hp (276 kW) Ram Air IV, which featured special header-like high-flow exhaust manifolds, high-flow cylinder heads, a specific high-rise aluminum intake manifold, larger Rochester QuadraJet four-barrel carburetor, high-lift/long-duration camshaft, forged steel crankshaft plus various internal components capable of withstanding higher engine speeds and power output. Unlike the big-block Chevy and Hemi motors, the Ram Air IV utilized hydraulic lifters. As a result, it did not overheat in traffic, nor did it foul spark plugs, which set it apart from the large-displacement performance engines seen in other muscle cars.
By this time, the gross power ratings of both Ram Air engines were highly suspect, bearing less relationship to developed horsepower and more to an internal GM policy limiting all cars except the Corvette to no more than one advertised horsepower per ten pounds of curb weight. The higher-revving Ram Air IV's advertised power peak was actually listed at 5,000 rpm�100 rpm lower than the less-powerful Ram Air III. 1969 was also the year that the Ram Air V was introduced. It was a special 400 block with newly designed high compression tunnel port heads and a special high rise intake manifold. A GTO so equipped could go 0-60 mph in 5.2 seconds, and the quarter-mile time was 11.5 seconds at 123 mph (198 km/h).
The significant event of 1969 was the launch of a new model called 'The Judge'. The Judge name came from a comedy routine, "Here Comes the Judge", used repeatedly on the "Rowan & Martin's Laugh-In TV" show. Advertisements used slogans like "All rise for The Judge" and "The Judge can be bought." As originally conceived, the Judge was to be a low-cost GTO, stripped of some gimmicks to make it competitive with the Plymouth Road Runner. During its development, however, it was decided to make it the ultimate in street performance and image. The resulting package ended up being US$337.02 more expensive than a standard GTO, and included the Ram Air III engine, styled wheels, Hurst shifter (with a unique T-shaped handle), wider tires, various decals, and a rear spoiler. Pontiac claimed that the spoiler had some functional effect at higher speeds, producing a small but measurable down force, but it was of little value at legal speeds except for style. The Judge was initially offered only in "Carousel Red," but late in the model year a variety of other colors became available.
The GTO was surpassed in sales both by the Chevrolet Chevelle SS396 and the Road Runner, but 72,287 were sold during the 1969 model year, with 6,833 of them being The Judge.
1970
The Tempest line received another facelift for the 1970 model year. Hidden headlights were deleted in favor of four exposed round headlamps outboard of narrower grille openings. The nose retained the protruding vertical prow theme, although it was less prominent. While the standard Tempest and LeMans had chrome grilles, the GTO retained the Endura urethane cover around the headlamps and grille.
The suspension was upgraded with the addition of a rear anti-roll bar, essentially the same bar as used on the Oldsmobile 442 and Buick Gran Sport. The front anti-roll bar was slightly stiffer. The result was a useful reduction in body lean in turns and a modest reduction of understeer.
Another handling-related improvement was optional variable-ratio power steering. Rather than a fixed ratio of 17.5:1, requiring four turns lock-to-lock, the new system varied its ratio from 14.6:1 to 18.9:1, needing 3.5 turns lock-to-lock. Turning diameter was reduced from 40.9 feet (12.5 m) to 37.4 feet (11.4 m).
The base engine was unchanged for 1970, but the low-compression economy engine was deleted and the Ram Air III and Ram Air IV remained available, although the latter was now a special-order option.
A new option was Pontiac's 455 engine, available now that GM had rescinded its earlier ban on intermediates with engines larger than 400. The 455, a long-stroke engine taken from the full-size Pontiac Bonneville line, was only moderately stronger than the base 400 and actually less powerful than the Ram Air III. The 455 was rated at 360 hp (268 kW) @ 4,300 rpm. Its advantage was torque: 500 ft-lbf (677 N-m) @ 2,700 rpm. A functional Ram Air scoop was available, but even so equipped, a stock 455 was less powerful than the Ram Air III. Car and Driver tested a heavily optioned 455, with a four-speed transmission and 3.31 axle and recorded a quarter mile time of 15.0 seconds with a trap speed of 96.5 mph (155.3 km/h). Car Life's Turbo-Hydramatic 455, with a 3.35 rear differential, clocked 14.76 seconds at 95.94 mph (154.40 km/h), with identical 6.6 second 0-60 mph acceleration. Both were about 3 mph (5 km/h) slower than a Ram Air III 400 four-speed, although considerably less temperamental: the Ram Air engine idled roughly and was difficult to drive at low speeds. The smaller displacement engine recorded less than 9 miles per gallon of gasoline (26.1 L/100 km), compared to 10 to 11 miles per gallon (23.5 to 21.4 L/100 km) for the 455.
A new and short-lived option for 1970 was the Vacuum Operated Exhaust (VOE), which was cable activated via an underdash lever marked "EXHAUST." The VOE was designed to reduce exhaust backpressure to increase horsepower and performance, but it also substantially increased exhaust noise. The VOE option was offered from November 1969 to January 1970. Pontiac management was ordered to cancel the VOE option by GM's upper management following a TV commercial for the GTO that aired during Super Bowl IV on CBS January 11, 1970. In that commercial, entitled "The Humbler," which was broadcast only that one time, a young man pulled up in a new GTO to a drive-in restaurant with dramatic music and exhaust noise in the background, pulling the "EXHAUST" button to activate the VOE and then left the drive-in to do some street racing. That particular commercial was also cancelled by order of GM management.
The Judge remained available as a separate model. The Judge came standard with the Ram Air III, while the Ram Air IV was optional. Though the 455 in� was available as an option on the standard GTO throughout the entire model year, the 455 was not offered on The Judge until late in the year. "Orbit Orange" became the new standard color for the '70 Judge, but any GTO color was available on The Judge. Striping was relocated to the upper wheelwell brows.
An Orbit Orange 1970 GTO Judge with the 455 engine and Turbo Hydra-Matic transmission was one of the featured cars in the movie "Two-Lane Blacktop", which depicted a cross-country race between the new GTO and a 1955 Chevrolet Bel Air.
The new styling did little to help declining sales, which were now being hit by sagging buyer interest in all musclecars and by the punitive surcharges levied by automobile insurance companies, which sometimes resulted in insurance payments higher than car payments for some drivers. Sales were down to 40,149, of which 3,797 were The Judge. The GTO remained the third best-selling intermediate musclecar, outsold by the Chevrolet Chevelle SS 396/454 and Plymouth Road Runner.
1971
The 1971 GTO had another modest facelift, this time with wire-mesh grilles, horizontal bumper bars on either side of the grille opening, more closely spaced headlamps, and a new hood with the dual scoops relocated to the leading edge, not far above the grille. Overall length grew slightly to 203.3 inches (516 cm).
