GTO Shop & Restoration Manuals Gifts & Collectible

The first Pontiac GTO was an option package for the Pontiac LeMans, available with the two-door
sedan, hardtop coupe, and convertible body styles. For US$ 296, it included the 389 in³ V8 (rated
at 325 hp (242 kW) at 4800 rpm) with a single Carter AFB four-barrel carburetor and dual exhaust,
chromed valve covers and air cleaner, 7 blade clutch fan, a floor-shifted three-speed manual
transmission with Hurst shifter, stiffer springs, larger diameter front sway bar, wider wheels with
7.50 x 14 redline tires, hood scoops, and GTO badges. Optional equipment included a four-speed
manual transmission, two-speed automatic transmission, a more powerful "Tri-Power" carburation
rated at 348 hp (260 kW), metallic drum brake linings, limited slip differential, heavy-duty cooling,
ride and handling package, and the usual array of power and convenience accessories. With every
available option, the GTO cost about US$ 4,500 and weighed around 3,500 pounds (1,600 kg).

Most contemporary road tests used the more powerful Tri-Power engine and four-speed. Car Life
clocked a GTO so equipped at 0-60 miles per hour (0-97 km/h) in 6.6 seconds, through the
standing quarter mile in 14.8 seconds with a top speed of 99 miles per hour (158 km/h). Like most
testers, they criticized the slow steering, particularly without power steering, and inadequate drum
brakes, which were identical to those of the normal Tempest. Car and Driver incited controversy
when it printed that a GTO that had supposedly been tuned with the "Bobcat" kit offered by Royal
Pontiac of Royal Oak, Michigan, was clocked at a quarter mile time of 12.8 seconds and a top speed
of 112 mph (179 km/h) on racing slicks. Later reports strongly suggest that the Car and Driver
GTOs were equipped with a 421 in³ (6.9 L) engine that was optional in full-sized Pontiacs. Since
the two engines were difficult to distinguish externally, the subterfuge was not immediately
obvious. Frank Bridge's sales forecast proved inaccurate: the GTO package had sold 10,000 units
before the beginning of the 1964 calendar year, and total sales were 32,450.

Bobcat
Throughout the 1960s, Royal Pontiac, a Pontiac car dealer in Royal Oak, Michigan, offered a special
tune-up package for Pontiac 389 engines. Many were fitted to GTOs, and the components and
instructions could be purchased by mail as well as installed by the dealer. The name "Bobcat" came
from the improvised badges created for the modified cars, combining letters from the "Bonneville"
and "Catalina" nameplates. Many of the Pontiacs made available for magazine testing were equipped
with the Bobcat kit. The GTO Bobcat accelerated 0-60 in 4.6 seconds (this 0-60 time is now
equalled by the factory 2005-06 GTO with automatic transmission, fuel injection, and no
modifications).

The precise components of the kit varied but generally included pieces to modify the spark advance
of the distributor, limiting spark advance to 34-36° at no more than 3,000 rpm (advancing the
timing at high rpm for increased power), a thinner head gasket to raise compression to about 11.23:
1, a gasket to block the heat riser of the carburetor (keeping it cooler), larger carburetor jets, high-
capacity oil pump, and fiberglass shims with lock nuts to hold the hydraulic valve lifters at their
maximum point of adjustment, allowing the engine to rev higher without "floating" the valves.
Properly installed, the kit could add between 30 and 50 horsepower (20-40 kW), although it
required high-octane superpremium gasoline of over 100 octane to avoid spark knock with the
higher compression and advanced timing.

1965
40 years of GTOs: 1965 & 2005The Tempest line, including the GTO, was restyled for the 1965
model year, adding 3.1 inches (79 mm) (7.9 cm) to the overall length while retaining the same
wheelbase and interior dimensions. It sported Pontiac's characteristic vertically stacked quad
headlights. Overall weight increased about 100 pounds (45 kg). Brake lining area increased nearly
15%. The dashboard design was improved, and an optional rally gauge cluster ($86.08) added a
more legible tachometer and oil pressure gauge.

