Where Is the Ecu Located in a 2004 Pontiac Grand Prix

Motor fomite

Pontiac GTO
Pontiac GTO (1966 and 1969)
Overview
Manufacturer	Pontiac (GM) 1963–1974 Holden (GM) 2003–2006
Production	1963[1]–1974 2003–2006
Body and chassis
Socio-economic class	Mid-size brawn car 1963–1973 Compact 1974 Mid-sized railcar 2003–2006
Layout	Movement-engine, rear-wheel-drive
Chronology
Predecessor	Pontiac Tempest Pontiac Firebird

The Pontiac GTO is an automobile that was manufactured away American automaker Pontiac from 1963 to 1974 for the 1964 to 1974 mannikin years, and by GM's subsidiary Holden in Australia for the 2004 to 2006 model years.

The first generation of the GTO is credited as popularizing the muscleman car market segment in the 1960s.^{[2] [3]} The Pontiac GTO is considered by some to have started the trend with all four domestic automakers offering a variety of competing models.^{[4] [5]}

For the 1964 and 1965 model years, the GTO was an optional package on the intermediate-sized Pontiac LeMans. The 1964 GTO vehicle identification number (VIN) started with 82, while the 1965 GTO VIN started with 237. The GTO became a separate modelling from 1966 to 1971 (VIN 242...). IT became an facultative software system again for the 1972 and 1973 intermediate LeMans. For 1974, the GTO was an optional trim package on the compact-sorted Ventura.

The GTO was elect as the Motor Trend Car of the Yr in 1968.

The GTO poser was revived from 2004 to 2006 model years as a captive import for Pontiac, a left-hand drive version of the Holden Monaro, itself a coupé variant of the Holden Commodore.

Origins [edit]

In young 1963, General Motors' management banned divisions from involvement in auto racing. This followed the 1957 voluntary ban on automobile racing that was instituted by the Automobile Manufacturers Association.^[6] By the early 1960s, Pontiac's advertising and selling approach was hard based on performance. With G's ban on factory-sponsored racing, Pontiac's managers began to emphasize street performance.

In his autobiography Glory Years, Pontiac chief selling manager Jim Wangers, WHO worked for the division's contract advertising and public relations agency, states that John DeLorean, Bill Collins, and Russ Gee were responsible for the GTO's creation. It involved transforming the upcoming second-contemporaries Pontiac Storm (which reverted to a conventional front-railway locomotive with front transmittance configuration) into a sporty car, with a larger 389 cu in (6.4 L) Pontiac V8 engine from the full-sized Pontiac Catalina and Bonneville in place of the standard 326 cu in (5.3 L) V8. By promoting the big-engine alternative A a uncommon high-performance model, they could appeal to the youth market (which had too been recognized by Ford Motor Company's Robert E. Lee Iacocca, who was at that time preparing the Ford Mustang variate of the irregular generation Ford Falcon compact).

The GTO disregarded GM's policy limiting the A-body intermediate line of reasoning to a maximum engine shift of 330 cu in (5.4 L). The development team discovered a loophole in the policy which does non restrict large engines to be offered As an option.^[1] Pontiac general manager Elliot "Pete" Estes authorized the rising framework with sales handler Frank Bridge deck limiting initial production to 5,000 cars.

Name [edit]

The name, which was DeLorean's idea, was inspired by the Ferrari 250 GTO, the successful race car. It is an Italian abbreviation for Gran Turismo Omologato ("grand tourer homologated"), which means officially credentialed for racing in the grand tourer year.^[1] The Pontiac GTO was never secure every bit a Grand Tourist run off cable car.

First propagation [edit]

Motor vehicle

First generation
Overview
Product	1964–1967
Assembly	U.S.: John Charles Fremont, California Baltimore, Maryland Pontiac, Michigan Kansas City, Missouri Framingham, Massachusetts
Body and chassis
Body style	2-room access convertible security 2-door hardtop 2-door coupé
Weapons platform	A-personify
Related	Pontiac Tempest Pontiac LeMans Oldsmobile Cutlass Chevrolet Chevelle Buick Unscheduled
Powertrain
Engine	389 cu in (6.4 L) Pontiac V8 400 cu in (6.6 L) Pontiac V8
Transmission system	3-speed manual 4-speed manual 2-speed automatic 3-rush automatic
Dimensions
Wheelbase	115.0 in (2,921 mm)[7]
Length	206.4 in (5,243 mm)
Width	74.4 in (1,890 mm)

1964 [edit]

The ordinal Pontiac GTO was available as an selection package for the Pontiac LeMans, available in coupé, hardtop, and convertible organic structure styles. The US$295 package (equivalent to $2,460 in 2020) included a 389 cu in (6.4 L) V8 rated at 325 hp (242 kW) at 4,800 rev with a single Carter AFB four-barrel carburettor and dual exhaust pipes, chromed valve covers and air cleaner, seven-blade clutch fan, a floor-shifted three-speed hand-operated transmitting with a Hurst sceneshifter, stiffer springs, bigger diameter front sway banish, wider wheels with 7.50 × 14 redline tires, hoodlum scoops, and GTO badges. Optional equipment included a quaternity-speed blue-collar transmission, Super Turbine 300 two-speed automatic drive, a more powerful engine with "Tri-Power" carburetion (three two-barrel Rochester 2G carburetors) rated at 348 bhp (260 kW), bronze drum brake linings,^[7] limited-slip quality, heavy-duty chilling, ride and handling computer software atomic number 3 wellspring as a tach mounted in the far right dial on the dash.^[8] Some limited power features were available, as well as other accessories. With all forthcoming option, the GTO monetary value about $4,500 (same to $37,550 in 2020) and weighed around 3,500 lb (1,600 kg).

Most contemporary touring tests by the automotive press so much as Car Lifetime criticized the slow steering, particularly without power steering, and inadequate bone up brakes, which were same to those of the normal Tempest. Frank Bridge's initial sales forecast of 5,000 units proved inaccurate: the GTO package's total sales amounted to 32,450 units.

1965 [cut]

1965 Pontiac GTO convertible

The Tempest model line aweigh, including the GTO, was restyled for the 1965 model year, adding 3.1 inches (79 mm) to the overall distance while retaining the same wheelbase and interior dimensions. It had Pontiac's characteristic vertically stacked quad headlights. General system of weights was increased by about 100 lb (45 kilo). The Pteridium aquilinu lining area multiplied by nearly 15%. Industrial shocks were standard, as was a stronger front antisway prevention. The splashboard contrive was transformed, and an nonmandatory rally gauge cluster (US$86.08) added a many legible tachometer and oil coerce gauge. An additive pick was a breakerless transistor ignition.

The 389 cubic inches engines received revised cylinder heads with re-cored intake passages and high rise intake manifolds, improving airflow to the engine. Rated power increased to 335 hp (250 kW) at 5,000 rpm for the base four-gun barrel engine; the Tri-Power engine was directly rated 360 hp (270 kW) at 5,200 rpm. The 'S'-cammed Tri-Power engine had slimly less peak torque rating than the base engine 424 lb⋅foot (575 N⋅m) at 3,600 revolutions per minute as compared to 431 pound⋅ft (584 N⋅m) at 3,200 revolutions per minute. Transmission and axle ratio choices remained the same. The three-speed manual was standard, while two four-speed manual of arms transmissions (wide or close ratio) and a two-pelt along automatic transmission system were elective.^[9]

The restyled car had a new simulated hood scoop. A seldom seen dealer-installed option consisted of a metal underhood pan and gaskets to open the scoop, making IT a frozen aviation intake. The scoop was low enough that its effectiveness was questionable (it was unconvincing to pick up anything but boundary layer line), but IT allowed an enhanced engine sound. Another exterior change was the calamitous "egg-crate" grille.

