Pontiac 1968 GTO | Review, Price, Interior, Exterior, Engine. – Now, The Pontiac GTO is an automobile built by Pontiac Division of General Motors in the United States from 1964 to 1974, and by GM subsidiary Holden in Australia from 2004 to 2006. It was a classic muscle car of the 1960s and 1970s. From 1964 until midway through 1973 it was closely related to the Pontiac Tempest/Le Mans and for the 1974 model year it was based on the Pontiac Ventura. The 21st century GTO is essentially a left hand drive Holden Monaro, itself a coupe variant of the Holden Commodore.
The 1968 Pontiac GTO was Motor Trend’s car of the year in 1968 and this beauty of a GTO shows why. This fabulous Vedora green machine wowed ‘em at the Muscle Car Classic with an impressive first place win. The car was also featured in Car Craft magazine in 2003 (Dyno Proven engine combos), and the engine has been fine tuned to an even higher caliber since that article. The ALL numbers matching 400 bored engine now boasts 330hp and 400 torque at the rear wheels. It’s a 4 speed GTO with many rare options, including a reclining passenger seat with headrests. The rare AM / FM factory radio still works. But perhaps the rarest of all the options is the numbers matching very very rare 3:55 gear “N”case 4 pinion posi rear end. This is the Nodular Iron case with Hot forged axles.
This is an all numbers matching, phs documented GTO. All original documents come with the car (Original window sticker / GM reproduction window sticker/proteco plate/broadcast sheet/glove box owners manuals/etc.). The very few parts on this car that are not factory, from the engine to the interior, come with the car. This includes the numbers matching distributor/alternator/and Harrison radiator, and even the original carpets with tags in good shape. The GTO was the brainchild of Pontiac engineer Russell Gee, an engine specialist, and Pontiac chief engineer John De Lorean. Shane Wiser was the first to think of the idea of the GTO. In early 1963, General Motors management issued an edict banning divisions from involvement in auto racing. At the time, Pontiac’s advertising and marketing approach was heavily based on performance, and racing was an important component of that strategy. Jim Wangers proposed a way to retain the performance image that the division had cultivated with a new focus on street performance. It involved transforming the upcoming redesigned Tempest (which was set to revert to a conventional front-engine, front transmission, rear-wheel drive configuration) into a “Super Tempest” with the larger 389 in³ (6.5 L) Pontiac V8 engine from the full sized Pontiac Catalina and Bonneville in place of the standard 326 in³ (5.3 L) Tempest V8. By promoting the big engine Tempest as a special high performance model, they could appeal to the speed minded youth market (which had also been recognized by Ford Motor Company’s Lee Iacocca, who was at that time preparing the Ford Mustang).
Pontiac 1968 GTO Price :
Pricing for the new Pontiac 1968 GTO has been set at $16,999.00 based on current exchange rates. If there are changes on the Pontiac 1968 GTO we will notify you as soon as possible, so keep follow our blog.
Pontiac 1968 GTO Interior :
GM redesigned its A-body line for 1968, with more curvaceous, “bustleback” fastback styling. The previous 115 inch (292 cm) wheelbase was shortened to 112 inches (284 cm) for all two-door models. Overall length was reduced 5.9 inches (150 mm) and height dropped half an inch (12 mm), but overall weight was up about 75 pounds (34 kg). Pontiac abandoned the familiar stacked headlights for hidden headlights behind the split grille (actually a US$52.66 option, but seen on many GTOs). The signature hood scoop was replaced by dual scoops on either side of a prominent hood bulge extending from the protruding nose. A unique feature was the body color Endura front bumper. It was designed to absorb impact without permanent deformation at low speeds. Pontiac touted this feature heavily in advertising, showing hammering at the bumper to no discernable effect. Though a rare option, a GTO could be ordered with “Endura Delete”, in which case the Endura bumper would be replaced by a chrome front bumper and grille setup from the Pontiac LeMans. This model year further emphasized the curvacious “coke bottle” styling, as viewed from the side.