The 389 engine had revised cylinder heads with re-cored intake passages, improving breathing.
Rated power increased to 335 hp (250 kW) @ 5,000 rpm for the base 4—barrel engine; the Tri-
Power was rated 360 hp ((268 kW) @ 5,200 rpm. The Tri-Power engine had slightly less torque
than the base engine, 424 [[Foot-pound force|ft·lbf]] (574 N·m) @ 3,600 rpm versus 431 ft·lbf
(584 N·m) @ 3,200 rpm. Transmission and axle ratio choices remained the same.

The restyled GTO had a new simulated hood scoop. A rare, dealer-installed option was a metal
underhood pan and gaskets that allowed the scoop to be opened, transforming a cosmetic device
into a functional cold air intake. The scoop was low enough that its effectiveness was questionable
(it was unlikely to pick up anything but boundary layer air), but it at least admitted cooler, denser
air, and allowed more of the engine's formidable roar to escape.

Car Life tested a 1965 GTO with Tri-Power and what they considered the most desirable options
(close-ratio four-speed manual transmission, power steering, metallic brakes, rally wheels, 4.11
limited-slip differential, and Rally Gauge Cluster), with a total sticker price of US$3,643.79. With two
testers and equipment aboard, they recorded 0-60 miles per hour (0-97 km/h) in 5.8 seconds, the
standing quarter mile in 14.5 seconds with a trap speed of 100 miles per hour (160 km/h), and an
observed top speed of 114 miles per hour (182.4 km/h) at the engine's 6,000 rpm redline. Even
Motor Trend's four-barrel test car, a heavier convertible handicapped by the two-speed automatic
transmission and the lack of a limited slip differential, ran 0-60 mph in 7 seconds and through the
quarter mile in 16.1 seconds at 89 miles per hour (142.4 km/h).

Major criticisms of the GTO continued to center on its slow steering (ratio of 17.5:1, four turns lock-
to-lock) and mediocre brakes. Car Life was satisfied with the metallic brakes on its GTO, but Motor
Trend and Road Test found the standard drums with organic linings to be alarmingly inadequate in
high-speed driving.

Sales of the GTO, abetted by a formidable marketing and promotional campaign that included songs
and various merchandise, more than doubled to 75,342. It was already spawning many imitators,
both within other GM divisions and its competitors.

1966
1966 Pontiac GTO coupe seen with 1967 Rally II wheelsPontiac's intermediate line was restyled
again for 1966, gaining more curvaceous styling with kicked-up rear fender lines for a "Coke-bottle"
look, and a slightly "tunneled" backlight. The tail light featured a rare louvered cover, only seen on
the GTO. Overall length grew only fractionally, to 206.4 inches (524 cm), still on a 115 inch (292
cm) wheelbase, while width expanded to 74.4 inches (189 cm). Rear track increased one inch (2.5
cm). Overall weight remained about the same. The GTO became a separate model series, rather
than an optional performance package, with unique grille and tail lights, available as a pillared sports
coupe, a hardtop sans pillars, or a convertible. Also an automotive industry first, plastic front grilles
replaced the pot metal and aluminum versions seen on earlier years. New Strato bucket seats were
introduced with higher and thinner seat backs and contoured cushions for added comfort and
adjustable headrests were introduced as a new option. The instrument panel was redesigned and
more integrated than in previous years with the ignition switch moved from the far left of the dash
to the right of the steering wheel. Four pod instruments continued, and the GTO's dash was
highlighted by walnut veneer trim. The 1966 model year is viewed by many as the most iconic of all
GTOs because of its independent model status and because it was the last year Pontiac offered
the 389 Tri Power engine configuration.

Engine choices remained the same as the previous year. A new rare engine option was offered: the
XS engine option consisted of a factory Ram Air set up with a new 744 high lift cam. Approximately
35 factory installed Ram Air packages are believed to have been built, though 300 dealership
installed Ram Air packages are estimated to have been ordered. On paper, the package was said to
produce the same 360 hp (270 kW) as the non-Ram Air, Tri Power car, though these figures are
believed to have been grossly underestimated in order to get past GM mandates.