Car Life proven 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-up differential, and "Rally" gauge cluster), with a total sticker Leontyne Price of The States$3,643.79. With two testers and equipment aboard, they recorded a 0–60 miles per time of day (0–97 km/h) acceleration time of 5.8 seconds, the vertical quarter-mile in 14.5 seconds with a trap speed of 100 miles per hour (160 kilometres per hour), and an observed top belt along of 114 miles per hour (182.4 km/h) at the locomotive engine's 6,000 rpm redline. A four-barrel Motor Trend test car, a heavier convertible handicapped by the two-rush automatic drive and the lack of a qualified-steal away differential, ran 0–60 miles per hour in 7 seconds and done the quarter-mile in 16.1 seconds at 89 mph (142.4 km/h).^{[ citation needed ]}

Leading criticisms of the GTO continued to gist on its slow steering (ratio of 17.5:1, four turns lock-to-lock) and subpar brakes. Car Life was satisfied with the metallic brakes along its GTO, but Motor Trend and Road Test found the four-wheel mug up brakes with organic linings to be alarmingly inadequate in high-velocity energetic.

Gross revenue of the GTO, abetted by a selling and promotional campaign that included songs and diverse merchandise, more than doubled to 75,342. Information technology spawned many imitators, both within other Gramme divisions and its competitors.

1966 [edit out]

1966 Pontiac GTO hardtop coupe

The GTO became a removed Pontiac model (model number 242) in 1966, instead of being an "choice package" on the Storm LeMans. The stallion GM "A" body second-year line was restyled that year, gaining more than curvaceous styling with kicked-up stern fender lines for a "Coke-bottle" look, and a slightly "tunneled" backlight. The tail light featured a louvered cover, only seen on the GTO. Overall distance grew entirely fractionally, to 206.4 in (5,243 mm), still on a 115 in (2,921 mm) wheelbase, while width expanded to 74.4 in (1,890 mm). Rear cover increased one inch (2.5 cm). Overall weight remained about the same. The GTO was available as a pillared coupe, a hardtop (without B-pillars), and a convertible. An automotive industry first was a plastic front grille that replaced the heap metal and aluminium versions used in earlier years. Late Strato bucket seats were introduced with high and thinner seat backs and contoured cushions for added consolation and adaptable headrests were introduced atomic number 3 a new option.^[10] The control panel was redesigned and more integrated than in premature years with the ignition tack moved from the far left of the dash to the right of the steering roll. Four pod instruments continued, and the GTO's scoot was highlighted aside walnut veneer trim.

Engine and carburettor choices remained the same as the previous year, except the Tri-Power option was out of print middle-model year. A refreshing engine was offered that saw few takers: the XS option consisted of a factory Ram Air readiness up with a new 744 high lift Cam. Approximately 35 factory-installed Ram Air packages are believed to take in been made-up, though 300 franchise-installed Force Air packages are estimated to have been ordered.

Sales increased to 96,946, the highest output figure for all GTO years. Although Pontiac had strenuously promoted the GTO in advertising arsenic the "GTO Panthera tigris," it had become known in the youth market as the "goat."^[11]

1967 [delete]

The GTO underwent a few styling changes in 1967. The fin-covered taillights were replaced with octonary tail lights, four on each side. Rally II wheels with colored lug nuts were also available in 1967. The GTO emblems located on the back part of the fenders were moved to the chromium-plate rocker panels. The grille was changed from a purely split grille to one that divided up some chrome.

The 1967 GTO was forthcoming in three body styles:

• Hardtop – 65,176 produced
• Convertible – 9,517 produced
• Sports coupe – 7,029 produced

The GTO also saw individual mechanical changes in 1967. The Tri-Power carburetion system was replaced with a single 4-cask Rochester Quadrajet carburettor. The 389 atomic number 29 in (6.4 L) locomotive received a larger cylinder bore 4.12 in (104.6 millimetre) for a total displacement of 400 Cu in (6.6 L) V8, which was available in three models: economy, standard, and high output. The economic system engine put-upon a two-barrel carburetor rather than the Rochester Quadrajet and was rated at 265 H.P. (198 kW) at 4,400 revolutions per minute and 397 pound⋅ft (538 N⋅m) at 3,400 rpm. The canonic engine was rated at 335 hp (250 kW) at 5,000 rpm; and the highest torsion of the three engines at 441 lb⋅foot (598 N⋅m) at 3,400 rpm. The high yield locomotive produced the most power for that year at 360 hp (365 PS; 268 kW) at 5,100 revolutions per minute and a upper limit torsion of 438 lb⋅foot (594 N⋅m; 61 kg⋅m) at 3,600 rpm.^[12] Emission controls were fitted in GTOs sold in Calif..

The 1967 pattern class needed unused refuge equipment. A recent energy-absorbing steering chromatography column was attended past an energy-gripping steering wheel, padded instrument panel, not-protruding control knobs, and four-room emergency brake flashers. A shoulder belt option was also featured, and the Pteridium aquilinu master piston chamber was nowadays a dual source whole with a substitute hydraulic circuit.

The two-stop number automatic drive was likewise replaced with a three-speed Turbo-Hydramatic TH-400, which was equipped with a Hurst Performance dual-gate shifter, titled a "his/hers" shifter, that permitted either self-moving shifting in "beat back" Oregon manual selection through the gears. Front disc brakes were also an option in 1967.^[13]

The GTO sales for 1967 totaled 81,722 units.

2d generation [edit]

Automotive vehicle

Second gear generation
1969 Pontiac GTO Hardtop Coupe
Overview
Output	1968–1972
Assembly	North America: Capital of Georgia, Georgia Fremont, California Baltimore, Maryland Pontiac, MI Kansas City, Missouri Framingham, Massachusetts Arlington, Texas Oshawa, Ontario, Canada
Body and chassis
Consistency manner	2-door commutable 2-threshold hardtop 2-door coupé
Platform	A-organic structure
Side by side	Pontiac Tempest Pontiac LeMans Oldsmobile Cutlass Chevrolet Chevelle Buick Special
Powertrain
Engine	400 copper in (6.6 L) Pontiac V8 455 cu in (7.5 L) Pontiac V8
Transmission	3-velocity manual 4-speed manual 3-speed automatic
Dimensions
Wheelbase	112.0 in (2,845 mm)
Length	1968–1970: 200.5 in (5,093 mm) 1971–74: 203.3 in (5,164 mm)

1968 [edit]

1968 Pontiac GTO Hardtop Coupe

1968 Pontiac GTO hood-mounted tachometer

General Motors redesigned its A-body line for 1968, with more well-endowed, semi-fastback styling, which was a revival of a streamlining on all GM products from 1942 until 1950 as demonstrated on the Pontiac Streamliner. The wheelbase was shortened to 112.0 in (2,845 mm) on all two-door models. Whole duration was reduced 5.9 inches (150 mm) and summit dropped one-half an in (12 mm), but overall weight was risen all but 75 lb (34 kg). Pontiac abandoned the familiar vertically built headlights in favour of a horizontal layout, but made hidden headlights available at redundant cost. The sneaky headlights were a favorite option. The signature bonnet scoop was replaced by dual scoops on either sidelong of a prominent hood bulge extending rearward from the protruding nose.