A new corporate edict, aimed at preparing GM for no-lead gasoline, forced a cross-the-board reduction in compression ratios. The Ram Air engines did not return for 1971. The standard GTO engine was still the 400 in� V8, but now with 8.2:1 compression. Power was rated at 300 hp (223 kW) @ 4,800 rpm and torque at 400 ft-lbf (542 N-m) @ 3,600 rpm. An engine option was the 455 in� V8 with four-barrel carburetor, 8.4 to 1 compression ratio and 325 hp (242 kW), only available with the automatic transmission. The top GTO engine for 1971 was the new 455 HO with 8.4 compression, rated at 335 hp @ 4,800 rpm and 480 ft-lbf (650 N-m) @ 3,600 rpm.
Motor Trend tested a 1971 GTO with the 455, four-speed transmission, and 3.90 axle, and obtained a 0-60 mph time of 6.1 seconds and a quarter mile acceleration of 13.4 seconds at 102 mph (164 km/h).
The Judge returned for a final year, now with the 455 HO as standard equipment. Only 374 were sold before The Judge was discontinued in February 1971, including 17 convertibles�today the rarest of all GTOs.
Only 10,532 GTOs were sold were sold in 1971.
1972
In 1972, the GTO reverted from a separate model line to a US$353.88 option package for the LeMans and LeMans Sport coupes. On the base LeMans line, the GTO package could be had with either the low-priced pillared coupe or hardtop coupe. Both models came standard with cloth and vinyl or all-vinyl bench seats and rubber floor mats on the pillared coupe and carpeting on the hardtop, creating a lower-priced GTO. The LeMans Sport, offered only as a hardtop coupe, came with Strato bucket seats upholstered in vinyl, along with carpeting on floor and lower door panels, vinyl door-pull straps, custom pedal trim and cushioned steering wheel, much like GTOs of previous years. Other optional equipment was similar to 1971 and earlier models. Planned for 1972 as a GTO option was the ducktail rear spoiler from the Pontiac Firebird, but after a few cars were built with that option, it was cancelled. Rally II and honeycomb wheels were optional on all GTOs, with the honeycombs now featuring red Pontiac arrowhead emblems on the center caps, while the Rally IIs continued with the same caps as before, with the letters "PMD" (for Pontiac Motor Division).
Horsepower, now rated in SAE net terms, was down further, to 250 hp (186 kW) @ 4,400 rpm and 325 ft-lbf (440 N-m) @ 3,200 rpm torque for the base 400 engine. The optional 455 had the same rated horsepower (although at a peak of 3,600 rpm), but substantially more torque. Most of the drop was attributable to the new rating system (which now reflected an engine in as-installed condition with mufflers, accessories, and standard intake). The engines were relatively little changed from 1971.
Origins
The GTO was the brainchild of Pontiac engineer Russell Gee, an engine specialist, and Pontiac chief engineer John De Lorean. Shane Wiser was the first to think of the idea of the GTO. In early 1963, General Motors management issued an edict banning divisions from involvement in auto racing. At the time, Pontiac's advertising and marketing approach was heavily based on performance, and racing was an important component of that strategy. Jim Wangers proposed a way to retain the performance image that the division had cultivated with a new focus on street performance. It involved transforming the upcoming redesigned Tempest (which was set to revert to a conventional front-engine, front transmission, rear-wheel drive configuration) into a "Super Tempest" with the larger 389 in� (6.5 L) Pontiac V8 engine from the full-sized Pontiac Catalina and Bonneville in place of the standard 326 in� (5.3 L) Tempest V8. By promoting the big-engine Tempest as a special high-performance model, they could appeal to the speed-minded youth market (which had also been recognized by Ford Motor Company's Lee Iacocca, who was at that time preparing the Ford Mustang).
The name, which was DeLorean's idea, was inspired by the Ferrari 250 GTO, the highly successful race car. It is an acronym for Gran Turismo Omologato, Italian for homologated for racing in the GT class. The name drew protest from purists, who considered it close to sacrilege.
The GTO was technically a violation of GM policy limiting the A-body intermediate line to a maximum engine displacement of 330 in� (5.4 L). Since the GTO was an option package and not standard equipment, it could be considered to fall into a loophole in the policy. Pontiac General Manager Elliot "Pete" Estes approved the new model, although sales manager Frank Bridge, who did not believe it would find a market, insisted on limiting initial production to no more than 5,000 cars. Had the model been a failure, Estes likely would have been reprimanded. As it turned out, it was a great success.
Second generation
1968
GM redesigned its A-body line for 1968, with more curvaceous, "bustleback" fastback styling. The previous 115 inch (292 cm) wheelbase was shortened to 112 inches (284 cm) for all two-door models. Overall length was reduced 5.9 inches (150 mm) and height dropped half an inch (12 mm), but overall weight was up about 75 pounds (34 kg). Pontiac abandoned the familiar stacked headlights for hidden headlights behind the split grille (actually a US$52.66 option, but seen on many GTOs). The signature hood scoop was replaced by dual scoops on either side of a prominent hood bulge extending from the protruding nose.
A unique feature was the body-color Endura front bumper. It was designed to absorb impact without permanent deformation at low speeds. Pontiac touted this feature heavily in advertising, showing hammering at the bumper to no discernable effect. Though a rare option, a GTO could be ordered with "Endura Delete", in which case the Endura bumper would be replaced by a chrome front bumper and grille setup from the Pontiac LeMans. This model year further emphasized the curvacious "coke bottle" styling, as viewed from the side.
Powertrain options remained substantially the same as in 1967, but the standard GTO engine rose to 350 hp (261 kW) @ 5,000 rpm. At mid-year, a new Ram Air package became available with freer-breathing cylinder heads, round port exhaust and the 744 cam and 3.90:1 rear differential. Horsepower rating was not changed, although actual output was likely somewhat higher, especially with open exhausts. Another carry-over from 1967 was the 4-piston caliper disc brake option. While most 1968 models had drum brakes all around, this rare option provided greater stopping power and could be found on other GM A-Body vehicles of the same period. 1968 was also the last year the GTOs offered separate vent, or "wing", windows�and the only year for crank-operated vent windows.
Another feature was concealed windshield wipers, hidden below the rear edge of the hood. They presented a cleaner appearance and were another Pontiac first for the industry. Another popular option, actually introduced during the 1967 model year, was a hood-mounted tachometer, located in front of the windshield and lighted for visibility at night. An in-dash tachometer was also available, but the hood tachometer became something of a status symbol.
Redline bias-ply tires continued as standard equipment on the 1968 GTO, though they could be replaced by whitewall tires at no extra cost. A new option was radial tires for improved ride and handling. However, very few were delivered with the radial tires because of manufacturing problems encountered by supplier B.F. Goodrich. The radial tire option was discontinued after 1968. Pontiac did not offer radial tires as a factory option on the GTO again until the 1974 model.