Sales increased to 96,946, the highest production figure for all GTO years. Although Pontiac had
strenuously promoted the GTO in advertising as the "GTO Tiger," it had become known in the
youth market as the "Goat." Pontiac management attempted to make use of the new nickname in
advertising but were vetoed by upper management, which was dismayed by its irreverent tone.

1967
Styling remained essentially unchanged for 1967, but the GTO saw several significant mechanical
changes.

A corporate policy decision banned multiple carburetors for all cars except the Chevrolet Corvette,
so the Tri-Power engine was cancelled and replaced with new quadrajet four-barrel carburetor.
Chevrolet was able to keep the tri-power set up to help with their image; the GTO was really
becoming a serious competition problem for them. To compensate, the 389 engine received a
slightly wider cylinder bore (4.12 inches, 104.7 mm) for a total displacement of 400 in³ (6.6 L).
Torque increased slightly, from 431 to 441 ft·lbf (584 to 598 N·m) for the base engine, from 424
to 438 ft·lbf (575 to 594 N·m) for the optional engine but power remained the same. Testers
found little performance difference, although the distinctive sound and fury of the Tri-Power was
missed.

Two new engines were offered. The first was an economy engine, also 400 in³ but with a two-
barrel carburetor, 8.6:1 compression, and a rating of 265 hp (198 kW) and 397 ft·lbf (538 N·m) of
torque. Offered only with an automatic, it was not well received by GTO buyers. As well as other
engines the biggest one was the 400ci. There were two models in this 6.5 liter engine the regular
one which had 335 hp (250 kW) and the HO (high output) which had 360 hp (270 kW). The HO
replaced the tripower that the GTO had the year before (268 kW) GTO. It was available only with
3.90:1 or 4.33:1 differential gearing, and its "hotter" camshaft left it with a notably lumpier idle and
less cooperative part-throttle response.

Emission controls, including an air injector system, were fitted in GTOs sold in California only.

The two-speed automatic was replaced with the three-speed Turbo-Hydramatic TH400, which was
available with any engine. When the Strato bucket seats and console were ordered, the TH was
further enhanced by the use of Hurst's Dual-Gate shifter, which permitted automatic shifting in
"Drive' or manual selection through the gears. It was generally considered an equal match for the
four-speed in most performance aspects. Meanwhile, the Tempest's inadequate drum brakes could
be replaced by optional disc brakes on the front wheels (for US$104.79, including power boost), a
vast improvement in both braking performance and fade resistance.

Hot Rod Magazine tested a 1967 Ram Air GTO with Turbo-Hydramatic and 3.90 gearing, and
obtained a quarter-mile performance of 14.51 seconds @ 98.79 miles per hour (158.99 km/h) in
pure-stock form, rising to 14.11 @ 101.23 miles per hour (162.91 km/h) with accessory drive belts
removed, new spark plugs, and a slight modification to the carburetor. Car Life's similar car ran 0-60
mph (0-97 km/h) in 6.1 seconds and the quarter in 14.5 seconds @ 102 mph (163 km/h) with
4.33 rear differential. They were critical, however, of the Ram Air's behavior and tendency to
overheat in traffic, as well as the ease with which a careless driver could exceed the 5,600 rpm
redline in top gear (which limited the car to a maximum speed of 107 mph (171 km/h) with a 4.33
axle ratio). Nor was it cheap: for performance and appointments very similar to their 1965 Tri-
Power, the price was US$4,422, a 20% increase.

Nevertheless, GTO sales remained high at 81,722.

2nd Generation

1968
GM redesigned its A-body line for 1968, with more curvaceous, "fastback" styling. The previous 115
inch (292 cm) wheelbase was shortened to 112 inches (2,800 mm) (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 rearward 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 discernible 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 from the Pontiac Le Mans. 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's
horsepower rating rose to 350 hp (261 kW) @ 5,000 rpm. At mid-year, a new Ram Air package,
known as Ram Air II, became available. It included freer-breathing cylinder heads, round port
exhaust and the 041 cam. 'Official' horsepower rating was not changed, although actual output
was likely much higher. 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.