A unique feature was the body-coloring Endura front bumper. It was fashioned to absorb impact without permanent deformation at low speeds. Pontiac touted this feature hard in advertising, showing hammering at the bumper to no discernible effect.^[14] A GTO could be ordered with "Endura blue-pencil", in which case the Endura bumper would be replaced by a chrome front bumper and grille from the Pontiac LeMans.

Powertrain options remained substantially the same as in 1967, just the standard GTO engine's power rating rose to 350 hp (260 kW) at 5,000 rpm. At mid-yr, a new Force Tune package, known as Pound Air II, became available. It included freer-breathing cylinder heads, ring port evacuate, and the 041 cam. The 'established' power rating was not changed. Another carry-forward from 1967 was the four-Piston caliper disc brake option. However, most 1968 models had drum brakes all just about. The 1968 model year was as wel the last year the GTOs offered secern crank-operated front entrance vents.

Concealed windshield wipers, which presented a cleaner appearance obscure below the rear edge of the strong-arme, were standard on the GTO and past 1968 GM products afterward having been originally introduced on 1967 full-size Pontiacs. A popular alternative, really introduced during the 1967 model year, was a hood-mounted tachometer, located in front of the windshield and lit for profile at night. An in-dash tachometer was likewise available.

Redline bias-ply tires continued as common equipment along the 1968 GTO, though they could be replaced by whitewall tires at no unneeded cost. A new option was radial tires for reinforced ride and treatment. Even so, same few were delivered with the radial tires because of manufacturing problems encountered aside the provider B.F. Goodrich. The light tire option was interrupted after 1968. Pontiac did not offer radial tire tires as a factory option on the GTO again until the 1974 model.

Hot Rod tested a four-speed GTO panoplied with the standard engine and obtained a 440 yards reading of 14.7 seconds at 97 mph (156 kilometres per hour) in pure line of descent form. Motor Trend clocked a quaternion-speed Jam Breeze GTO with 4.33 rear derivative at 14.45 seconds at 98.2 mph (158.0 kph) and a standard GTO with Turbo-Hydramatic and a 3.23 rear axle ratio at 15.93 seconds at 88.3 mph (142.1 km/h). Testers were split all but manipulation, with Hot Rod career it "the best-self-balancing car [Pontiac] of all time assembled," just Car Life chided its immoderate nose heaviness, understeer, and inadequate damping.^{[ citation needed ]}

Royal stag Pontiac, situated in Royal Oak, Michigan, offered a 428/Crowned Bobcat conversion of the 1968 GTO. For $650.00. a 390-horsepower 428 cuboid inch engine was installed in place of the 400. The 428 CI engine was disassembled and blueprinted to produce more than the publicized factory 390 horsepower and capable of 5,700 rpm. Car and Device driver route-dependable the 428 Hundred and one powered railway car with the Turbo-Hydramatic transmission and 3.55 gears. It could do 0–60 MPH in 5.2 seconds, 0–100 in 12.9 seconds, and the 1/4 mile in 13.8 seconds at 104 mph. This compared to a Car Life road screen of a 400 One hundred one powered GTO with a Ram Air railway locomotive, four-speed transmission system, and 3.90 gear which did 0–60 in 6.6 seconds, 0–100 in 14.6 seconds, and the 1/4 mile in 14.53 at 99.7 mph. Car and Driver wrote that the 428 CI hopped-up car was "a fine, exciting car for either touring or tooting just about in traffic. Not overly fussy. Not difficult to drive–-rising to a point. Too much choke at the wrong time will spin the automobile, or send it rocketing off the road and into the husbandman's field. You can light up the car's tires corresponding it was an AA-fueler anytime the whimsey seizes your fancy." On the other hand, according to Gondola Life, the Ram down Air powered car "likes to run between 3,000 and 6,000 rpm. Below 3,000, the GTO ran flat and a little rough. Part-throttle driving at 2,000 rpm around township was difficult and sharp-worded. Freeway cruising at 4,000 rpm is anything but pleasant and promises short aliveness for punishing-working engine components. Also, driving the GTO on wet roads with this big geared axle was electrifying. Rear run down breakaway could be provoked away a slight jab at the accelerator, sending the car into a minor skid that unremarkably used up more than extraordinary lane of infinite."

Equivalent all 1968 rider vehicles sold in the United States, GTOs now conspicuous front outboard motorboat shoulder belts (cars built after January 1, 1968) and side marker lights. To comply with the new 1968 federal vehicle emissions standards, the GTO was now equipped with emissions controls.

Now facing competition both inside GM and from Ford, Dodge, and Plymouth—particularly the cheap Plymouth Road Runner—the GTO won the Centrifugal Drift Cable car of the Year Present. Sales reached 87,684 units, which would ultimately prove to be the indorsement-best sales year for the GTO.

1969 [edit]

1969 Pontiac GTO Hardtop Coupe

The 1969 model eliminated the advance door air out windows, had a slight grille and taillight alteration, moved the firing key from the dashboard to the steering column (which locked the guidance wheel when the key fruit was removed, a federal requirement installed unrivaled year ahead of schedule), and the gauge face was changed from brand blue to black. In addition, the rear quarter-panel mounted side mark lamps changed from a cerise lens wrought like the Pontiac "arrowhead" allegory to one shaped like the broad GTO badge. Front outboard motor headrests were made standard equipment on each cars built for 1969.

The previous economy engine and measure 350 hp 400 atomic number 29 in (6.6 L) V8 locomotive remained, piece the 360 HP (270 kW) "400 H.O." was upgraded to the "400 Aries the Ram Air" (though now colloquially referred to as the "Ram Bare Triad", Pontiac never used that designation), rated at 366 H.P. (273 kW) at 5,100 rpm. The top option was the Force Air Four rated at 370 hp (375 PS; 276 kW) at 5,500 rev and 445 lb⋅ft (603 N⋅m) at 3,900 rpm of torsion,^[15] which featured extraordinary header-like falsetto-flowing consume manifolds, high-flow cylinder heads, a specific high-rise aluminum ingestion multiply, larger Rochester Quadrajet 4-barrel carburettor, adenoidal-lift/long-acting-duration camshaft, plus various internal components capable of withstanding high engine speeds and power output. Unlike the highest rpm Chevy big-block and Hemi engines, the Ram Air Cardinal utilized hydraulic lifters.

Away this time, the vulgar power ratings of both Ram Aerial engines were extremely suspicious, charge to a lesser extent relationship to developed power and more to an internal GM policy limiting all cars except the Corvette to no more than unitary advertised horsepower per 10 lb (4.5 kg) of curb weight down. The higher-revving Ram Air Four's publicised power peak was really traded at 5,000 revolutions per minute—100 rpm lower than the less-powerful Ram Air 400.

A new mannikin called "The Judge" was introduced. The key came from a drollery routine, "Hera Come de Judge", victimized repeatedly on the Sorbus aucuparia & Martin's Laugh-In TV show. The Judge routine, made popular aside comedian Flip Wilson, was borrowed from the act of long-sentence burlesque entertainer Dewey "Pigmeat" Markham. Advertisements used slogans like "All rise for the Judge" and "The Judge can be bought". A to begin with conceived, the Judge was to be a low-cost GTO, stripped of features to go far aggressive with the Plymouth Road Runner. The package was US$332^[16] more valuable than a definitive GTO, and included the Pound Air 400 engine, Rally II wheels without trim rings, Hurst shifter (with a specific Formed handle), wider tires, versatile decals, and a rise up pamperer. Pontiac claimed that the spoiler had some functional effect at higher speeds, producing a small but measurable downforce, simply it was of lilliputian assess at legal speeds. The Judge was at the start offered only in Roundabout Red, just halfway into the exemplar year, other colors became available.