Hot Rod tested a four-speed standard GTO and obtained a quarter mile reading of 14.7 seconds at 97 mph (156 km/h) in pure stock form. Motor Trend clocked a four-speed Ram Air with 4.33 rear differential at 14.45 seconds @ 98.2 mph (158.0 km/h) and a standard GTO with Turbo-Hydramatic and 3.23 gears at 15.93 seconds @ 88.3 mph (142.1 km/h). Testers were split about handling, with Hot Rod calling it "the best-balanced car [Pontiac] ever built," but Car Life chiding its excessive nose heaviness, understeer, and inadequate damping.
Now facing serious competition both within GM and from Ford, Dodge, and Plymouth�particularly the low-cost Plymouth Road Runner�the GTO won Motor Trend's Car of the Year award, and sales remained strong at 87,684 (which was the second-best sales year for the GTO).
1969
The 1969 model did not have the vent windows, had a slight grille and taillight revision, moved the ignition key from the dashboard to the steering column, and the gauge faces changed from steel blue to black. In addition, the rear quarter-panel mounted side marker lamps changed from a red lens shaped like the Pontiac "V" crest to one shaped like the broad GTO badge.
The previous economy engine and standard 350 hp 400 in� V8 remained, but the 360 hp engine was dropped in favor of a pair of new Ram Air engines. The 400 in� Ram Air III was rated at 366 hp (273 kW) @ 5,100 rpm, while the top option was the 370 hp (276 kW) Ram Air IV, which featured special header-like high-flow exhaust manifolds, high-flow cylinder heads, a specific high-rise aluminum intake manifold, larger Rochester QuadraJet four-barrel carburetor, high-lift/long-duration camshaft, forged steel crankshaft plus various internal components capable of withstanding higher engine speeds and power output. Unlike the big-block Chevy and Hemi motors, the Ram Air IV utilized hydraulic lifters. As a result, it did not overheat in traffic, nor did it foul spark plugs, which set it apart from the large-displacement performance engines seen in other muscle cars.
By this time, the gross power ratings of both Ram Air engines were highly suspect, bearing less relationship to developed horsepower and more to an internal GM policy limiting all cars except the Corvette to no more than one advertised horsepower per ten pounds of curb weight. The higher-revving Ram Air IV's advertised power peak was actually listed at 5,000 rpm�100 rpm lower than the less-powerful Ram Air III. 1969 was also the year that the Ram Air V was introduced. It was a special 400 block with newly designed high compression tunnel port heads and a special high rise intake manifold. A GTO so equipped could go 0-60 mph in 5.2 seconds, and the quarter-mile time was 11.5 seconds at 123 mph (198 km/h).
The significant event of 1969 was the launch of a new model called 'The Judge'. The Judge name came from a comedy routine, "Here Comes the Judge", used repeatedly on the "Rowan & Martin's Laugh-In TV" show. Advertisements used slogans like "All rise for The Judge" and "The Judge can be bought." As originally conceived, the Judge was to be a low-cost GTO, stripped of some gimmicks to make it competitive with the Plymouth Road Runner. During its development, however, it was decided to make it the ultimate in street performance and image. The resulting package ended up being US$337.02 more expensive than a standard GTO, and included the Ram Air III engine, styled wheels, Hurst shifter (with a unique T-shaped handle), wider tires, various decals, and a rear spoiler. Pontiac claimed that the spoiler had some functional effect at higher speeds, producing a small but measurable down force, but it was of little value at legal speeds except for style. The Judge was initially offered only in "Carousel Red," but late in the model year a variety of other colors became available.
The GTO was surpassed in sales both by the Chevrolet Chevelle SS396 and the Road Runner, but 72,287 were sold during the 1969 model year, with 6,833 of them being The Judge.
1970
The Tempest line received another facelift for the 1970 model year. Hidden headlights were deleted in favor of four exposed round headlamps outboard of narrower grille openings. The nose retained the protruding vertical prow theme, although it was less prominent. While the standard Tempest and LeMans had chrome grilles, the GTO retained the Endura urethane cover around the headlamps and grille.
The suspension was upgraded with the addition of a rear anti-roll bar, essentially the same bar as used on the Oldsmobile 442 and Buick Gran Sport. The front anti-roll bar was slightly stiffer. The result was a useful reduction in body lean in turns and a modest reduction of understeer.
Another handling-related improvement was optional variable-ratio power steering. Rather than a fixed ratio of 17.5:1, requiring four turns lock-to-lock, the new system varied its ratio from 14.6:1 to 18.9:1, needing 3.5 turns lock-to-lock. Turning diameter was reduced from 40.9 feet (12.5 m) to 37.4 feet (11.4 m).
The base engine was unchanged for 1970, but the low-compression economy engine was deleted and the Ram Air III and Ram Air IV remained available, although the latter was now a special-order option.
A new option was Pontiac's 455 engine, available now that GM had rescinded its earlier ban on intermediates with engines larger than 400. The 455, a long-stroke engine taken from the full-size Pontiac Bonneville line, was only moderately stronger than the base 400 and actually less powerful than the Ram Air III. The 455 was rated at 360 hp (268 kW) @ 4,300 rpm. Its advantage was torque: 500 ft-lbf (677 N-m) @ 2,700 rpm. A functional Ram Air scoop was available, but even so equipped, a stock 455 was less powerful than the Ram Air III. Car and Driver tested a heavily optioned 455, with a four-speed transmission and 3.31 axle and recorded a quarter mile time of 15.0 seconds with a trap speed of 96.5 mph (155.3 km/h). Car Life's Turbo-Hydramatic 455, with a 3.35 rear differential, clocked 14.76 seconds at 95.94 mph (154.40 km/h), with identical 6.6 second 0-60 mph acceleration. Both were about 3 mph (5 km/h) slower than a Ram Air III 400 four-speed, although considerably less temperamental: the Ram Air engine idled roughly and was difficult to drive at low speeds. The smaller displacement engine recorded less than 9 miles per gallon of gasoline (26.1 L/100 km), compared to 10 to 11 miles per gallon (23.5 to 21.4 L/100 km) for the 455.
A new and short-lived option for 1970 was the Vacuum Operated Exhaust (VOE), which was cable activated via an underdash lever marked "EXHAUST." The VOE was designed to reduce exhaust backpressure to increase horsepower and performance, but it also substantially increased exhaust noise. The VOE option was offered from November 1969 to January 1970. Pontiac management was ordered to cancel the VOE option by GM's upper management following a TV commercial for the GTO that aired during Super Bowl IV on CBS January 11, 1970. In that commercial, entitled "The Humbler," which was broadcast only that one time, a young man pulled up in a new GTO to a drive-in restaurant with dramatic music and exhaust noise in the background, pulling the "EXHAUST" button to activate the VOE and then left the drive-in to do some street racing. That particular commercial was also cancelled by order of GM management.