1968 GTO Hood-mounted TachAnother 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) (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 would ultimately prove to be the second-best sales year for the
GTO).

1969

1969 Pontiac GTO JudgeThe 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 in³ V8 remained, while the 360 hp (270
kW) engine was in its last year. The 400 in³ 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, 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.

The Ram Air V was introduced in 1969. It was a special 400 block with newly designed high
compression tunnel port heads and a special high rise intake manifold. A prototype 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). Ram Air Vs were not installed in GTOs at the factory; it was available only as an
"over-the-counter" product, and most went to Pontiac racers of the time.

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
1970 Pontiac GTO Sport CoupeThe 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
vacuum actuated via an under dash lever marked "EXHAUST." The VOE was designed to reduce
exhaust back pressure 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" knob 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. Approximately
(134) 1970 GTOs were factory built with this rare option, all were "YS" 400ci 350hp/Automatics.
This particular GTO in the commercial was Palladium Silver with a Black bucket interior. It was
unusual in several respects as it also had the under-dash "RAM AIR" knob just to the right of the
VOE knob, and it sported '69 JUDGE stripes, as a few very-early '70 GTOs could be ordered with. It
also had a remote mirror, Rally II wheels, A/C, Hood Tach, and a new-for-1970 Formula steering
wheel. A few 'VOE' mufflers have been "Hand-made" for the remaining cars; this occurred in 2006
and 2007, and they were available from Walker Mufflers for a some time.

The Judge remained available as an option on GTOs. The Judge came standard with the Ram Air
III, while the Ram Air IV was optional. Though the 455 in³ 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. Of those 3,797 Judges built, only 168
were ordered in the Convertible form: RA III, RA IV and 455HO. The general consensus is that six
of the 168 built were ordered with the 1970-only D-Port 455HO 360hp engine, a no-cost option,
which explains the conflicting production figures over the years as to how many were built; 162 vs.
168. The '69/'70 'Round-Port' RA IV engine, a derivative of the '68 1/2 'Round-Port' RA II engine,
was the most exotic high-performance engine ever offered by PMD and factory-installed in a GTO
or Firebird. The 1969 version had a slight advantage as the compression ratio was @ 10:75:1 as
opposed to 10.5:1 in 1970. It is widely-known that PMD was losing $1,000 on every RA IV GTO
and Firebird built, and the RA IV engine was highly under-rated @ 370hp. Overall, only a precious
37 RA IV GTO Convertibles were built in 1970: (24) 4-Speeds and only (13) automatics. The three-
speed manual, nor A/C, was not available with the RA IV engine. The standard axle ratio was 3.90,
with the 4.33 being a low-cost option. Of the (13) '70 GTO RA IV/Auto Convertibles built, only a
precious eight received the Judge option. The GTO remained the third best-selling intermediate
musclecar, outsold only by the Chevrolet Chevelle SS 396/454 and Plymouth Road Runner.

1971
A 1971 Pontiac GTOThe 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 an across-the-board
reduction in compression ratios. The Ram Air engines did not return for 1971. The standard GTO
engine was still the 400 in³ 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
in³ 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 (250 kW) @ 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 in 1971.

1972 - 1973
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.

A very rare option was the 455 HO engine, essentially similar to that used in the Trans Am. It was
rated at 300 hp (224 kW) @ 4,000 rpm and 415 ft·lbf (562 N-m) @ 3,200 rpm, also in the new
SAE net figures. Despite its modest 8.4:1 compression, it was as strong as many earlier engines
with higher gross power ratings; yet like all other 1972-model engines, it could perform on low-
octane regular leaded, low-lead or unleaded gasolines. Only 646 cars with this engine were sold.