The GTO was surpassed in gross revenue some by the Chevrolet Chevelle SS396 and the Plymouth Road Runner, but 72,287 were sold during the 1969 model year, with 6,833 of them having the Judge package.

1970 [edit]

The Tempest model line received another facelift for the 1970 pattern year. Hidden headlights were deleted pro four exposed polish headlamps outboard of narrower grille openings. The scent preserved the protruding vertical fore theme, although it was less prominent. While the standardized 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 put-upon on the Oldsmobile 442 and Buick Gran Sport. The front anti-rolling wave bar was slightly stiffer. The result was a recyclable reduction in body lean in turns and a humble reduction of understeer.

Another handling-side by side improvement was optional variable-ratio power-assisted steering. Rather than a fixed ratio of 17.5:1, requiring quatern turns lock-to-ringlet, the refreshing system varied its ratio from 14.6:1 to 18.9:1, needing 3.5 turns shut away-to-lock chamber. Turn diameter was reduced from 40.9 feet (12.5 m) to 37.4 feet (11.4 m).

The base engine was unchanged for 1970, just the low-concretion economic system engine was deleted and the "400 Ram Air"(aka "Ram Air III"), now simply called "Ram Air", and Ram Air Quartet remained available.

A new option was Pontiac's D-port 455 Atomic number 67 engine (different from the round-port offerings of the 1971–72 cars), available now that GM had rescinded its in the beginning ban on intermediates with engines larger than 400 cubic inches. The 455, a long-stroke engine besides available in the large Pontiac line As well arsenic the Grand Prix, was dubiously rated by Pontiac at 360 hp, sole moderately stronger than the base 350 hp 400 CID and less powerful than the 366 hp (273 kW) "Ram Atmosphere". The Pontiac brochure indicated the same 455 installed in the Grand Prix model was rated at 370 horsepower (280 kW). The camshafts used in the "Ram Air" 400 and the GTO 455 Ho were the same. For example, the manual transmission 455 HO's used the same 288/302 length Cam River as the "Drive Melodic line" 400. The 455 was rated at 360 hp (270 kW) at 4,300 rpm. Its advantage was torsion: 500 lb⋅ft (678 N⋅m) at 2,700 rpm. A functional Random access memory Air lift out was visible but when so equipped official horsepower and torque ratings were unchanged. Car and Driver tested a heavily optioned 455 HO, with a four-speed transmittance and 3.31 axle and recorded a quarter-mile time of 15.0 seconds with a bunker stop number of 96.5 mph (155.3 km/h). Car Life test car had the Turbo-Hydramatic 455 with a 3.55 rear operation, clocked 14.76 seconds quarter-mile time at 95.94 mph (154.40 km/h), with an identical 6.6 second 0–60 mph acceleration time. Both were nearly 3 mph (4.8 kilometres per hour) slower than a "Ram Air" GTO with four-speed, although well less temperamental: the Cram Air engine idled roughly and was difficult to aim at low speeds. The littler displacement engine recorded less than 9 mpg_‑US (26 L/100 kilometer; 11 mpg_‑imp) of gasoline, compared to 10 mpg_‑US (24 L/100 km; 12 mpg_‑imp)-11 mpg_‑US (21 L/100 km; 13 mpg_‑imp) for the 455.^{[ commendation needed ]}

A novel and short-lived selection for 1970 was the Vacuum Operated Exhaust fumes (VOE), which was vacuum cleaner motivated via an under-dash lever noticeable "exhaust". The VOE was designed to reduce exhaust backpressure and to increase power and performance, but it also substantially increased run through noise. The VOE option was offered from November 1969 to January 1970. Pontiac management was ordered to cancel the VOE choice by GM's amphetamine management following a TV commercial for the GTO that aired during Super Bowlful IV happening CBS January 11, 1970. In this commercial, titled the "Humbler"(an advertising tagline Pontiac used in print ads to describe all 1970 GTOs), which was broadcast only that in one case, a young man pulled ahead in a virgin GTO to a drive-in restaurant with dramatic music and exhaust noise in the desktop, pull the "exhaust" knob to activate the VOE and then left the drive-in after failed to retrieve a street racing opponent. That particular commercial was as wel canceled by order of GM management.^{[17] [18]} More or less 233 1970 GTOs were factory built with this option including 212 hardtop coupes and 21 convertibles, equipped with either four-speed manual or Turbo Hydra-Matic transmissions. While allegedly all were visored with the standard GTO "YS" 400ci 350 hp V-8 engine, according to the 1970 Pontiac Accessorizer book, VOE was available with the 455 V-8. The Accessorizer book does suppose that VOE was not accessible with either 400 cubic inch engines with Ram Air, though it does non specify whether it was unavailable with the 455 when equipped with the facultative Chock up Air inductive reasoning components. The particular GTO in the commercial was Palladium Silver medal with a black bucket seat interior. It was unusual in different respects as it also had the under-frighten away "Pound Air" node just to the right of the VOE knob, and it sported "'69 Judge" stripe, as a couple of very-archaeozoic '70 GTOs could be ordered with. It likewise had a Ram Air IV 400 V-8 engine, 4-speed manual transmission, remote mirror, Rally II wheels, A/C, goon tachometer, and a untried-for-1970 Formula steering wheel. The particular car in the ad was a 1970 GTO pilot machine built in May of 1969.

The Estimate package remained available as an option connected the GTO. The Pass judgment came standard with the "Ram down Air" 400 V-8, while the Ram Air IV was optional. Though the 455 HO V8 was available as an option on the standard GTO throughout the entire model year, the 455 Atomic number 67 was non offered on the Judge until late in the year. Orbit Orange (actually a bright school passenger vehicl yellow imbue) became the new boast color for the 1970 Judge, but any GTO tinge was available. Arch striping was relocated to above the creases above the wheel wells, a new styling trait of the 1970 GTO introduced the old yr on the 1969 Firebird. The Judge package also enclosed dark argent grille surrounds, black painted hood aerial recess ornaments, and a revised, higher rear airfoil.

The new styling did little to help declining gross revenue, which were now existence hit away sagging vendee interest in all muscle cars, fueled by the punitive surcharges levied aside automobile indemnity companies, which sometimes resulted in insurance payments high than car payments for some drivers. Sales were down to 40,149, of which 3,797 were the Judge. Of those 3,797 cars built in the Judge trim level, only 168 were ordered in the convertible forg: RA 400 (147 reinforced), Ra Quadruplet (18 built), and 455 HO (3 built). The '69/'70 "turn-left" RA IV locomotive, a derivative of the '68½ "round-port" RA II locomotive, was the just about exotic superior engine ever offered away PMD and factory-installed in a GTO or Firebird. The 1969 version had a slight advantage as the compression ratio was still at 10.75:1 As conflicting to 10.5:1 in 1970. It is speculated that PMD was losing $1,000 on every RA Quaternion GTO and Firebird made-up, and the Right ascension IV engine was under-rated at 370 hp (280 kW). A total of 37 Ra IV GTO convertibles were built-in 1970: 24 four-speeds and 13 automatics. Of the 13 1970 GTO RA IV/automobile convertibles built only six received the Judge alternative. The GTO remained the third best-selling medium muscle car, outsold only by the Chevrolet Chevelle SS 396/454 and the Plymouth Marathon runner.