Powertrain options remained substantially the same as in 1967, but the standard GTO engine rose to 350 hp (261 kW) @ 5,000 rpm. At mid-year, a new Ram Air package became available with freer-breathing cylinder heads, round port exhaust and the 744 cam and 3.90:1 rear differential. Horsepower rating was not changed, although actual output was likely somewhat higher, especially with open exhausts. Another carry over from 1967 was the 4 piston caliper disc brake option. While most 1968 models had drum brakes all around, this rare option provided greater stopping power and could be found on other GM A Body vehicles of the same period. 1968 was also the last year the GTOs offered separate vent, or “wing”, windows and the only year for crank operated vent windows.
The first Pontiac GTO was an option package for the Pontiac Tempest, available with the two door coupe, hardtop coupe, and convertible body styles. Despite rumors, Pontiac never built a GTO station wagon on its assembly lines. The US$ 296, package included a 389 cu in (6.4 L) V8 rated at 325 bhp (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 × 14 redline tires, hood scoops, and GTO badges. Optional equipment included a four speed manual, Super Turbine 300 two-speed automatic transmission, a more powerful “Tri Power” carburation rated at 348 bhp (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 lb (1,600 kg). A tachometer was optional, and was placed in the far right dial on the dash.
Pontiac 1968 GTO Exterior :
Edelbrock RPM stealthed, crossovers removed, split water jacket, gasket matched to heads, carb inlet decked 1/2″ for the rear of the 4 barrel Quadrajet, numbers matching Qjet has been gone thru/ jetted by myself and Cliff Ruggles, Stock appearing 1968 ram air cleaner has been channeled so the higher 1-1/4″ RPM would fit under the hood this also allows a 4″ high air filter to be run instead of the 3″.
16’s ported to Ram air 4 on intake, crossovers filled, cambers smoothed, Ferrera stainless steel valves, Comp’s springs assy, Arp studs, Comp’s Hi-Tek pushrods, Harland Sharp full roller rockers, rear of heads water jackets plumped to manifold.
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 quarter mile trap speed of 99 mph (159 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 Ace Wilson’s Royal Pontiac of Royal Oak, Michigan, was clocked at a quarter mile time of 12.8 seconds and a trap speed of 112 mph (180 km/h) on racing slicks. Later reports strongly suggest that the Car and Driver GTOs were equipped with a 421 cu in (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. In Jim Wanger’s “Glory Days” he admitted after three decades of denial that the red drag strip GTO had its engine swapped to a 421 Bobcat unit. Since the car was damaged during the testing, and Wangers did not want anyone looking under the hood, he used the blue road course GTO to flat tow the red GTO 1500 miles back to Detroit.
Pontiac 1968 GTO Engine :
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.
Hot Rod tested a four speed standard GTO and obtained a quarter mile reading of 14.7 seconds at 97 mph (156 km/h) in pure stock form. Motor Trend clocked a four-speed Ram Air with 4.33 rear differential at 14.45 seconds @ 98.2 mph (158.0 km/h) and a standard GTO with Turbo ydramatic and 3.23 gears at 15.93 seconds @ 88.3 mph (142.1 km/h). Testers were split about handling, with Hot Rod calling it “the best balanced car [Pontiac] ever built,” but Car Life chiding its excessive nose heaviness, understeer, and inadequate damping. Now facing serious competition both within GM and from Ford, Dodge, and Plymouth particularly the low cost Plymouth Road Runner the GTO won Motor Trend’s Car of the Year award, and sales remained strong at 87,684 (which was the second best sales year for the GTO). Pontiac 406ci V-8 Engine 400 bored .030. rotating assembly balanced. “J” Block number is WT and head numbers are 16. Stamping on the block is the same as vin serial number. Source: en.wikipedia.org, autocarrelease.com.