Читать книгу GTO Data and ID Guide: 1964-1974 - Pete Sessler - Страница 8
ОглавлениеThe front of the GTO used the same Pontiac grille, but the grille was blacked out. The black-out treatment gave the GTO a handsome measure of class. (Photo Courtesy Karl Lacker)
The following production figures were taken from GM production reports.
1964 Vehicle Identification Number
The vehicle identification number (VIN) was riveted on an aluminum plate and attached to the driver-side front-door hinge post. There was also a date stamp on the VIN tag indicating the date of delivery to the original owner. For 1964, the example of 82 4P100001 decodes to:
The big Pontiac 389-ci engine was available on the GTO, pumping out 348 hp with a 3×2 Tri-Power intake setup. A chromed single-snorkel air cleaner was standard on the 325-hp engine. (Photo Courtesy Karl Lacker)
| 8 | Number of cylinders |
| 2 | Model series (2 for LeMans) |
| 4 | Last digit of model year (4 for 1964) |
| P | Assembly plant (P for Pontiac, M for Kansas City, F for Freemont, B for Baltimore) |
| 100001 | Consecutive sequence number |
Because the 1964 GTO was an option on the Pontiac LeMans Series, there was no specific number or code to indicate a GTO. When production reached 100,000 at a particular plant, the consecutive sequence number continued with 200001. The consecutive sequence number was different for a GTO built at another plant. Also, as the VIN does not have a code for the original engine, it makes counterfeiting a GTO easier. General Motors did not include a code for the engine in the VIN until 1972, whereas Ford did from 1950 on and Chrysler did from 1966 on.
The block code for the 1964 GTO consisted of a three-character (and sometimes four-character) code of numbers and letters. Beneath the block code is the unit number, which in this case is the same as the consecutive sequence number and is taken from the vehicle’s VIN. The block code is located on the passenger’s side of the engine block below the cylinder head/deck.
The date code is also important. It is cast in the distributor pad and consists of three or four characters as follows: The first is a letter representing the month (A for January, B for February, C for March, D for April, E for May, F for June, G for July, H for August, I for September, J for October, K for November, L for December, M for December 1966 [1967 model only]). The second or third is a digit representing the month. The last is a digit representing the year. N or D represents the work shift when the block was cast, Night or Day. (Beginning in 1969, an additional two numbers represent the year; for example, 69 for 1969.)
Engine Block Codes
Compression ratio is 10.75:1 on all engines.
Cylinder Head Casting Numbers
The cylinder head codes were cast into the center exhaust port area. For 1964, a portion of the head part number was also cast on the left- and right-end ports.
| Cylinder Head | Casting Number |
| 389 ci all | 9770716 |
Carburetors
The part number for the 1964 Carter AFB 4-barrel carburetor was found on a metal tag mounted on the carburetor air horn. For the Tri-Power carbs, the number was stamped on a plate and mounted on one of the carburetor mounting screws.
Distributors
The 1964 distributors had the part number stamped and mounted around the distributor shaft.
| Ignition | Part Number |
| Conventional | 1111054 |
| Transistor | 1111057 |
Intake Manifolds
On 4-barrel engines, the part number is stamped or cast into an intake runner. On Tri-Power manifolds, it can be found on the center and rear intake runners.
| Engine | Part Number |
| 4-barrel | 9770274 |
| 3×2-barrel | 9775088 |
Exhaust Manifolds
The part number for the exhaust manifold is generally, but not always, found on the outer face of the manifold.
| Location | Part Number |
| Driver’s side | 545467 |
| Passenger’s side | 9773442 |
On the Super Turbine 300 2-speed automatic, the transmission code was stamped on the low-servo cover on the passenger’s side of the transmission or on a metal tag.
The 3- and 4-speed M20 and M21 manual transmissions were used on the GTO and, generally, but not always, had the part number stenciled on the transmission case on the driver’s side of the case, at the rear of the cover. The code number indicated the type of transmission and the production date.
An identification code is marked in yellow paint on top of the case on 4-speed transmissions. W stands for wide-ratio and 9 stands for close-ratio. On the 3-speed Tempest (Muncie), the letter X indicates a heavy-duty Muncie and is marked on the passenger’s side of the case.
1964 Rear Axle Identification, Codes, and Ratios
In 1964, the axle ratio was stamped on the passenger-side axle tube and on the lower left side of the vent. Green paint was used on the top of the differential housing and on the hubs on GTOs made before January 2, 1964.