1971 [edit]

1971 Pontiac GTO

The endura front abundant appeared for the 1971 model year onward

The 1971 GTO had another modest facelift, this time with wire-mesh grilles, horizontal bumper bars on either go with of the lattice introductory, to a greater extent closely spaced headlamps, and a new toughie with the dual scoops settled to the leading edge, non remote above the grille. Overall length grew somewhat to 203.3 in (5,164 mm). Disport mirrors increased standard width aside two inches, from 74.5 to 76.5 inches.

A new corporate rescript, aimed at preparing GM for no-lead gasoline, forced an across-the-board reduction in compression ratios. The "Ram Publicise" and Jam Air IV engines did not return for 1971. The standard GTO engine was still the 400 Criminal Investigation Command V8, but like a sho with 8.2:1 condensation ratio. Ability was rated at 300 HP (220 kilowatt) SAE everlasting at 4,800 rev and torque at 400 lb⋅ft (542 N⋅m) at 3,600 rev. Information technology had 255 hp (190 kW) SAE net at 4,400 rev in the GTO and 250 hp (190 kW) SAE meshwork at 4,400 rpm in the Firebird.

An engine option was the 455 Criminal Investigation Command V8 with four-barrel carburetor, 8.4:1 compression ratio and 325 hp (242 kW) at 4,400 rpm, which was only available with the Turbo Hydra-matic TH-400 transmitting. It had 260 hp (190 kW) SAE net at 4,000 rev in the GTO and 255 hp (190 kW) SAE net in the Redbird. This engine was not available with Ram Air induction.

The top-of-the-line GTO locomotive for 1971 was the new 455 HO with 8.4 contraction, rated at 335 hp (250 kW) at 4,800 rpm and 480 lb⋅foot (651 N⋅m) at 3,600 rpm. It had 310 hp (230 kW) SAE net at 4,400 rpm in the GTO and 305 hp (227 kilowatt) SAE sack in the Baltimore oriole Trans Am OR Formula 455 with Ram Air induction(Formula; shaker thug inlet on Trans Am). The 1971 Pontiac brochure declared that this engine produced more than NET horsepower than whatever otherwise engine in its history. That would imply the 400 CID V8 Ram Air engines had to a lesser degree 310 H.P. net.

For 1971, the standard rear-end was an open 10 bolt. Positraction 10 rigidly rear ends were available as an pick along 400 Curie engine-equipped GTO's, piece all 455 CI GTO's were available with a 12 bolt agape operating room optional 12 bolt Positraction rear-end.

Motor Trend tested a 1971 GTO with the 455, four-speed transmittal, and 3.90 axle, and obtained a 0–60 mph acceleration time of 6.1 seconds and a quarter mile acceleration prison term of 13.4 seconds at 102 mph (164 km/h).

The Adjudicate returned for a final year, With the standard equipment organism the Gobs Performance package was the 455 HO. Only 357 were sold, including 17 convertibles. On February 11, 1971 Pontiac proclaimed that none raw orders for The Judge would atomic number 4 accepted after March 1, 1971. Merely 10,532 GTOs were oversubscribed in 1971, 661 of which were not-Underestimate equipped convertibles.

1972 [cut]

1972 Pontiac LE Mans Hardtop Coupe with GTO option

In 1972, the GTO reverted from a separate model to a US$353.88 option package for the LeMans and LeMans Boast coupes. On the base LeMans line, the GTO box could make up had with either the low-priced pillared coupé or hardtop coupé. Both models came stock with cloth and vinyl or all-vinyl group bench seating area and gum elastic 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 happening the story and lower door panels, vinyl radical door-pull straps, custom treadle trim, and cushioned steerage wheel, some care GTOs of previous years. Former optional equipment was similar to 1971 and earlier models. Planned for 1972 as a GTO pick was the ducktail rear spoiler from the Pontiac Firebird, but after a few cars were built therewith option, the stamp put-upon to produce the spoiler stone-broke, and it was canceled. Summon II and honeycomb wheels were optional happening totally GTOs, with the honeycomb wheels now featuring red Pontiac arrowhead emblems on the center caps, while the Rally II wheels continued with the same caps as before, with the letters "PMD" (for Pontiac Efferent Division).

Power, in real time rated in SAE net HP terms, was down further, to 250 horsepower (190 kW) at 4,400 rpm and 325 lb⋅foot (441 N⋅m) at 3,200 rpm torque for the base 400 engine. The optional 455 had the cookie-cutter rated power (although at a peak of 3,600 rpm), but substantially more torsion. Most of the drop was attributable to the new rating arrangement (which now reflected an engine in A-installed condition with mufflers, accessories, and standard intake). The engines were relatively little denaturized from 1971.

Optional was the 455 HO engine, essentially synonymous to that used in the Trans Am. It was rated at 300 hp (220 kW) at 4,000 rpm and 415 lb⋅ft (563 N⋅m) at 3,200 rpm, also in the new SAE net figures. Despite its coy 8.4:1 compression, it was arsenic strong as many an earlier engines with higher gross power ratings; yet like all separate 1972-model engines, information technology could do happening low-octane regular fixed, low-tether, or unleaded types of gasoline. Only 646 cars with this engine were sold.

Sales plummeted away 45%, to 5,811. (Some sources dismiss the single sofa bed and the cardinal abnormal wagons, listing the total as 5,807.) Although Pontiac did non offer a production GTO convertible in 1972, a purchaser could order a LeMans Sport adaptable with either of the three GTO engines and other sporty/performance options to create a GTO in near name. Even the GTO's Endura bumper was offered as an option happening LeMans/Sport models, with "PONTIAC" spelled out on the driver's side of meat grille rather than "GTO."

Third generation [edit out]

Motor vehicle

Thirdly generation
Overview
Product	1973
Meeting place	North America: Atlanta, Georgia Fremont, California Baltimore, M Pontiac, Michigan Kansas City, Missouri Framingham, Massachusetts Arlington, Texas Oshawa, Ontario, Canada
Body and chassis
Body style	2-door hardtop coupe
Platform	A-body
Related	Pontiac LeMans Pontiac Grand Prix Chevrolet Monte Carlo Pontiac Grand Am Oldsmobile Cutlass
Powertrain
Engine	400 cu in (6.6 L) Pontiac V8 455 cu in (7.5 L) Pontiac V8
Transmission	3-speed manual 4-stop number manual 3-speed automatic

1973 [edit]

The GTO was an option package for the LeMans and featured a reskinned A-body with "Colonnade" hardtop styling, which eliminated the geographical hardtop plan because of the addition of a roof column, only retained the frameless door windows. Keister side windows were now of a fixed design that could not be opened and in a triangular mold. Fresh federal Torah for 1973 demanded front bumpers capable of withstanding 5-mile-per-hour (8 kilometres per hour) impacts with no terms to the personify (5 mph rear bumpers became canonic in 1974). The result was the utilise of large and heavy chrome bumpers at the front and rear. The overall styling of the 1973 Pontiac A-personify intermediates (LeMans, Lavishness LeMans, GTO, and Grand Am) was in the main not well received by the general public.

In demarcation, the Pontiac Noble-minded 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 orthostatic windows. Pontiac's sister division, Oldsmobile, received ameliorate reviews from the automotive press out and the machine-purchasing public with the akin-bodied Cutlas.

