Pontiac GTO 1965-1967


The GTO was redesigned in 1965; while retaining the same wheel base and interior size the car got 3.1 inches longer and 100 lbs (45 kg) heavier. The dash has been revised as well as adding an optional and more legible tachometer and oil pressure gauge to instrument cluster with a breaker-less ignition as another option. The exterior changes include four headlights now stacked vertically and mounted in an “egg crate grill” while a functional hood scoop for cold air intake was added; as another bonus the scoop increased the roar of the accelerating engine. The brake linings are thicker by 15%, the front sway bar is beefed up, also heavy duty shocks were added and all included in the base price. The engine also received a makeover; high rise manifolds were added and the intake passages were re-cored on the head for cooler more efficient air intake. At 5,200 rpm with the basic four barrel the engine now developed 335 hp (250 kW); the high performance tri-power engine would develop 360 hp (370 kW) at the same 5,200 rpm. The three speed manual was the basic offering with the two speed auto or the four speed standard transmissions as optional choices. The lighter coupe with the four speed and power option would do 0 to 60 mph (97 km/h) in 5.8 seconds and a standing quarter mile in 14.5 seconds reaching a top speed of 114 mph at the 6,000 rpm red line.



For 1966 more changes the GTO became a model in its own right – it was not an option package any longer.  The GTO could be ordered as a pillared sport coupe, a hardtop without pillars or as a convertible. In the passenger compartment higher and thinner bucket seats with contoured cushions were optional as well for the first time head rests could be chosen.  On the dash the four circular instruments were redesigned and the ignition switch was moved from the far left to the right side of the steering column.  The body became more curvy while the rear fenders had a”kicked up’ or coke bottle look and held the slightly tunneled tail lights with a louvered cover – a feature unique to GTO. The grill was also unique but in two ways – unique to the GTO as well it was the first plastic grill ever used on a production vehicle. Until this time the grills were all made of aluminum or a pot metal alloy. The car stayed on the same wheel base, with the same weight, but got slightly longer and wider with one inch wider tracking as well. The only change in the power train was a new Ram Air engine with the same horse power rating as the power option was offered but with few takers, there were only 35 factory Ram engines assembled and up to 300 dealer units put together.

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There were few body changes for 1967 the louvered tail lights are four on each side and the grill is now a split one. The other changes were all cosmetic such as the GTO emblems were moved to the rocker panels from the fenders and colored lug nuts were offered for the alloy wheels. There were several mechanical changes for 1967. The 389 V8 engine was bored to 400 CID (6.5 L) with the cylinder heads redesigned so the valves would move in a straighter line allowing for larger valves to be installed. Three different choices for this engine were available but this year the Tri-Power carb – a Pontiac standard for years was not one of them. The economy package has a two barrel carburetor and produces 255 bhp (190 kW) at 4,400 rpm the standard engine puts out 335 bhp (250 kW) at 4,400 rpm with the high performance producing 360 bhp (270 kW) at 5,100 rpm This year saw many new safety features such as four way flashers, non-protruding knobs, padded dash, impact absorbing steering column, and wheel. Front disk brakes were an option and a four speed “his/hers” automatic transmission that allowed shifting through the gears if desired was an option while the two speed automatic was basic equipment.

Want more? click the link below to watch a driving the GTO video;

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4 days ago

Muscle Car Fan

Conversation with a guy who wanted to be an editor on the Muscle Car Fan page. Nailed him in a lie and lack of any car knowledge.... ...

Conversation with a guy who wanted to be an editor on the Muscle Car Fan page. Nailed him in a lie and lack of any car knowledge....

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His lack of proper grammar says a lot about his "knowledge"

I'm wrapping up on 1970 Plymouth Duster 340 4 bbl Customer came in for a walk thru Before paint I said that was a fast Car with the six pack option Buddy tripped out , reply They never put a Six pack option out in a Duster Literally raised voice. My Reply google 360 Chrysler Heads see what they used them For Needless to say He's a Butt Hurt Customer running that tater peeler Ijs if you disagree in Jot Rod talk no need in dang screaming when your wrong Just Google it Lol

He'd have had you at "440"😃

The beauty of accountability

delusions of grandure wow yeah lacks a bit dont he

He should have just said a Hemi!

If anyone says that their favourite car is a Charger or Challenger. Stay away.

Rock solid

hahaha bache ka dil toor dya 😂😂💔

Another knucklehead

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2 weeks ago

Muscle Car Fan

Another Fan inspired video about the 350 Chevy from Brennan Kate. Young people showing appreciation for these classics, love it! ...

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good song, great publicity, sweet girl...🎸🤠😁

Thank you all for your support 🙂


For the Chevy's fans.

U got a good voice u go far.