Sales plummeted by 45%, to 5,811. (Some sources discount the single convertible and the three
anomalous wagons, listing the total as 5,807.) Although Pontiac did not offer a production GTO
convertible in 1972, a buyer could order a LeMans Sport convertible with either of the three GTO
engines and other sporty/performance options to create a GTO in all but name. Even the GTO's
Endura bumper was offered as an option on LeMans/Sport models, with "PONTIAC" spelled out on
the driver's side grille rather than "GTO."

Once again an option package for the LeMans, the 1973 GTO shared the reskinned A-body with its
"Colonnade" hardtop styling, which eliminated true hardtop design because of the addition of a roof
pillar but retention of frameless doorwork. Rear side windows were now of a fixed design that could
not be opened and in a trianglar shape. New federal laws for 1973 demanded front bumpers
capable of withstanding 5 mile per hour (8 km/h) impacts with no damage to the body (5 mph rear
bumpers became standard in 1974). The result was the use of prominent and heavy chrome
bumpers front and rear. The overall styling of the 1973 Pontiac A-body intermediates (LeMans,
Luxury LeMans, GTO and Grand Am) was generally not well received by the car buying public.

In contrast, the Pontiac Grand Prix and Chevrolet Monte Carlo, which were also derived from the
intermediate A-body, were much better received because of their squared-off styling and formal
rooflines with vertical windows. Pontiac's sister division, Oldsmobile, received better reviews from
the automotive press and the car-buying public with the similar-bodied Cutlass.

Again, the 1973 GTO option was offered on two models including the base LeMans coupe or the
LeMans Sport Coupe. The base LeMans coupe featured a cloth-and-vinyl or all-vinyl bench seat
while the more lavish LeMans Sport Coupe had all-vinyl interiors with Strato bucket seats or a
notchback bench seat with folding armrest. The LeMans Sport Coupe also had louvered rear side
windows from the Grand Am in place of the standard triangular windows of the base LeMans.

The standard 400 in³ V8 in the 1973 GTO was further reduced in compression to 8.0:1, dropping it
to 230 hp (170 kW). The 400 engine was available with any of the three transmissions including
the standard three-speed manual, or optional four-speed or Turbo Hydra-Matic. The 455 in³ V8
remained optional but was dropped to 250 hp (186 kW) and available only with the Turbo Hydra-
Matic transmission. The 455 HO engine did not reappear, but GM initially announced the availability
of a Super Duty 455 engine (shared with the contemporary Pontiac Trans Am SD455), and several
such cars were made available for testing, impressing reviewers with their power and flexibility.
Nevertheless, the Super Duty was never actually offered for public sale in the GTO. Also, eight (8)
455SD Grand Ams were also built for testing, and eventually all were destroyed as well.

Sales dropped to 4,806, thanks in part to competition from the new Grand Am and the lack of
promotion for the GTO. By the end of the model year an emerging energy crisis quashed consumer
interest in muscle cars.

1974
Wanting to avoid internal competition with the "Euro-styled" Pontiac Grand Am, and looking for an
entry into the compact muscle market populated by the Plymouth Duster 360, Ford Maverick
Grabber and AMC Hornet X, Pontiac moved the 1974 GTO option to the compact Pontiac Ventura,
which shared its basic body shell and sheetmetal with the Chevrolet Nova. Critics dubbed it "a
Chevy Nova in drag."[citation needed]

1974 Pontiac GTOThe US$195 GTO package included a three-speed manual transmission with
Hurst floor shifter, heavy-duty suspension with front and rear anti-roll bars, a shaker hood, special
grille, mirrors, and wheels, and various GTO emblems. The only engine was the 350 in³ (5.7 L) V8
with 7.6:1 compression and a single four-barrel carburetor. It was rated at 200 hp (149 kW) @
4,400 rpm and 295 ft·lbf (400 N·m) @ 2,800 rpm. Optional transmissions included a wide-ratio four-
speed with Hurst shifter or the three-speed Turbo Hydra-Matic.

The GTO option was available in both the base Ventura and Ventura Custom lines as either a two-
door sedan or hatchback coupe. The base Ventura interior consisted of bench seats and rubber
floor mats, while the Ventura Custom had upgraded bench seats or optional Strato bucket seats
along with carpeting, cushioned steering wheel, and custom pedal trim.