The Judge remained available as a separate model. The Judge came standard with the Ram Air III, while the Ram Air IV was optional. Though the 455 in� was available as an option on the standard GTO throughout the entire model year, the 455 was not offered on The Judge until late in the year. "Orbit Orange" became the new standard color for the '70 Judge, but any GTO color was available on The Judge. Striping was relocated to the upper wheelwell brows.
An Orbit Orange 1970 GTO Judge with the 455 engine and Turbo Hydra-Matic transmission was one of the featured cars in the movie "Two-Lane Blacktop", which depicted a cross-country race between the new GTO and a 1955 Chevrolet Bel Air.
The new styling did little to help declining sales, which were now being hit by sagging buyer interest in all musclecars and by the punitive surcharges levied by automobile insurance companies, which sometimes resulted in insurance payments higher than car payments for some drivers. Sales were down to 40,149, of which 3,797 were The Judge. The GTO remained the third best-selling intermediate musclecar, outsold by the Chevrolet Chevelle SS 396/454 and Plymouth Road Runner.
1971
The 1971 GTO had another modest facelift, this time with wire-mesh grilles, horizontal bumper bars on either side of the grille opening, more closely spaced headlamps, and a new hood with the dual scoops relocated to the leading edge, not far above the grille. Overall length grew slightly to 203.3 inches (516 cm).
A new corporate edict, aimed at preparing GM for no-lead gasoline, forced a cross-the-board reduction in compression ratios. The Ram Air engines did not return for 1971. The standard GTO engine was still the 400 in� V8, but now with 8.2:1 compression. Power was rated at 300 hp (223 kW) @ 4,800 rpm and torque at 400 ft-lbf (542 N-m) @ 3,600 rpm. An engine option was the 455 in� V8 with four-barrel carburetor, 8.4 to 1 compression ratio and 325 hp (242 kW), only available with the automatic transmission. The top GTO engine for 1971 was the new 455 HO with 8.4 compression, rated at 335 hp @ 4,800 rpm and 480 ft-lbf (650 N-m) @ 3,600 rpm.
Motor Trend tested a 1971 GTO with the 455, four-speed transmission, and 3.90 axle, and obtained a 0-60 mph time of 6.1 seconds and a quarter mile acceleration of 13.4 seconds at 102 mph (164 km/h).
The Judge returned for a final year, now with the 455 HO as standard equipment. Only 374 were sold before The Judge was discontinued in February 1971, including 17 convertibles�today the rarest of all GTOs.
Only 10,532 GTOs were sold were sold in 1971.
1972
In 1972, the GTO reverted from a separate model line to a US$353.88 option package for the LeMans and LeMans Sport coupes. On the base LeMans line, the GTO package could be had with either the low-priced pillared coupe or hardtop coupe. Both models came standard with cloth and vinyl or all-vinyl bench seats and rubber floor mats on the pillared coupe and carpeting on the hardtop, creating a lower-priced GTO. The LeMans Sport, offered only as a hardtop coupe, came with Strato bucket seats upholstered in vinyl, along with carpeting on floor and lower door panels, vinyl door-pull straps, custom pedal trim and cushioned steering wheel, much like GTOs of previous years. Other optional equipment was similar to 1971 and earlier models. Planned for 1972 as a GTO option was the ducktail rear spoiler from the Pontiac Firebird, but after a few cars were built with that option, it was cancelled. Rally II and honeycomb wheels were optional on all GTOs, with the honeycombs now featuring red Pontiac arrowhead emblems on the center caps, while the Rally IIs continued with the same caps as before, with the letters "PMD" (for Pontiac Motor Division).
Horsepower, now rated in SAE net terms, was down further, to 250 hp (186 kW) @ 4,400 rpm and 325 ft-lbf (440 N-m) @ 3,200 rpm torque for the base 400 engine. The optional 455 had the same rated horsepower (although at a peak of 3,600 rpm), but substantially more torque. Most of the drop was attributable to the new rating system (which now reflected an engine in as-installed condition with mufflers, accessories, and standard intake). The engines were relatively little changed from 1971.
Pontiac GTO, 1968
Pontiac GTO, 1968
The Pontiac GTO was an automobile built by Pontiac from 1964 to 1974, and by General Motors Holden in Australia from 2003 to 2006. It is often considered the first true muscle car. From 1964 until 1973.5, it was closely related to the Pontiac Tempest, but for its final year it was based on the Pontiac Ventura. The 21st century GTO is essentially a left hand drive Holden Monaro, itself a coupe variant of the Holden Commodore.
Origins
The GTO was the brainchild of Pontiac engineer Russell Gee, an engine specialist, and Pontiac chief engineer John De Lorean. Shane Wiser was the first to think of the idea of the GTO. In early 1963, General Motors management issued an edict banning divisions from involvement in auto racing. At the time, Pontiac's advertising and marketing approach was heavily based on performance, and racing was an important component of that strategy. Jim Wangers proposed a way to retain the performance image that the division had cultivated with a new focus on street performance. It involved transforming the upcoming redesigned Tempest (which was set to revert to a conventional front-engine, front transmission, rear-wheel drive configuration) into a "Super Tempest" with the larger 389 in� (6.5 L) Pontiac V8 engine from the full-sized Pontiac Catalina and Bonneville in place of the standard 326 in� (5.3 L) Tempest V8. By promoting the big-engine Tempest as a special high-performance model, they could appeal to the speed-minded youth market (which had also been recognized by Ford Motor Company's Lee Iacocca, who was at that time preparing the Ford Mustang).
The name, which was DeLorean's idea, was inspired by the Ferrari 250 GTO, the highly successful race car. It is an acronym for Gran Turismo Omologato, Italian for homologated for racing in the GT class. The name drew protest from purists, who considered it close to sacrilege.
The GTO was technically a violation of GM policy limiting the A-body intermediate line to a maximum engine displacement of 330 in� (5.4 L). Since the GTO was an option package and not standard equipment, it could be considered to fall into a loophole in the policy. Pontiac General Manager Elliot "Pete" Estes approved the new model, although sales manager Frank Bridge, who did not believe it would find a market, insisted on limiting initial production to no more than 5,000 cars. Had the model been a failure, Estes likely would have been reprimanded. As it turned out, it was a great success.
Second generation
1968
GM redesigned its A-body line for 1968, with more curvaceous, "bustleback" fastback styling. The previous 115 inch (292 cm) wheelbase was shortened to 112 inches (284 cm) for all two-door models. Overall length was reduced 5.9 inches (150 mm) and height dropped half an inch (12 mm), but overall weight was up about 75 pounds (34 kg). Pontiac abandoned the familiar stacked headlights for hidden headlights behind the split grille (actually a US$52.66 option, but seen on many GTOs). The signature hood scoop was replaced by dual scoops on either side of a prominent hood bulge extending from the protruding nose.
A unique feature was the body-color Endura front bumper. It was designed to absorb impact without permanent deformation at low speeds. Pontiac touted this feature heavily in advertising, showing hammering at the bumper to no discernable effect. Though a rare option, a GTO could be ordered with "Endura Delete", in which case the Endura bumper would be replaced by a chrome front bumper and grille setup from the Pontiac LeMans. This model year further emphasized the curvacious "coke bottle" styling, as viewed from the side.