So cool

mopar till i die.....however,very cool...

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3 weeks ago

Muscle Car Fan

Hanging out at the Petersen Museum today ...

4 weeks ago

Muscle Car Fan

Perfect 1969 z-28 professionally built body and drivetrain ...

1 month ago

Muscle Car Fan

1948 Cadillac Ambulance pulled from yard Also 58 Ford Skyliner ...

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Streamlined roof-mounted emergency lighting pods were beginning to appear by 1940 and Meteor showed a number of ambulances so-equipped in their mailings. Meteor's flower cars were topped by 5-window business coupe-style roofs and featured a fake folded convertible top made of aluminum mounted at the rear of the flower box. Meteor introduced a new driver's door first seen on 1939 S&S carved-panel coaches that featured an unusual A-shaped window frame. Meteor then mounted a miniature coach lamp within the triangular panel that was now part of the body. Although the new arched door looked great on their service cars, flower cars and carved Gothic hearses, it looked hideous when combined with the vertical B & C pillars found on their limousine-style coaches and ambulances. The rear door window frames as well as the B-pillars and C-pillars were still vertically oriented and clashed with the sharply sloping outline of the front door's arched window-frame.S&S did the right thing and used vertical B-pillar front door frames on their regular limousine-style and landau-style hearses and ambulances. Although they could have used a regular door on their limousine-style coaches and ambulances (as did S&S), for some unknown reason, Meteor didn't and continued producing ugly limousine style coaches until 1950, when regular door frames returned.Quite unfairly, LaSalle had acquired the reputation of being a "cheap" Cadillac and was eliminated by GM just as Cadillac released their new Bill Mitchell-designed models in 1941. The new Cadillac was decidedly forward-looking, side-mounted spares had been eliminated and the new Hydra-Matic automatic transmission was available for the first time having been pioneered by Oldsmobile in the previous year. The prow-nosed look seen in the Thirties was gone, replaced by massive front-end highlighted by the now-famous egg-crate grille. Headlamps were now mounted in, rather than on top of, the front fenders. Equipped with a Cord-like coffin-nose hood the new Cadillacs were noticeably different from their predecessors and set the standard for American luxury during the 1940s. A mid-sized 29-passenger transit bus prototype called the 101 was built during 1941, but never saw production. However their experience with the vehicle helped procure a large contract to produce bodies for a post-war Reo transit coach.The A-framed Meteor coaches continued little unchanged through 1942 although a less-expensive series of coaches appeared in 1941 mounted on Chevrolet chassis that featured normal-looking vertically-oriented B-pillars. When seen on a flower car body, Meteor's A-framed front doors looked good and their 1942 version featured a 5-window business coupe roof mounted on top of a standard Meteor coach body that had been built with no structure above the beltline. The coupe's blanked-in rear quarter-windows were covered by a landau bar and the base of the roof flowed straight back to the rear of the flower box which still had a makeshift faux folded-convertible roof. The rear doors were left intact and could be used to load chairs or other graveside necessities. Access to the casket compartment was through the tailgate which had built-in casket rollers that matched those on the compartment floor. The height of the exposed stainless steel flower deck was hydraulically adjustable so that different-sized floral tributes could be accommodated and a tonneau was included to cover the bed when not in use.After an illustrious career with Henney and a short stint at the Des Moines Casket Company, automotive designer Herman Earl (1878-1957) worked for Meteor up until his retirement during WWII. Another famous wartime Meteor employee was John B. Judkins who became a consultant for the firm, when his Merrimac, MA coachbuilding firm folded in 1942. During the War, Meteor manufactured aviation equipment for the US Navy and ramped up for civilian production in early 1945.Immediately after the war Meteor built 969 bus bodies for Reo's post-war 96-HT 'Victory' bus (1945-1947). These Reo-Meteor coaches included a Continental 427cu in 6­cylinder gasoline engine mounted under the floor and featured sectional bodies similar to those produced by Wayne Works.1946-1948 Meteor coaches remained unchanged from the pre-war 1942 models and still included weird A-framed front doors with integral miniature coach lamps. As with other makers, post-war prices increased by about 50% and new Meteor coaches started at $5,000. All Meteor coaches were now built on Cadillac chassis and included rear fender skirts plus optional automatic transmission and air-conditioning. Ambulances could be ordered with built-in roof-top warning lights, a choice of sirens plus a clever front fender-mounted fire extinguisher.Cadillac's new commercial chassis was available beginning 1949, one year after the introduction of their famous P-38 Lightning-influenced rear fenders.

Are the engine and drive train still there?

I hope the restore to original shape

No engine

I like to see them when their done too.

It's all there folks!

No engine


Thing is really trashed

Greg Andry

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