Bias-belted tires were standard equipment, but a radial tuned suspension option added radial tires
along with upgraded suspension tuning for improved ride and handling.

Cars Magazine tested a 1974 GTO with the optional four-speed and obtained a 0-60 mph time of
7.7 seconds and a quarter mile reading of 15.72 seconds @ 88 mph (142 km/h).

Sales were an improvement over 1973, at 7,058, but not enough to justify continuing the model.

1975 to 1999
Pontiac had planned to offer a 1975 GTO, again based on the compact Ventura and powered by a
Pontiac-built 350 in³ V8. The Ventura and other GM compacts underwent substantial styling and
engineering changes, the latter including front and rear suspensions similar to the sporty Firebird. In
the end, however, the GTO was discontinued following a corporate decision to switch to Buick V8
engines on the 1975 Ventura line, though Pontiac V8s were continued in all other division models.

In 1975, an enterprising Pontiac dealer in the Eastern United States reportedly decided to "create"
a new GTO. Sensing that the 1974 GTO should have continued on the intermediate LeMans
platform rather than downsized to the Ventura line, this dealer advertised and sold an
undetermined number of 1975 Pontiac GTOs. These cars were factory-ordered by the dealer as
LeMans Sport Coupes equipped with the 400 or 455 in³ V8s with four-barrel carburetors, Turbo
Hydra-Matic transmissions, Strato bucket seats and console, power steering, power disc brakes,
Rally II or Honeycomb wheels, and Radial Tuned Suspension with whitewall or white-lettered radial
tires. The dealer replaced the Pontiac and LeMans nameplates with "GTO" badges inside and out.
This dealer-made 1975 GTO could be ordered with any LeMans exterior/interior combination along
with any other extra-cost options available on the regular LeMans.

In 1976, Jim Wangers reportedly presented a LeMans Sport Coupe as a new GTO Judge prototype
with a 400 in³ V8 that was painted Carousel Red to Pontiac division officials as a possible GTO revival
to supplement dramatic sales increases for the Firebird Trans Am (now accounting for 50% of
Firebird sales) for those buyers who wanted a sporty performance car but needed a roomier back
seat and larger trunk. However, division officials turned down the idea of an intermediate-sized
GTO, but the concept was considered and approved for production; not as a GTO revival, but as
the 1977 Pontiac Can Am.

During the subsequent 30 years, Pontiac considered several plans to revive the GTO nameplate,
but none came to fruition. In 1988, when Oldsmobile planned to create a 442 based on the Cutlass
Calais, Pontiac built a prototype GTO based on the Grand Am, equipped with a Quad 4 engine. The
revived 442, introduced for the 1990 model year, proved to be a low seller, leading Pontiac to
quietly cancel the GTO revival.

Japanese automaker Mitsubishi marketed a GTO coupe, although it was sold in U.S. and Canada as
the Mitsubishi 3000GT to avoid legal conflicts with Pontiac. Fans of the original GTO considered the
appropriation of a famous muscle car by a Japanese automaker to be sacrilegious, much as sports
car fans of the 1960s had been infuriated by Pontiac borrowing the name of the Ferrari racer.

2004
2004 Pontiac GTOThe Pontiac GTO was relaunched in the United States in 2004, based on the
Holden Monaro's V platform. The Monaro is a 2 door coupe variant of the Australian developed
VT/VX Holden Commodore. The Commodore was in turn developed by enlarging the European
designed 1994 Opel Omega B, which was marketed in its original form in the U.S. from 1997 to
2001 as the Cadillac Catera. The revival was prompted by former GM chairman Bob Lutz,[1] who
drove a Holden Monaro while on a business trip in Australia.

The GTO was produced by GM's Holden subsidiary in the suburb of Elizabeth, South Australia. It
was equipped with the Corvette's LS1 ('04) and LS2 ('05-'06) V8 engine with a choice of a 6-
speed manual transmission or a 4-speed automatic. The same model was sold in the United
Kingdom as the Vauxhall Monaro and in the Middle East as a Chevrolet Lumina SS. GM North
America made a deal with Holden to produce a maximum of 18,000 vehicles per year starting in late
2003 and going through to the end of the 2006 model year. The 18,000 units was the production
limit for the model at the Australian assembly plant.

