1974 Pontiac Trans Am

TRANS AM Coupe

V8 BIG BOCK

Automatic

Clear

1974 TRANS AM 455- LAST YEAR OF THE HIGH HORSE POWER TRANS AMS, THIS IS A FACTORY -" 455 ZU" CODE ALL ORIGINAL NEEDS RESTO. THIS MODEL IS THE HIGHEST- HP NEXT TO THE SUPER DUTY.THE CAR IS ALL THERE AND ORIGINAL BUT IT HAS BEEN SITTING FOR 15 YEARS, THE FLOORS ARE SOLID, IT HAS RUST AROUND THE BACK WINDOW. IT WILL BE SOLD AS IS. EMAIL FOR MORE INFO .THANKS ALSO HAS FACTIOR AC THIS IA A CAL CAR GREAT CAR TO RESTORE IT HAS BEEN SITTING FOR YEARY WORTH THE INVESTMENT PLEASE NOTE I AM LISTING THIS FOR A FRIEND I WILL DO MY BEST TO ANSWER ALL QUESTIONS.I WLECOME A INDAPENDENT INSPECTION OF CAR... THANK YOU GOOD LUCK By returning the 400 CID V8 into the lineup, Pontiac hoped to show fuel conscious consumer that they could have the Trans Am flash, but with a smaller engine. As we were to find out in subsequent years, the 225 hp produced the base motor wasn't too bad after all. Using the 4X head castings of the introduced in 1973, the power specs were the aforementioned 225 horsepower at 4000 rpm while 330 lb/ft of torque was developed at 2800 rpm. The 8.0:1 compression ratio was unchanged. Sources code these engines as AT, YT, YZ, and ZT for the automatics and WT for the manuals, if built early (?) and AD, YL, YM, and WR and Y3 for late built engines for their respective auto/manual combinations. For valvetrain, the 400 V8 still had a somewhat aggressive camshaft profile, with the gross intake lift measuring .410 inches while the exhaust maintained a .415 inches if lift. The duration of the camshaft was the same 273 degrees as last years base 455, but the exhaust duration was missing seven degrees, measuring 282 total degrees. Although the camshaft still had some eagerness built in, small 1.66" exhaust valves choked off the 400's performance. For a mere $57.00, the 455 cid engine could be ordered in place of the 400 The powerplant. Mostly unchanged from 1973, the 455 still developed 250 horsepower. The camshaft spec's were unchanged, and the exhaust gasses still struggled to exit through the same 1.66" valves as the 400. Torque increased by 10 lb/ft to 380@2800 rpm. The base 455 was an automatic only option and was coded AU, A4, YW, YY, Y9, ZU, ZW, Z4. Aside from being priced at $578.00 (vs. $521.00 in '73) SD-455's were also relatively unchanged from their final production versions of 1973. Even though twenty horsepower was lost from it's inception, it was still the top dog; even Chevrolet's mighty 454 Corvette engine came up 20 horsepower and 15 lb/ft short of the Super Duty's numbers. Block coding for manuals was W8 and automatic's received the Y8 coded blocks. The connecting rods in the '73 SD's were lighter than conventional 455's, by an ounce each, being reduced from the customary 31.7 ounces to 30.7 ounces. The pistons took a likewise diet, dropping from 20.88 oz. to 19.62 ounces. The final usage of two Trans Am mainstays would take place in 1974. Services of the venerable four-speed Muncie HD transmission would no longer be required. The big inch motors were loosing the horsepower war and the overkill provided by the Muncie was no longer needed. The Muncie's were replaced mid-year in 1974 with the Borg-Warner T10, and it is believed, but not confirmed, that the 4-speed SD-455's, being built late in the year, were built with the B-W T-10, not the Muncie. As for the automatic, the TurboHydramatic 400 would also make it's last appearance in '74. The soon to come catylitic converters would be in the way of the big tranmission, so the smaller Turbo 350 would take it's place. The biggest crime to take place in 1974 was the changes in rear axle ratio. No longer did Trans Am get you a stump pulling rear axle ratio. Many T/A's left the factory with economy 2.56:1 rear axle ratios, rather than a palatable 3.42. Four speed cars were also a rare sight in 1974, with a total of 1962 out of 10255 Trans Am's built. Making these figures even more lopsided was the fact that if you weren't able to get a SD, then your 455 (all 4648 of them) came only with an automatic. The March 1975 issue of "Road Test" magazine tested a 400 auto and 2.56 rear axle combo. The car would only go 108 mph and took almost eighteen seconds to cover the quarter mile. How sad. Realizing the benefits of radial tires, Pontiac mandated that all 1974 Trans Am would wear new shoes. The GR70 x 15 steel belted radial tires introduced last year would find their way onto all Trans Am's either in black wall or raised white letters (Oh no, what about white walls?). Radial Tuned Suspension accompanied the new tires and greatly improved the ride quality. On Jan-15-14 at 18:03:45 PST, seller added the following information: VIN 2V87Y4N115049