Powertrain options remained substantially the same as in 1967, but the standard GTO engine rose to 350 hp (261 kW) @ 5,000 rpm. At mid-year, a new Ram Air package became available with freer-breathing cylinder heads, round port exhaust and the 744 cam and 3.90:1 rear differential. Horsepower rating was not changed, although actual output was likely somewhat higher, especially with open exhausts. Another carry-over from 1967 was the 4-piston caliper disc brake option. While most 1968 models had drum brakes all around, this rare option provided greater stopping power and could be found on other GM A-Body vehicles of the same period. 1968 was also the last year the GTOs offered separate vent, or "wing", windows�and the only year for crank-operated vent windows.
Another feature was concealed windshield wipers, hidden below the rear edge of the hood. They presented a cleaner appearance and were another Pontiac first for the industry. Another popular option, actually introduced during the 1967 model year, was a hood-mounted tachometer, located in front of the windshield and lighted for visibility at night. An in-dash tachometer was also available, but the hood tachometer became something of a status symbol.
Redline bias-ply tires continued as standard equipment on the 1968 GTO, though they could be replaced by whitewall tires at no extra cost. A new option was radial tires for improved ride and handling. However, very few were delivered with the radial tires because of manufacturing problems encountered by supplier B.F. Goodrich. The radial tire option was discontinued after 1968. Pontiac did not offer radial tires as a factory option on the GTO again until the 1974 model.
Hot Rod tested a four-speed standard GTO and obtained a quarter mile reading of 14.7 seconds at 97 mph (156 km/h) in pure stock form. Motor Trend clocked a four-speed Ram Air with 4.33 rear differential at 14.45 seconds @ 98.2 mph (158.0 km/h) and a standard GTO with Turbo-Hydramatic and 3.23 gears at 15.93 seconds @ 88.3 mph (142.1 km/h). Testers were split about handling, with Hot Rod calling it "the best-balanced car [Pontiac] ever built," but Car Life chiding its excessive nose heaviness, understeer, and inadequate damping.
Now facing serious competition both within GM and from Ford, Dodge, and Plymouth�particularly the low-cost Plymouth Road Runner�the GTO won Motor Trend's Car of the Year award, and sales remained strong at 87,684 (which was the second-best sales year for the GTO).
1969
The 1969 model did not have the vent windows, had a slight grille and taillight revision, moved the ignition key from the dashboard to the steering column, and the gauge faces changed from steel blue to black. In addition, the rear quarter-panel mounted side marker lamps changed from a red lens shaped like the Pontiac "V" crest to one shaped like the broad GTO badge.
The previous economy engine and standard 350 hp 400 in� V8 remained, but the 360 hp engine was dropped in favor of a pair of new Ram Air engines. The 400 in� Ram Air III was rated at 366 hp (273 kW) @ 5,100 rpm, while the top option was the 370 hp (276 kW) Ram Air IV, which featured special header-like high-flow exhaust manifolds, high-flow cylinder heads, a specific high-rise aluminum intake manifold, larger Rochester QuadraJet four-barrel carburetor, high-lift/long-duration camshaft, forged steel crankshaft plus various internal components capable of withstanding higher engine speeds and power output. Unlike the big-block Chevy and Hemi motors, the Ram Air IV utilized hydraulic lifters. As a result, it did not overheat in traffic, nor did it foul spark plugs, which set it apart from the large-displacement performance engines seen in other muscle cars.
By this time, the gross power ratings of both Ram Air engines were highly suspect, bearing less relationship to developed horsepower and more to an internal GM policy limiting all cars except the Corvette to no more than one advertised horsepower per ten pounds of curb weight. The higher-revving Ram Air IV's advertised power peak was actually listed at 5,000 rpm�100 rpm lower than the less-powerful Ram Air III. 1969 was also the year that the Ram Air V was introduced. It was a special 400 block with newly designed high compression tunnel port heads and a special high rise intake manifold. A GTO so equipped could go 0-60 mph in 5.2 seconds, and the quarter-mile time was 11.5 seconds at 123 mph (198 km/h).
The significant event of 1969 was the launch of a new model called 'The Judge'. The Judge name came from a comedy routine, "Here Comes the Judge", used repeatedly on the "Rowan & Martin's Laugh-In TV" show. Advertisements used slogans like "All rise for The Judge" and "The Judge can be bought." As originally conceived, the Judge was to be a low-cost GTO, stripped of some gimmicks to make it competitive with the Plymouth Road Runner. During its development, however, it was decided to make it the ultimate in street performance and image. The resulting package ended up being US$337.02 more expensive than a standard GTO, and included the Ram Air III engine, styled wheels, Hurst shifter (with a unique T-shaped handle), wider tires, various decals, and a rear spoiler. Pontiac claimed that the spoiler had some functional effect at higher speeds, producing a small but measurable down force, but it was of little value at legal speeds except for style. The Judge was initially offered only in "Carousel Red," but late in the model year a variety of other colors became available.
The GTO was surpassed in sales both by the Chevrolet Chevelle SS396 and the Road Runner, but 72,287 were sold during the 1969 model year, with 6,833 of them being The Judge.
1970
The Tempest line received another facelift for the 1970 model year. Hidden headlights were deleted in favor of four exposed round headlamps outboard of narrower grille openings. The nose retained the protruding vertical prow theme, although it was less prominent. While the standard Tempest and LeMans had chrome grilles, the GTO retained the Endura urethane cover around the headlamps and grille.
The suspension was upgraded with the addition of a rear anti-roll bar, essentially the same bar as used on the Oldsmobile 442 and Buick Gran Sport. The front anti-roll bar was slightly stiffer. The result was a useful reduction in body lean in turns and a modest reduction of understeer.
Another handling-related improvement was optional variable-ratio power steering. Rather than a fixed ratio of 17.5:1, requiring four turns lock-to-lock, the new system varied its ratio from 14.6:1 to 18.9:1, needing 3.5 turns lock-to-lock. Turning diameter was reduced from 40.9 feet (12.5 m) to 37.4 feet (11.4 m).
The base engine was unchanged for 1970, but the low-compression economy engine was deleted and the Ram Air III and Ram Air IV remained available, although the latter was now a special-order option.