GM had high expectations to sell 18,000 units, but the Monaro-based GTO received a lukewarm
reception in the U.S. In a perplexing contrast to its more modern, sportier design, the styling was
frequently derided by critics as being too "conservative" and "anonymous" to befit either the GTO
heritage or the current car's performance. In addition, the GTO faithful were further insulted by
GM's failure to present a U.S.-built car that incorporated any design lineage from the muscular icons
of the 1960s and 1970s. Given the newly revived muscle car climate, it was also overshadowed by
the Chrysler 300, the Dodge Charger, Dodge Magnum and the new Ford Mustang, which all
featured more traditional "muscle" aesthetics. Sales were also limited because of dealer tactics, such
as initially charging large markups and denying requests for test drives of the vehicle. By the end of
the year, the 2004 vehicles were selling with significant discounts. Sales were 13,569 of 15,728
cars for 2004.

To help squelch comments about the car's appearance, the hood scoops that originally were slated
for production in 2004, were pushed into production as part of an over-the-counter Sport
Appearance Package. The 2004 Sport Appearance Package also included a taller and more angular
rear spoiler as well as deeper inset grilles.

Closing out the 2004 model year was the W40 package. Rumored to be a stillborn 40th anniversary
package, it gave the buyer an exclusive paint color called Pulse Red, red GTO embroidery on the
seats, and a grey colored gauge cluster. The last 800 2004 GTOs were built with the W40 package.

2005
2005 Pontiac GTOThe 2005 model year continued with the addition of standard hood scoops, split
rear exhaust, and late in the year, optional 18 inch (45.7 cm) wheels. The major change for 2005
was the replacement of the LS1 engine with the LS2 engine. This increased power and torque in
the GTO to 400 hp (298 kW) with 400 ft·lbf (542 N·m) torque. With this improved powerplant,
Pontiac claimed the car capable of 0 to 60 mph (97 km/h) in 4.6 sec. and a 12.9 second quarter
mile @ 108 mph (automatic transmission). Car and Driver magazine tested the car at a wheel-
spinning 4.8 sec. 0-60 and 13.3 sec. @ 107 mph (172 km/h) for the quarter mile[1], so the claims
seem justified. Dashboard gauge graphics were also revised. The optional dealer installed Sport
Appearance Package became available and differed visually by having a different lower rear fascia
that sported quad chrome exhaust tips, a modified spoiler, a modified front lower fascia extension,
recessed SAP Grilles, and modified rocker panels. This package was available from GM as an
accessory in red, silver, black, or primer for other color cars. Nonetheless, production was scaled
back to 11,069, primarily because of a shortened model year. Barbados Blue and Cosmos Purple
were dropped this year, but Cyclone Grey and Midnight Blue Metallic were added. On a side note,
customers had the option to order their GTO without hood scoops, though only 24 were produced
this way.

2006
2006 Pontiac GTOFor 2006, two additional colors were added to the line up, Spice Red Metallic and
Brazen Orange Metallic, while Midnight Blue Metallic and Yellow Jacket were dropped. Revised
blacked-out tail lamps, illuminated steering wheel radio controls and an interior power door lock
switch, as well as faster power seats were also added. The climate control button for the A/C also
had the word "Defrost" added to it for the 2006 model year.

On February 21, 2006, General Motors reportedly told dealers that it would halt imports of the GTO
in September, making 2006 the last model year for the current GTO generation. This should have
come as no surprise since this generation GTO was only intended to be produced for those 3 years
from the beginning of the program.

The final production numbers of the 2006 Pontiac GTO are 13,948 cars, an increase from 11,069
from the previous model year.

The last Pontiac GTO, which was also the very last Monaro-based coupe produced, came off the
assembly line in Australia on June 14, 2006. Total production for all three years was 40,808 vehicles.