Again, the 1973 GTO option was offered on two models including the base LeMans coupe or the LeMans Lark abou Coupe. The understructur LeMans coupe featured a cloth-and-vinyl radical or complete-vinyl bench keister patc the more lavish LeMans Sport Coupe had all-vinyl interiors with Strato bucket seats or a notchback work bench seat with a folding armrest. The LeMans Sport Coupe also had ventilated rear side Windows from the Grand Am in place of the criterion angular Windows of the base LeMans.

The standard 400 CID V8 in the 1973 GTO was farther reduced in compression to 8.0:1, dropping it to 230 HP (170 kW). The 400 engine was available with any of the troika transmissions including the standard three-speed manual, or optional four-speed or Turbo Snake-Matic. The 455 CID V8 remained optional but was born to 250 hp (186 kW) and available only with the Turbo Hydra-Matic infection. The 455 HO engine did not reappear, but Gram initially proclaimed the availability of a Super Duty 455 engine (shared with the modern Pontiac Trans Am SD455), and single 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. Eight prototypes were made-up for examination but were subsequently destroyed.^[19]

A modern change for 1973 was a hoodlum accented with NACA ducts. These ducts were studied to force air into the ram air-induction system. Although such a system was never offered on the production GTO.

Gross sales dropped to 4,806, repayable in start to contention from the new Wonderful Am and the want of promotion for the GTO. Aside the end of the model year, an emerging oil crisis quashed consumer interest in muscle cars.^[20]

Twenty-five percent coevals [edit]

Motor fomite

Twenty-five percent generation
Overview
Production	1974
Assembly	One States: Los Angeles, California Willow Run, Chicago
Body and frame
Body style	2-door coupé 2-doorway hatchback coupé
Platform	X-body
Related	Pontiac Ventura Buick Apollo Oldsmobile Omega Chevrolet Nova
Powertrain
Engine	350 cu in (5.7 L) Pontiac V8
Transmission	3-speed non-automatic 4-speed blue-collar 3-speed automatic
Dimensions
Wheelbase	111.0 in (2,819 millimeter)[21]
Duration	199.4 in (5,065 mm)[21]
Width	72.5 in (1,842 mm)[21]

1974 [edit]

Wanting to avoid internal competition with the "Euro-styled" Pontiac Grand Am, and looking an incoming into the compact muscle market populated by the Plymouth Duster 360, Gerald Ford Maverick Grabber, and AMC Hornet X, Pontiac affected the 1974 GTO option to the consolidated Pontiac Ventura, which shared its basic body shell and sheetmetal with the Chevrolet Nova.^[22]

1974 Pontiac Ventura Custom GTO rear view

The GTO option was purchasable in both the base Ventura and the Ventura Custom lines. It was offered atomic number 3 a cardinal-door coupe version featuring a traditional separate trunk or a two-door hatchback with an orifice integrated rear backlight and dump with hydraulic struts to allow access to a cargo area and included a fold-down rear seatback. The two body styles differed in profile and also had distinct rear quarter glass designs.^[23]

The base Ventura interior consisted of Bench seats and gumshoe floor mats, Bucket seats could be added for $132 (Code A51), patc the Ventura Custom had upgraded bench seats Oregon the ex gratia Strato bucket seats along with rug, cushioned steering wheel, and tailored pedal trim.

The $461 GTO package (Code WW3) enclosed a cardinal-speed blue-collar transmitting with Hurst floor shifter, heavy-duty suspension with front and rear opposing-roll bars, a shaker hood, special grille, backstage mirrors, and wheels, and various GTO emblems. The entirely engine was the 350 cu in (5.7 L) V8 with a 7.6:1 compression ratio and a Rochester 4MC Quadrajet carburettor. The engine was rated at 200 hp (150 kW) at 4,400 rpm and 295 pound⋅foot (400 N⋅m) of torque at 2,800 rpm. Elective transmissions included a wide-ratio four-speed with Hurst sceneshifter for $207 (Code M20) Oregon the ternion-speed Turbo Hydra-Matic. Power-assisted steering was a $104 option (Code N41) as well as Power front platter brakes for $71 (Code JL2).^[24]

Bias-belted tires were authoritative equipment, but a radial tuned suspension option added radial tires along with the upgraded suspension.

The revamped theoretical account quickly became a painful spot for loyalists, a situation non helped when Motor Trend proven the "Live Sports Compacts" in their February 1974 issue—the staff could alone muster a 0–60 mph acceleration time of 9.5 seconds and a quarter-mile trap time of 16.5 seconds (at 84.03 mph). Cars Magazine tested a 1974 GTO with the optional quadruplet-speed manual transmission and obtained a 0–60 mph acceleration time of 7.7 seconds and a quarter-mile time of 15.72 seconds at 88 mph (142 km/h). Jerry Heasley of High Performance Pontiac magazine called the car "a joke of a Ventura compact...uglier and stupid looking," in their Lordly 1983 Particular GTO issue.^[25]

Gross revenue improved over the 1973 model year to 7,058 units, but non enough to justify continuing marketing the GTO option package. Problems for the 1974 model year enclosed an oil embargo and gas rationing.^[25] Other factors leading to the discontinuation of the GTO were the declining stake in performance cars and tighter emissions requirements that down locomotive concretion ratios to use unspaced fire and catalytic converters.^{[22] [23]}

1999 construct car [cut]

During the 1999 Motown Auto Show, a GTO concept car with a inheritance-inspired "Coke-bottle" mold, grille, and hood scoop, was introduced to the world. Information technology was only intended to live a design study and had no locomotive engine. It had styling cues paying homage to all the generations of the Pontiac GTOs such as rear quarter windows reminiscent of the 1967 Pontiac GTO, hood-adorned tach pod, rip grilles, tapered tail lights, twin hood scoops, and unequalled 21-inch wheels.^[26]

Fifth generation [edit]

Motor vehicle

One-fifth generation
Overview
Likewise called	Holden Monaro Vauxhall Monaro VXR (U.K.) Chevrolet Lumina Coupé (Middle East)
Production	2004–June 14, 2006
Assembly	Elizabeth, South Australia, Australia
Designer	Tony Stolfo at Holden[27]
Body and chassis
Dead body style	2-room access coupé
Platform	V-body
Germane	Cadillac Catera Holden Caprice Holden Commodore Holden/Vauxhall Monaro Opel Omega
Powertrain
Engine	5.7 L LS1 V8 (2004) 6.0 L LS2 V8 (2005 and 2006)
Power output	LS1: 350 hp (260 kW) at 5,200 rpm 495 N⋅m (365 lb⋅foot) at 4,000 rpm LS2: 400 HP (300 kW) at 5,200 rpm 542 N⋅m (400 lb⋅foot)
Transmission	4-speed automatic 6-speed manual of arms
Dimensions
Wheelbase	109.8 in (2,789 mm)
Length	189.8 in (4,821 mm)
Width	72.5 in (1,842 mm)
Height	54.9 in (1,394 millimetre)
Curbing weight	3,725 pound (1,690 kg)[28]
Chronology
Predecessor	Pontiac Howling Prix Coupe Pontiac Firebird

2003 [edit]

In 2003, the Pontiac GTO was relaunched in the U.S. market in the form of a rebadged, third-generation Holden Monaro.

The VZ Monaro-based GTO was Pontiac's first captive import since the 1988–1993 Pontiac LeMans. The V2/VZ Monaro was a 2-door coupe variant of the Australian highly-developed VT/VX Holden Commodore. The Monaro was also exported to the United Kingdom as the Vauxhall Monaro and to the Middle East as the Chevrolet Lumina Secret Service.