A new option was Pontiac's 455 engine, available now that GM had rescinded its earlier ban on intermediates with engines larger than 400. The 455, a long-stroke engine taken from the full-size Pontiac Bonneville line, was only moderately stronger than the base 400 and actually less powerful than the Ram Air III. The 455 was rated at 360 hp (268 kW) @ 4,300 rpm. Its advantage was torque: 500 ft-lbf (677 N-m) @ 2,700 rpm. A functional Ram Air scoop was available, but even so equipped, a stock 455 was less powerful than the Ram Air III. Car and Driver tested a heavily optioned 455, with a four-speed transmission and 3.31 axle and recorded a quarter mile time of 15.0 seconds with a trap speed of 96.5 mph (155.3 km/h). Car Life's Turbo-Hydramatic 455, with a 3.35 rear differential, clocked 14.76 seconds at 95.94 mph (154.40 km/h), with identical 6.6 second 0-60 mph acceleration. Both were about 3 mph (5 km/h) slower than a Ram Air III 400 four-speed, although considerably less temperamental: the Ram Air engine idled roughly and was difficult to drive at low speeds. The smaller displacement engine recorded less than 9 miles per gallon of gasoline (26.1 L/100 km), compared to 10 to 11 miles per gallon (23.5 to 21.4 L/100 km) for the 455.
A new and short-lived option for 1970 was the Vacuum Operated Exhaust (VOE), which was cable activated via an underdash lever marked "EXHAUST." The VOE was designed to reduce exhaust backpressure to increase horsepower and performance, but it also substantially increased exhaust noise. The VOE option was offered from November 1969 to January 1970. Pontiac management was ordered to cancel the VOE option by GM's upper management following a TV commercial for the GTO that aired during Super Bowl IV on CBS January 11, 1970. In that commercial, entitled "The Humbler," which was broadcast only that one time, a young man pulled up in a new GTO to a drive-in restaurant with dramatic music and exhaust noise in the background, pulling the "EXHAUST" button to activate the VOE and then left the drive-in to do some street racing. That particular commercial was also cancelled by order of GM management.
The Judge remained available as a separate model. The Judge came standard with the Ram Air III, while the Ram Air IV was optional. Though the 455 in� was available as an option on the standard GTO throughout the entire model year, the 455 was not offered on The Judge until late in the year. "Orbit Orange" became the new standard color for the '70 Judge, but any GTO color was available on The Judge. Striping was relocated to the upper wheelwell brows.
An Orbit Orange 1970 GTO Judge with the 455 engine and Turbo Hydra-Matic transmission was one of the featured cars in the movie "Two-Lane Blacktop", which depicted a cross-country race between the new GTO and a 1955 Chevrolet Bel Air.
The new styling did little to help declining sales, which were now being hit by sagging buyer interest in all musclecars and by the punitive surcharges levied by automobile insurance companies, which sometimes resulted in insurance payments higher than car payments for some drivers. Sales were down to 40,149, of which 3,797 were The Judge. The GTO remained the third best-selling intermediate musclecar, outsold by the Chevrolet Chevelle SS 396/454 and Plymouth Road Runner.
1971
The 1971 GTO had another modest facelift, this time with wire-mesh grilles, horizontal bumper bars on either side of the grille opening, more closely spaced headlamps, and a new hood with the dual scoops relocated to the leading edge, not far above the grille. Overall length grew slightly to 203.3 inches (516 cm).
A new corporate edict, aimed at preparing GM for no-lead gasoline, forced a cross-the-board reduction in compression ratios. The Ram Air engines did not return for 1971. The standard GTO engine was still the 400 in� V8, but now with 8.2:1 compression. Power was rated at 300 hp (223 kW) @ 4,800 rpm and torque at 400 ft-lbf (542 N-m) @ 3,600 rpm. An engine option was the 455 in� V8 with four-barrel carburetor, 8.4 to 1 compression ratio and 325 hp (242 kW), only available with the automatic transmission. The top GTO engine for 1971 was the new 455 HO with 8.4 compression, rated at 335 hp @ 4,800 rpm and 480 ft-lbf (650 N-m) @ 3,600 rpm.
Motor Trend tested a 1971 GTO with the 455, four-speed transmission, and 3.90 axle, and obtained a 0-60 mph time of 6.1 seconds and a quarter mile acceleration of 13.4 seconds at 102 mph (164 km/h).
The Judge returned for a final year, now with the 455 HO as standard equipment. Only 374 were sold before The Judge was discontinued in February 1971, including 17 convertibles�today the rarest of all GTOs.
Only 10,532 GTOs were sold were sold in 1971.
1972
In 1972, the GTO reverted from a separate model line to a US$353.88 option package for the LeMans and LeMans Sport coupes. On the base LeMans line, the GTO package could be had with either the low-priced pillared coupe or hardtop coupe. Both models came standard with cloth and vinyl or all-vinyl bench seats and rubber floor mats on the pillared coupe and carpeting on the hardtop, creating a lower-priced GTO. The LeMans Sport, offered only as a hardtop coupe, came with Strato bucket seats upholstered in vinyl, along with carpeting on floor and lower door panels, vinyl door-pull straps, custom pedal trim and cushioned steering wheel, much like GTOs of previous years. Other optional equipment was similar to 1971 and earlier models. Planned for 1972 as a GTO option was the ducktail rear spoiler from the Pontiac Firebird, but after a few cars were built with that option, it was cancelled. Rally II and honeycomb wheels were optional on all GTOs, with the honeycombs now featuring red Pontiac arrowhead emblems on the center caps, while the Rally IIs continued with the same caps as before, with the letters "PMD" (for Pontiac Motor Division).
Horsepower, now rated in SAE net terms, was down further, to 250 hp (186 kW) @ 4,400 rpm and 325 ft-lbf (440 N-m) @ 3,200 rpm torque for the base 400 engine. The optional 455 had the same rated horsepower (although at a peak of 3,600 rpm), but substantially more torque. Most of the drop was attributable to the new rating system (which now reflected an engine in as-installed condition with mufflers, accessories, and standard intake). The engines were relatively little changed from 1971.
Origins
The GTO was the brainchild of Pontiac engineer Russell Gee, an engine specialist, and Pontiac chief engineer John De Lorean. Shane Wiser was the first to think of the idea of the GTO. In early 1963, General Motors management issued an edict banning divisions from involvement in auto racing. At the time, Pontiac's advertising and marketing approach was heavily based on performance, and racing was an important component of that strategy. Jim Wangers proposed a way to retain the performance image that the division had cultivated with a new focus on street performance. It involved transforming the upcoming redesigned Tempest (which was set to revert to a conventional front-engine, front transmission, rear-wheel drive configuration) into a "Super Tempest" with the larger 389 in� (6.5 L) Pontiac V8 engine from the full-sized Pontiac Catalina and Bonneville in place of the standard 326 in� (5.3 L) Tempest V8. By promoting the big-engine Tempest as a special high-performance model, they could appeal to the speed-minded youth market (which had also been recognized by Ford Motor Company's Lee Iacocca, who was at that time preparing the Ford Mustang).
The name, which was DeLorean's idea, was inspired by the Ferrari 250 GTO, the highly successful race car. It is an acronym for Gran Turismo Omologato, Italian for homologated for racing in the GT class. The name drew protest from purists, who considered it close to sacrilege.
