Pontiac GTO

I have a 1966 Pontiac GTO hard top with Cameo Ivory paint and blue interior. The original data plate and round hollow rivets attached to the firewall depict this as a genuine GTO. The Data Plate on the left firewall decodes this vehicle as a 1966 Pontiac GTO. The Vin # decodes as follows: Division = 2 (Pontiac Motor Division), Model = 4217 (GTO), 6= Year (1966), P= Plant (Pontiac, Mi.), and Serial # 203680. All of this info came from Jim Mattison (ex. GM Engineer) who runs the Pontiac Historical Society. A copy of the original window sticker lists the VIN and all equipment ordered on the vehicle. I purchased this vehicle on Ebay from an Indiana owner in October 2003 with an odometer reading of 33,000 miles. Right after the purchase, I noticed some from end steering slop. The center link and and all four ball joints were replaced. The odometer now shows 37,000 miles. Is it possible that this vehicles mileage could be acurite???The car had one repaint by a previous owner. Obviously the car has gone through many stages during my almost, 12 years of ownership. When I added a roll bar and fuel cell, the original pieces of sheet metal were saved. Unfortunately, the original engine, transmission, hood, and wheels, are lost to history. However, I still have the following: Original ?? bias-ply spare tire, front and rear seat belts, key set, and steering wheel. Exterior Body Approximately 15 years ago, the car was repainted by a previous owner the original color; Cameo Ivory. A lift-off light weight fiberglass 6” cowl hood attaches to the body with Zuess fasteners. There is a mechanical fuel pressure gauge mounted to the driver’s side cowl. The wheel wells have not been altered in any way. The car is not cut up and can easily be returned to stock. Interior A previous owner replaced the carpeting and added new Fisher Body Aluminum step plates. The package tray is new. A Grant wood grain steering wheel replaced the original dark blue wheel (have this). I believe the rest of the interior is original. There is also a 6 point roll bar (could easily be removed). Engine Specs This engine was just freshened up by Tony Bischoff Racing Engines in Indiana. New bearings, rings, camshaft, lifters, pushrods, rockers, and new cylinder heads were replaced/added. Also new is the FAST XFI 2.0 EFI system. This is a 10.5 : 1 SCR pump gas engine that is at home on the street and track. A 50/50 mixture of 93 unleaded and 98 unleaded assures detonation free track passes. A new Indian Adventures Pontiac Block (aka an IA ll block) bored out to 4.355” calculates out to 535 cubic inches. The IA ll block has splayed 4-bolt main caps (rear main is 2-bolt) and extra casting metal for high power demands. A Scat Light Weight forged 4.5” stroker crank shaft, Crower I-Beam Sportsman rods, Diamond forged aluminum pistons, and Total seal Gapless rings (top ring) make up the rotating assembly. The cam is a Lunati hydraulic roller with .592” lift @ .050” with a 1.6” rocker, 252 Intake/ 262 Exhaust duration, with a 112 degree LSA. Lunati hydraulic roller lifters P/N 72334-16 and 3/8” Trend pushrods actuate the valves. The cylinder heads are Kauffman High Ports utilizing stainless steel valves with approximately 360 cfm of flow. Comp Cams Pro Magnum Roller Rockers with 7/16” stud size and a 1.6 :1 ratio P/N 1332-16 complete the valve train. A Sims Performance double roller timing chain/gear set with thrust bearings front and rear, protect the cam during high acceleration/deceleration loads. A Steffs aluminum 7-1/2 quart oil pan, Meziere forged flex plate, Meziere electric water pump, ATI Super Damper, complete the engine. Oiling A remote oil filter adapter is installed on the firewall; passenger side. This makes it easier to change the filter with headers. The oil pump is a Melling with about 70 PSI cold. There is an electric oil temp gauge under the dash. Induction An Edelbrock Victor EFI intake manifold, carb spacer, and FAST 4500 series throttle body P/N 307604 supply the air needs. Fuel is supplied from a 20 gallon fuel cell pumped by a Holley High Flow HP gerotor fuel pump P/N HLY-12-890. There are two Aeromotive rebuildable fuel filters in line; 100 micron and 10 micron. A Weldon fuel regulator with return line feeds the fuel rails. The fuel injectors are FAST P/N 30507 rated at 50 lbs/hour @ 58 PSI of fuel pressure. FAST XFI 2.0 EFI Controller P/N 301003 This is a fully programmable controller with a lot of “bells and whistles”. The complete system is all FAST (aux. harnesses and sensors) to keep the system compatible. This unit has an Internal Data Logger, Intelligent Traction Control, Power Adder functions (ex. Boost control, staging and launch controls), and limited “self-learn” capability. There is an installed harness for fuel pump and electric fan control but, currently, it is set up on manual switch control. To work with the Internal Data logger, there is a Drive Shaft Speed Sensor installed on the pinion yoke and differential. There are also fuel and oil pressure sensors installed for feedback to the 2.0. This system is sequential EFI with Speed Density enabled. Ignition An MSD 6AL-2 Programmable Controller used to take care of engine starting timing retard, step retards (launch), and rev limiting controls. Now, the MSD only sends power to the coil for firing. The FAST 2.0 “tells” the MSD when to fire from the MSD Crank Trigger. The MSD distributor is dual purpose. It fires the spark and the internal reluctor wheel is used to signal the 2.0 as a Cam Position Sensor (needed for sequential EFI). Transmission The transmission is a TH-400 built to handle high HP. It has a fully automatic valve body with a Lokar electric kick-down