The revival was prompted past former G In the north The States Chairman Bob Lutz, World Health Organization had the idea of importing a Holden Commodore-based fomite after recital a Car and Driver review of the Holden Commodore SS, published circa 2000. Automobile and Device driver praised the performance of the V8 steam-powered, rear-wheel drive Holden Commodore SS, but noted that even though it was one of the best vehicles that GM offered at the time, information technology could not be purchased in the United States. The idea of importation a rear-wheel drive Holden as a GM Continent performance offer gradually transformed into importation the Monaro. Lutz, as well as other GM executives, afterward swarm a Holden Monaro while happening a occupation trip in Australia, which convinced them that importing the car could be a profitable guess.^[29]

Lutz had to convince GM executive director power structure to moment the machine and overcome a corporate culture that promoted location autonomy between Gram North America and its sea divisions. This resulted in an "unnecessarily oblong gestation period," as Lutz put it, and at a a good deal high cost than awaited. The Monaro purpose was introduced in 2001 but appeared "dated" in 2003 when IT was released in the Conjunctive States. It was also originally planned to sell for around $25,000, but by the time it was launched in the U.S., the Australian dollar's growth against the U.S. dollar had inflated the price of the car to overflow $34,000. Both of these elements played a theatrical role in the car's lukewarm acceptance by the undiversified public.^[30]

The GTO was accumulated by G's Holden subsidiary at Elizabeth II, South Australia. It was equipped with the 5.7 L LS1 V8 engine for the 2004 pose year, the same engine found in the concurrent model twelvemonth Chevrolet Corvette, with a choice of a 6-velocity blue-collar transmission OR a 4-speed automatic. Changes from the Australian-built Monaro included bracing additions to the body to touch U.S. crash standards, a "corporate Pontiac" front facia, new badging, "GTO" stitching on the breast seats and a revised exhaust. G Engineers benchmarked the sound of the 1964 GTO held in the Pontiac historical collection, as well equally new LS1-powered vehicles while working with the exhaust vendor to tune the system. The effort was made to make the new GTO invoke the cookie-cutter sound as the original while still meeting the noise threshold required by some states.^[31] The 2004 GTO exhaust was a true dual system that followed the original Monaro exhaust routing, thus both tailpipes exited on the driver side of the fomite. General Motors claimed performance of 0–60 miles per hour in 5.3 seconds and a 13.8 second draw mile time,^[32] which was closely verified by several automotive vehicle magazine tests.

Initially, in 2004, the railcar was offered in seven colors: Barbados Blue Metallic, Cosmos Over-embellished Metallic, Quicksilver All-metal, Apparition Black Metallic, Impulse Blue angel Metallic, Hot Red, and Dishonorable Jacket.

G had intoxicated expectations to betray 18,000 units, but the lukewarm receipt of the car in the U.S. curtailed the target. The styling was frequently derided by critics as being excessively "conservative" and "anonymous" to befit either the GTO heritage or the stream auto's performance. Given the newly revived muscle car climate, it was also overshadowed by the Chevrolet Monte Carlo, Chrysler 300, Dodge Charger, Dodge Magnum, and the new Ford Mustang, all of whom featured many traditional "muscle car" aesthetics. Critics also pointed retired the car's high sales agreement price.^{[33] [34]} Sales were as wel finite because of tactics of dealerships, such as initially charging large markups and denying requests for test drives of the vehicle. By the end of the year, the 2004 models were sold with significant discounts. Gross revenue totaled 13,569 of the 15,728 imported cars for 2004.

The toughie scoops that originally were slated for product in 2005 were pushed into product as part of an over-the-counter Frolic Appearance Package. The 2004 Sport Appearance Package also included a taller and more angular rear spoiler, too as deeper inset front grilles.

Mop up out the 2004 model twelvemonth was the W40 package featuring an exclusive key coloring called Pulse Red, red "GTO" fancywork on black-anthracite seating room, and a grey-dark-colored gauge bunch. The last 794 units of the 2004 model year GTOs were equipped with the W40 package.^[35]

2005 [edit]

The 2005 model class continued with the accepted hood scoops, split rear exhaust pipes with a amended rear fascia, 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 5,967 cc (364.1 cu in) engine had raised power and torsion of 400 H.P. (300 kW) with 400 lb⋅foot (542 N⋅m) severally. Former changes included big front rotors and caliper hardware from the Corvette, a strengthened drivetrain with the addition of a driveshaft with larger "giubos" and a larger differential gear rim, arsenic well as revised half-shafts. Splasher gauge graphics were revised. The optional principal-installed Lark Appearance Package became available and differed visually by having a variant lower rear facia, aftermarket mufflers with space chromium-plate exhaust tips, revised coddler, and front let down fascia extension, recessed grilles and amended rock 'n' roll musician panels. This package was available from G as an accessory in red, silver, black, or primer for former color cars. Production amounted to 11,069 cars due in part to a truncated posture year. Barbados Blueing and Cosmos Purple were dropped for the year, only Cyclone Grey and Midnight Blue Aluminiferous were added. Customers as wel had the option to order their GTO without goon scoops (RPO code BZJ), though lonesome 24 cars were produced with such an option. With an improved powerplant, GM claimed the car to be capable of fast from 0 to 60 mph (97 kph) in 4.7 seconds and a 13.0 second quarter-mile time^[36] at 105 mph (169 km/h) (automatic drive). Car and Driver powder store tried the car and careful the 0–60 mph quickening fourth dimension of 4.8 seconds and a quarter-Swedish mile time of 13.3 seconds at 107 mph (172 kilometres per hour) with its BFGoodrich g T/A KDWS, 245/45ZR-17 95W M+S look and rear tires and a manual transmission. The 0–100 mph and 0–130 mph times were 11.7 and 19.6 respectively.^[37] Motor-week besides reliable the 2005 GTO.

2006 [cut]

For 2006, two additional colors were added, Spice Red Metallic and Brazen Orange Metallic, while Midnight Blue Bimetallic and Sensational Jacket were dropped. Changes for 2006 enclosed revised blacked-out rear lamps, illuminated steering bike radio controls, quicker moving power seat motors, and an interior power door lock switch. The climate control button for the A/C also had the Scripture "Demist", a carryover from the 2005 model year, on with the 400 hp (300 kW), 6.0 L locomotive engine.^[38]

On February 21, 2006, Buick-Pontiac-GMC General Manager Whoremonger Larson announced to dealers that GM would unfit imports of the GTO in September, making 2006 the last model year for the new GTO. The explanation was the unfitness to encounter new-sprung airbag deployment standards for 2007.^[39] The final production numbers of the 2006 Pontiac GTO amounted to 13,948 cars, an increment from 11,069 cars from the previous model year.

The last Pontiac GTO, which was also the last Monaro-based coupe produced, came off the assembly dividing line in Australia happening June 14, 2006.^[40] Total production for all trey age amounted to 40,808 vehicles.^[40] The fifth contemporaries of the GTO was only intended as a controlled production car for those 3 years from the beginning of the program.^[41]

Performance [edit]

Pontiac GTO 6.0

• Top Cannonball along - 180 miles per hour
• 0-60 miles per hour - 4.8 seconds
• 0-100 miles per hour - 11.2 seconds
• Quarter Mile Drive - 13.1 seconds

^[42]

Motorsports [edit]

• David Pearson drove a 1971 GTO in the Winston Cup Serial publication.^[43]

Production numbers racket [edit]

Production numbers for the Pontiac GTO from 1964 to 1970.

	389-4	389-6
1964	24,205	8,245
1965	54,805	20,547
1966	77,901	19,045

	400-2	400-4	400 Holmium	400 Ra	400 Right ascension II	400 RA (III)	400 RA IV	455 HO
1967	2,697	64,177	13,827	751
1968	3,273	72,793	10,564	1,054	246
1969	1,461	61,576				8,491	759
1970		30,549				4,644	804	4,146

References [edit]

1. ^ ^{a b c} Horning, Reggie (1 March 2018). "The GTO Origin Story". Hagerty. Retrieved 18 January 2021.
2. ^ Gunnell, John (2006). Muscle car: mighty machines that subordinate the earthly concern. Krause Publications. p. 7. ISBN9780896893139 . Retrieved 13 Borderland 2016.
3. ^ Auto editors ofConsumer Channelis (16 January 2007). "The Birth of Muscle Cars". howstuffworks.com . Retrieved 13 March 2016.
4. ^ Gunnell, John (2005). American Cars of the 1960s: A Decade of Variety. Krause Publications. p. 18. ISBN978-0-89689-131-9. 'classic' heftines car is well-advised a GTO-like model, it doesn't have to be a Pontiac. AMC, Buick, Chevy, Scheme, Ford, Hydrargyrum, Oldsmobile and Plymouth—in alphabetized order—all made their own versions
5. ^ Gunnell, John (2001). Standard Guide to Ground Muscle Cars: A Supercar Source Koran, 1960-2000. Krause Publications. p. 8. ISBN9780873492621 . Retrieved 20 Noble 2018.
6. ^ Leffingwell, Aroused; Holmstrom, Darwin (2006). Muscle: America's Legendary Performance Cars. Motorbooks. p. 62. ISBN9780760322840 . Retrieved 13 March 2016.
7. ^ ^{a b} "1964 Pontiac GTO Brochure". Oldcarbrochures.com. p. 7. Retrieved 11 September 2014.
8. ^ "1964 Pontiac GTO Folder". Oldcarbrochures.com. p. 6. Retrieved 11 September 2014.
9. ^ "1965 Pontiac Performance Booklet". Oldcarbrochures.com. p. 16. Retrieved 11 September 2014.
10. ^ "1966 Pontiac Performance Brochure". Oldcarbrochures.com. pp. 8–9. Retrieved 11 September 2014.
11. ^ Statham, Steve (September 2003). Pontiac GTO The Great Unmatchable. Motorbooks. p. 53. ISBN978-0760308288.
12. ^ "1967 Pontiac GTO review". supercars.net. 6 July 2016. Retrieved 17 January 2021.
13. ^ "1967 Pontiac Full Line Leaflet". Oldcarbrochures.com. p. 54. Retrieved 11 September 2014.
14. ^ Strohl, Danie (July 2006). "Endura Front Bumper The bounce-rearwards abundant that extricated moving styling". Hemmings Motor News . Retrieved 20 August 2018.
15. ^ "1969 Pontiac GTO Judge". howstuffworks.com. 15 January 2007. Retrieved 17 January 2021.
16. ^ Babiasz, Joe. "1969 GTO Judge Vendee's Guide". Autotraderclassics.com. Archived from the original on 28 January 2015. Retrieved 17 January 2021.
17. ^ Finkel, Max (2 February 2020). "50 Age Agone, Pontiac's GTO Super Bowl Ad Humbled Us All". Jalopnik. Retrieved 17 January 2021.
18. ^ Nunez, Alex (4 February 2007). "Super Bowl IV - 1970 Pontiac GTO "The Humbler"". Auto Web log. Retrieved 17 January 2021.
19. ^ Keefe, Don (3 Honorable 2010). "1973 Pontiac GTO - Woulda Coulda Shoulda... Did It!". Hot-rod. Retrieved 17 January 2021.
20. ^ Mattar, George V; Koch, Jeff (Marching music 2005). "Forgotten Goat – 1973 Pontiac GTO". Hemmings. Retrieved 22 April 2020.
21. ^ ^{a b c} "1974 Pontiac GTO". Retrieved 3 August 2018.
22. ^ ^{a b} Eric (22 Whitethorn 2011). "Retro-review: 1974 Pontiac GTO". EPautos - Libertarian Railway car Talk . Retrieved 22 April 2020.
23. ^ ^{a b} DeMauro, Thomas A. (2 December 2019). "6 ways the 1974 GTO broke new ground (for improve or for worse)". Hemmings. Retrieved 29 March 2021.
24. ^ Rotella, Rocky (24 December 2006). "1974 Pontiac GTO - Swan Song". Hotrod Magazine . Retrieved 22 April 2020.
25. ^ ^{a b} Koscs, Jim (13 December 2018). "Wherefore the forgotten 1974 Pontiac GTO is worthy of the name". Hagerty. Retrieved 29 March 2021.
26. ^ "1999 Pontiac GTO - Concepts". carstyling.ruthenium . Retrieved 22 April 2020.
27. ^ "Holden CV8-Z Monaro Review". TradeUniqueCars.com.au . Retrieved 22 April 2020.
28. ^ "2006 Pontiac GTO specifications". Internet Auto Guide. Archived from the freehand on 1 May 2010. Retrieved 11 September 2014.
29. ^ Lutz, Bob (2011). Car Guys vs. Bean Counters . Portfolio/Penguin. pp. 134, 135. ISBN978-1-59184-400-6.
30. ^ Lutz, pp. 135, 136.
31. ^ "2004 GTO Press Releases" (Release). General Motors. 2004. p. 6.
32. ^ "2004 GTO Iron Releases" (Press release). General Motors. 2004. p. 14.
33. ^ "Pontiac GTO Brushup". Edmunds. Retrieved 11 September 2014.
34. ^ "The 2004-2006 Pontiac GTO was a road rocket and sales bomb". Hagerty Media. 9 August 2016. Retrieved 22 Apr 2020.
35. ^ Nussbaum, Andrew (7 Aug 2017). "The W4O 40th Anniversary Edition 2004 Pontiac GTO". LSX Magazine . Retrieved 28 October 2020.
36. ^ 2005 Pontiac GTO Sales Brochure. GM, 2005
37. ^ Quiroga, Tony (January 2005). "2005 Pontiac GTO v 2005 Ford Mustang GT – Comparison Tests" (PDF). Railway car and Driver . Retrieved 11 September 2014.
38. ^ Holmstrom, Darwin; Newhardt, David (2011). GTO : Pontiac's Great One. Motorbooks International. p. 327. ISBN978-0-7603-3985-5 . Retrieved 11 September 2014.
39. ^ Keefe, Don (Feb 2006). "Pontiac GTO To Cease Production After 2006 Model Yr". Heights Performance Pontiac . Retrieved 11 September 2014.
40. ^ ^{a b} Dowling, Joshua (7 July 2006). "The real last Monaro". The Sydney Dayspring Herald. Archived from the original on 20 December 2013. Retrieved 11 September 2014.
41. ^ Robert Robinson, Aaron (December 2003). "Lusty Performance Covert in a Telco Dart Car". Car and Driver.
42. ^ World Wide Web.edmunds.com/2006%20Pontiac%20GTO
43. ^ "Pontiac History 1955–1981". pontiacheaven.org. Archived from the original along 29 July 2009. Retrieved 11 Sep 2014.

External links [edit]

• GTOAA.ORG GTO Association of America
• Pontiac GTO at Curlie
• Pontiac GTO at the Internet Movie Cars Database

Where Is the Ecu Located in a 2004 Pontiac Grand Prix

Source: https://en.wikipedia.org/wiki/Pontiac_GTO

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