The GTO was technically a violation of GM policy limiting the A-body intermediate line to a maximum engine displacement of 330 in� (5.4 L). Since the GTO was an option package and not standard equipment, it could be considered to fall into a loophole in the policy. Pontiac General Manager Elliot "Pete" Estes approved the new model, although sales manager Frank Bridge, who did not believe it would find a market, insisted on limiting initial production to no more than 5,000 cars. Had the model been a failure, Estes likely would have been reprimanded. As it turned out, it was a great success.
Second generation
1968
GM redesigned its A-body line for 1968, with more curvaceous, "bustleback" fastback styling. The previous 115 inch (292 cm) wheelbase was shortened to 112 inches (284 cm) for all two-door models. Overall length was reduced 5.9 inches (150 mm) and height dropped half an inch (12 mm), but overall weight was up about 75 pounds (34 kg). Pontiac abandoned the familiar stacked headlights for hidden headlights behind the split grille (actually a US$52.66 option, but seen on many GTOs). The signature hood scoop was replaced by dual scoops on either side of a prominent hood bulge extending from the protruding nose.
A unique feature was the body-color Endura front bumper. It was designed to absorb impact without permanent deformation at low speeds. Pontiac touted this feature heavily in advertising, showing hammering at the bumper to no discernable effect. Though a rare option, a GTO could be ordered with "Endura Delete", in which case the Endura bumper would be replaced by a chrome front bumper and grille setup from the Pontiac LeMans. This model year further emphasized the curvacious "coke bottle" styling, as viewed from the side.
Powertrain options remained substantially the same as in 1967, but the standard GTO engine rose to 350 hp (261 kW) @ 5,000 rpm. At mid-year, a new Ram Air package became available with freer-breathing cylinder heads, round port exhaust and the 744 cam and 3.90:1 rear differential. Horsepower rating was not changed, although actual output was likely somewhat higher, especially with open exhausts. Another carry-over from 1967 was the 4-piston caliper disc brake option. While most 1968 models had drum brakes all around, this rare option provided greater stopping power and could be found on other GM A-Body vehicles of the same period. 1968 was also the last year the GTOs offered separate vent, or "wing", windows�and the only year for crank-operated vent windows.
Another feature was concealed windshield wipers, hidden below the rear edge of the hood. They presented a cleaner appearance and were another Pontiac first for the industry. Another popular option, actually introduced during the 1967 model year, was a hood-mounted tachometer, located in front of the windshield and lighted for visibility at night. An in-dash tachometer was also available, but the hood tachometer became something of a status symbol.
Redline bias-ply tires continued as standard equipment on the 1968 GTO, though they could be replaced by whitewall tires at no extra cost. A new option was radial tires for improved ride and handling. However, very few were delivered with the radial tires because of manufacturing problems encountered by supplier B.F. Goodrich. The radial tire option was discontinued after 1968. Pontiac did not offer radial tires as a factory option on the GTO again until the 1974 model.
Hot Rod tested a four-speed standard GTO and obtained a quarter mile reading of 14.7 seconds at 97 mph (156 km/h) in pure stock form. Motor Trend clocked a four-speed Ram Air with 4.33 rear differential at 14.45 seconds @ 98.2 mph (158.0 km/h) and a standard GTO with Turbo-Hydramatic and 3.23 gears at 15.93 seconds @ 88.3 mph (142.1 km/h). Testers were split about handling, with Hot Rod calling it "the best-balanced car [Pontiac] ever built," but Car Life chiding its excessive nose heaviness, understeer, and inadequate damping.
Now facing serious competition both within GM and from Ford, Dodge, and Plymouth�particularly the low-cost Plymouth Road Runner�the GTO won Motor Trend's Car of the Year award, and sales remained strong at 87,684 (which was the second-best sales year for the GTO).
1969
The 1969 model did not have the vent windows, had a slight grille and taillight revision, moved the ignition key from the dashboard to the steering column, and the gauge faces changed from steel blue to black. In addition, the rear quarter-panel mounted side marker lamps changed from a red lens shaped like the Pontiac "V" crest to one shaped like the broad GTO badge.
The previous economy engine and standard 350 hp 400 in� V8 remained, but the 360 hp engine was dropped in favor of a pair of new Ram Air engines. The 400 in� Ram Air III was rated at 366 hp (273 kW) @ 5,100 rpm, while the top option was the 370 hp (276 kW) Ram Air IV, which featured special header-like high-flow exhaust manifolds, high-flow cylinder heads, a specific high-rise aluminum intake manifold, larger Rochester QuadraJet four-barrel carburetor, high-lift/long-duration camshaft, forged steel crankshaft plus various internal components capable of withstanding higher engine speeds and power output. Unlike the big-block Chevy and Hemi motors, the Ram Air IV utilized hydraulic lifters. As a result, it did not overheat in traffic, nor did it foul spark plugs, which set it apart from the large-displacement performance engines seen in other muscle cars.
By this time, the gross power ratings of both Ram Air engines were highly suspect, bearing less relationship to developed horsepower and more to an internal GM policy limiting all cars except the Corvette to no more than one advertised horsepower per ten pounds of curb weight. The higher-revving Ram Air IV's advertised power peak was actually listed at 5,000 rpm�100 rpm lower than the less-powerful Ram Air III. 1969 was also the year that the Ram Air V was introduced. It was a special 400 block with newly designed high compression tunnel port heads and a special high rise intake manifold. A GTO so equipped could go 0-60 mph in 5.2 seconds, and the quarter-mile time was 11.5 seconds at 123 mph (198 km/h).
The significant event of 1969 was the launch of a new model called 'The Judge'. The Judge name came from a comedy routine, "Here Comes the Judge", used repeatedly on the "Rowan & Martin's Laugh-In TV" show. Advertisements used slogans like "All rise for The Judge" and "The Judge can be bought." As originally conceived, the Judge was to be a low-cost GTO, stripped of some gimmicks to make it competitive with the Plymouth Road Runner. During its development, however, it was decided to make it the ultimate in street performance and image. The resulting package ended up being US$337.02 more expensive than a standard GTO, and included the Ram Air III engine, styled wheels, Hurst shifter (with a unique T-shaped handle), wider tires, various decals, and a rear spoiler. Pontiac claimed that the spoiler had some functional effect at higher speeds, producing a small but measurable down force, but it was of little value at legal speeds except for style. The Judge was initially offered only in "Carousel Red," but late in the model year a variety of other colors became available.
The GTO was surpassed in sales both by the Chevrolet Chevelle SS396 and the Road Runner, but 72,287 were sold during the 1969 model year, with 6,833 of them being The Judge.
1970
The Tempest line received another facelift for the 1970 model year. Hidden headlights were deleted in favor of four exposed round headlamps outboard of narrower grille openings. The nose retained the protruding vertical prow theme, although it was less prominent. While the standard Tempest and LeMans had chrome grilles, the GTO retained the Endura urethane cover around the headlamps and grille.