switch. An adjustable modulator allows minor shift point changes when in Drive. A new reproduction 1967 Hurst “His and Hers” shifter works well. The transmission was recently freshened up before the engine went in this Summer to make sure it is in excellent working condition. A new 10” torque converter from Neal Chance with 4500 stall (approximate), compliment the engine power characteristics. There are two B&M transmission super coolers up front to guarantee cooling during stop & go traffic. There is an electric transmission temperature gauge mounted under the dash on the passenger side. Cooling A Meziere high flow electric water pump, aluminum direct-fit Rodney Red Radiator, and two 14” electric fans help to keep things cool. There is a water cross-over from the rear of the cylinder heads routed under the intake manifold to the front water cross-over. This seems to help with additional cooling. A 160 degree standard flow thermostat is installed. Exhaust Doug’s 1-7/8” round port headers with 3-1/2” collectors tied in to Dyno Max bullet type mufflers with turn-downs that exit behind the front seats. These headers fit without “dinging” them. Suspension The rear end was just serviced. The ring and pinion was replaced, Eaton Posi rebuilt, and new wheel studs installed. The rear is a GM 12-bolt with a 3.73 : 1 Eaton posi, Moser 31 spline bolt-in axles with ½”-20 screw-in wheel studs, aluminum cover with bearing cap support, drum brakes, and an HR Parts N Stuff anti roll bar. The driveshaft is 4-1/2” aluminum. The Right Stuff supplied the dual master cylinder, front disc brake spindles/calibers, and hoses. There are adjustable upper tubular control arms and non-adjustable lower tubular control arms with Edelbrock tubular cross braces added for additional strength. In the front are QA1 Stocker Star single adjustable shocks (compression only). The rear has Strange dual-adjustable shocks. All the rubber body mount bushings were replaced a few years ago. The front control arm rubber mounts and upper and lower ball joints were replaced a second time with Atco ball joints joints (easier moving joints). All the front steering linkage (except idler arm) were replaced when I first purchased the car. Wheels/Tires The front wheels are Weld Draglites 15 x 4 with Mickey Thompson Sportsman 26 x 7.5-15. The rear wheels are Weld Draglites 15 x 8 with 5-1/2” back spacing. The rear tires are Mickey Thompson ET Street Radials 275/60R15. Safety Equipment A Safecraft Halon fire suppression system with a manual pull handle and three spray nozzles help guard against an accidental fire. The Halon bottle is a 10 lb. tank mounted on the floor behind the front passenger seat. There are two spray nozzles protruding from the firewall on each side of the engine and a third nozzle just under the dash in front of the driver to protect the passenger compartment. There is also a driveshaft safety loop attached to the transmission crossmember. All The Rest On the driver’s side, there are two switch panels mounted to the bottom of the dash. The first set are manual controls for cooling fans, tachometer and shift light, water pump, and fuel pump. The second set are for the FAST Functions: Flash Update Programming, Calibration Mode Select, and Data Log Arming. There are gauges mounted to the underside of the dash for oil pressure, water temp, volts, transmission temp., and oil temp. An electric fuel gauge was mounted on the front of the console because the dash gauge quit working. The shifter ball has a red “momentary on” push button for the Line Lock feature. There is also a green LED on the dash to show when it is energized. On the far left of the lower dash, there is a red LED. This is the equivalent of the current “check engine light”. If this light is lit, you will need to hook up to the 2.0 and look at the fault codes. There is a lot of wiring and harnesses under the dash and engine compartment to support all the electronics and aux. controls. I have drawn up an electrical schematic to show what everything is for. There are relays for the power side to control the high current devices; ex. fuel pump, water pump etc. In the trunk is a 20 gallon fuel cell with the sump under the car. The battery is secured in a battery box on the right side trunk. Battery posts are attached to the left of the right tail light. There is a remote solenoid in the trunk that controls B+ power that’s fed to the starter. The starter solenoid is jumped to the battery cable. This is a safety factor that only supplies power to the starter when you start the car. The long red cable is dead until the key is turned to start. There is also a Moroso main kill switch with a second set of contacts. This is the rear battery kill switch that also has the Ignition hot going to it. Turning this switch off kills all electrical power on the car. The alternator is a GM CS 130 style 3-wire. It is powder coated blue and puts out about 140 amps. It also has the rear extra cooling capacity finned cover. There is a 175 amp in line fuse between the alternator output wire and power distribution block. The alternator voltage sensing wire attaches at the block for maximum required power. There is also an under dash mounted Alpine AM/FM CD player radio with two rear package tray mounted Alpine speakers. I also have some old sales literature on the GTO’s of the day and lots of info on all the vehicles equipment plus the original glove box car manual.Thanks for your interest. Please call my cell at 586-596-1478 (Eastern time zone) and I will do my best to answer all questions. Normal 0 false false false EN-US X-NONE X-NONE On Sep-18-15 at 08:27:49 PDT, seller added the following information: