Visual alterations and a revamped engine lineup helped maintain the GTO's appeal
Detroit's manufacturers had already logged several years of performance-oriented automobiles--both on the track and the street--but when Pontiac snuck one under the corporate radar, the contemporary muscle car era we know of today changed forever. Launched in 1964, the GTO instantly gained a legion of admirers, and sales surged each model year. By 1966, production across three body styles had grown to 96,946, hinting at what the '67 editions might achieve, such as the convertible pictured here.
With a redesigned A-body scheduled for 1968, cosmetic upgrades to the '67 models were limited to the front and rear fascia. Stacked headlamps and inboard running lamps were still in place, as well as the famed split grille. However, the grille insert was subtly changed to a 45-degree mesh pattern. More dramatic was the tail panel, with divided lenses above a bumper that featured rectangular reverse lamps rather than the round bezels of the previous year.
Interiors could have been fitted with a Strato notchback bench seat or Strato buckets trimmed in expanded Morrokide in a revised pattern and color palette. Headrests were optional, as was a passenger Strato bucket seat. Simulated walnut-grain panels graced the optional center console and an instrument panel that surrounded the four gauge pods, comfort controls and radio. Upgrades included a custom sport steering wheel, power windows, air conditioning and cruise control, among others.
Below the passengers was a heavy-duty, box-section steel frame. This made for a sturdy foundation from which a heavy-duty independent front suspension and an equally impressive coil-sprung system acted to provide a comfortable ride and confident handling under power and while cornering. Distance between the front and rear wheel hubs measured 115 inches. Further suspension upgrades were available, as were power front disc brakes and an array of wheel options.
While great looks, comfort and handling were essential qualities for some, it was the brute available power that garnered the most attention. The outstanding choice was the standard 335hp 400-cu in engine, which was followed by the optional 360hp, H.O. (High Output) that replaced the Tri-Power 360 of 1966; it found 13,827 buyers, 1,591 in convertibles. At a whopping $263.30, only 751 customers sprung for the 360hp Ram Air 400 (a mere 56 were installed in convertibles). All had a four-barrel carburetor; however, an economy two-barrel 400 making 255hp was offered, and found 2,967 takers.
A column- or floor-shifted three-speed manual was standard, which could have been swapped out for a wide- or close-ratio four-speed manual, or the three-speed Turbo Hydra-Matic automatic. The caveat here was that the economy 400 was only available with the automatic.
When Pontiac closed production of the 1967 models, the division sold a combined total of 81,722 GTOs, 9,517 of which were convertibles.
This article originally appeared in the July, 2013 issue of Hemmings Motor News.
Comments
Post a Comment