The suspension was upgraded with the addition of a rear anti-roll bar, essentially the same bar as used on the Oldsmobile 442 and Buick Gran Sport. The front anti-roll bar was slightly stiffer. The result was a useful reduction in body lean in turns and a modest reduction of understeer.
Another handling-related improvement was optional variable-ratio power steering. Rather than a fixed ratio of 17.5:1, requiring four turns lock-to-lock, the new system varied its ratio from 14.6:1 to 18.9:1, needing 3.5 turns lock-to-lock. Turning diameter was reduced from 40.9 feet (12.5 m) to 37.4 feet (11.4 m).
The base engine was unchanged for 1970, but the low-compression economy engine was deleted and the Ram Air III and Ram Air IV remained available, although the latter was now a special-order option.
A new option was Pontiac's 455 engine, available now that GM had rescinded its earlier ban on intermediates with engines larger than 400. The 455, a long-stroke engine taken from the full-size Pontiac Bonneville line, was only moderately stronger than the base 400 and actually less powerful than the Ram Air III. The 455 was rated at 360 hp (268 kW) @ 4,300 rpm. Its advantage was torque: 500 ft-lbf (677 N-m) @ 2,700 rpm. A functional Ram Air scoop was available, but even so equipped, a stock 455 was less powerful than the Ram Air III. Car and Driver tested a heavily optioned 455, with a four-speed transmission and 3.31 axle and recorded a quarter mile time of 15.0 seconds with a trap speed of 96.5 mph (155.3 km/h). Car Life's Turbo-Hydramatic 455, with a 3.35 rear differential, clocked 14.76 seconds at 95.94 mph (154.40 km/h), with identical 6.6 second 0-60 mph acceleration. Both were about 3 mph (5 km/h) slower than a Ram Air III 400 four-speed, although considerably less temperamental: the Ram Air engine idled roughly and was difficult to drive at low speeds. The smaller displacement engine recorded less than 9 miles per gallon of gasoline (26.1 L/100 km), compared to 10 to 11 miles per gallon (23.5 to 21.4 L/100 km) for the 455.
A new and short-lived option for 1970 was the Vacuum Operated Exhaust (VOE), which was cable activated via an underdash lever marked "EXHAUST." The VOE was designed to reduce exhaust backpressure to increase horsepower and performance, but it also substantially increased exhaust noise. The VOE option was offered from November 1969 to January 1970. Pontiac management was ordered to cancel the VOE option by GM's upper management following a TV commercial for the GTO that aired during Super Bowl IV on CBS January 11, 1970. In that commercial, entitled "The Humbler," which was broadcast only that one time, a young man pulled up in a new GTO to a drive-in restaurant with dramatic music and exhaust noise in the background, pulling the "EXHAUST" button to activate the VOE and then left the drive-in to do some street racing. That particular commercial was also cancelled by order of GM management.
The Judge remained available as a separate model. The Judge came standard with the Ram Air III, while the Ram Air IV was optional. Though the 455 in� was available as an option on the standard GTO throughout the entire model year, the 455 was not offered on The Judge until late in the year. "Orbit Orange" became the new standard color for the '70 Judge, but any GTO color was available on The Judge. Striping was relocated to the upper wheelwell brows.
An Orbit Orange 1970 GTO Judge with the 455 engine and Turbo Hydra-Matic transmission was one of the featured cars in the movie "Two-Lane Blacktop", which depicted a cross-country race between the new GTO and a 1955 Chevrolet Bel Air.
The new styling did little to help declining sales, which were now being hit by sagging buyer interest in all musclecars and by the punitive surcharges levied by automobile insurance companies, which sometimes resulted in insurance payments higher than car payments for some drivers. Sales were down to 40,149, of which 3,797 were The Judge. The GTO remained the third best-selling intermediate musclecar, outsold by the Chevrolet Chevelle SS 396/454 and Plymouth Road Runner.
1971
The 1971 GTO had another modest facelift, this time with wire-mesh grilles, horizontal bumper bars on either side of the grille opening, more closely spaced headlamps, and a new hood with the dual scoops relocated to the leading edge, not far above the grille. Overall length grew slightly to 203.3 inches (516 cm).
A new corporate edict, aimed at preparing GM for no-lead gasoline, forced a cross-the-board reduction in compression ratios. The Ram Air engines did not return for 1971. The standard GTO engine was still the 400 in� V8, but now with 8.2:1 compression. Power was rated at 300 hp (223 kW) @ 4,800 rpm and torque at 400 ft-lbf (542 N-m) @ 3,600 rpm. An engine option was the 455 in� V8 with four-barrel carburetor, 8.4 to 1 compression ratio and 325 hp (242 kW), only available with the automatic transmission. The top GTO engine for 1971 was the new 455 HO with 8.4 compression, rated at 335 hp @ 4,800 rpm and 480 ft-lbf (650 N-m) @ 3,600 rpm.
Motor Trend tested a 1971 GTO with the 455, four-speed transmission, and 3.90 axle, and obtained a 0-60 mph time of 6.1 seconds and a quarter mile acceleration of 13.4 seconds at 102 mph (164 km/h).
The Judge returned for a final year, now with the 455 HO as standard equipment. Only 374 were sold before The Judge was discontinued in February 1971, including 17 convertibles�today the rarest of all GTOs.
Only 10,532 GTOs were sold were sold in 1971.
1972
In 1972, the GTO reverted from a separate model line to a US$353.88 option package for the LeMans and LeMans Sport coupes. On the base LeMans line, the GTO package could be had with either the low-priced pillared coupe or hardtop coupe. Both models came standard with cloth and vinyl or all-vinyl bench seats and rubber floor mats on the pillared coupe and carpeting on the hardtop, creating a lower-priced GTO. The LeMans Sport, offered only as a hardtop coupe, came with Strato bucket seats upholstered in vinyl, along with carpeting on floor and lower door panels, vinyl door-pull straps, custom pedal trim and cushioned steering wheel, much like GTOs of previous years. Other optional equipment was similar to 1971 and earlier models. Planned for 1972 as a GTO option was the ducktail rear spoiler from the Pontiac Firebird, but after a few cars were built with that option, it was cancelled. Rally II and honeycomb wheels were optional on all GTOs, with the honeycombs now featuring red Pontiac arrowhead emblems on the center caps, while the Rally IIs continued with the same caps as before, with the letters "PMD" (for Pontiac Motor Division).
Horsepower, now rated in SAE net terms, was down further, to 250 hp (186 kW) @ 4,400 rpm and 325 ft-lbf (440 N-m) @ 3,200 rpm torque for the base 400 engine. The optional 455 had the same rated horsepower (although at a peak of 3,600 rpm), but substantially more torque. Most of the drop was attributable to the new rating system (which now reflected an engine in as-installed condition with mufflers, accessories, and standard intake). The engines were relatively little changed from 1971.
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