The M21 close-ratio 4-speed, according to the GTO club, was not installed by the factory.
The spacious interior provided plenty of room. The standard GTO steering wheel was the LeMans Deluxe wheel and optional was the Custom Sports steering wheel, which came with four brushed-metal spokes and an imitation wood rim. (Photo Courtesy Karl Lacker)
For an American car, the GTO had a European flair, but unlike the European cars, it was reasonably priced and could be loaded with lots of options. (Photo Courtesy Marty Cieslak)
The interior trim was identical to the LeMans. However, the GTO has the following items as standard and were not available on other LeMans models: the engine-turned appliqué that surrounds the fourgauge dash pods and the large GTO crest on the passenger’s side above the glove box.
All of these colors were available on the convertibles.
Exterior color codes can be found on the cowl data plate located on the driver’s side of the firewall and were consistent from plant to plant. The exterior color codes were found on the fifth line of the cowl data plate. The colors listed below were available on all models and were not just GTO colors.
1964 Regular Production Options and Retail Prices
Regular production options are listed below. Also included are special equipment and dealer options. Note that these are marketed and the price set by the dealer’s parts department.
Typically, the dealer’s parts department sold these and other parts based on current market trends. They were designed to increase motoring pleasure.
• Tonneau cover
• Ski carrier for roof
• Roof luggage carrier
• Trunk ski and luggage carrier
• Locking gas cap
• Wire wheel discs
• Tissue dispenser
• Vacuum gauge
Option Groups
Compiling multiple options into a single option group was a way of creating less confusion and paperwork for dealers.
Typical for 1960s cars was a large rear trunk, even with the stock spare tire. This white GTO doesn’t have the optional spare tire cover. (Photo Courtesy Marty Cieslak)
Is My Pontiac LeMans a True GTO?
The GTO option was listed as an option on the LeMans series for 1964 and was not a separate, freestanding model. This makes it possible to counterfeit a GTO. In addition, the engine can easily be substituted because there is no code for the engine in the VIN. On the other hand, an original GTO must include the hood scoop, front fender GTO crests, rear fender GTO emblems, and a rear deck GTO emblem.
The GTO emblem was affixed to the rear passenger-side deck lid, on the rear quarter panels, and to the left-front part of the front grille. (Photo Courtesy Karl Lacker)
The abbreviation GTO stands for Gran Turismo Omologato, which is Italian for “Grand Touring, Homologated.” This means that a car is homologated for racing in the Grand Touring class. Officially, and according to the Fédération Internationale de l’Automobile (FIA) rules, GT means a closed, two-seat, high-performance car that could be used either on the street or for racing.
The front of the car had just a GTO emblem, and that was all that was needed. (Photo Courtesy Karl Lacker)
The hood used two simulated scoops to give a performance look. The GTO was the only car to use two scoops in 1964. (Photo Courtesy Karl Lacker)
The GTO, in name at least, evoked a high-performance European GT but was affordable for the American buyer. Pontiac decided to use the GTO moniker on the new-for-1964 A-body platform but only on the two-door coupe, convertible, and hardtop body styles.
Exterior
For identification, GTO lettering was mounted on the driver-side front part of the blacked-out front grille, GTO emblems were used on both driver’s side front and rear quarter panels, GTO lettering was used on the passenger-side rear part of the trunk lid and on the front and rear fenders, and a special GTO “6.5 litre” crest was used. This crest was used until 1969 when GTO lettering took its place. The actual metric displacement of the 389 was 6,372 cc, but some sources used 6,375 cc.
Additional identification was used on 389s: The stock-painted valve covers were replaced with chrome, and two simulated hood scoops were available with the GTO only.
Interior
An eye-catching GTO crest was located above the locking glove box. Similar to the front-fender-mounted emblems, the interior GTO crest was larger, and the 1964 model was the only one to receive this larger crest.
Probably the most noticeable interior difference was the engine-turned appliqué that surrounded the four-pod instrument panel. This was not used in any other LeMans and gave the GTO interior some pizzazz. Manual transmission GTOs also received a Hurst shifter, but some early cars received a version that did not have the Hurst inscription on the shift level. All GTOs came with standard bucket seats and all interiors received matching door panels and trim, except the Parchment interiors where the seats, door panels, headliner, sun visors, and windlace are finished in Parchment and the carpets, console base, rear package shelf, door kick panels, and dash pad are black.
Bench seats did not show up on the GTO until the 1972 model year.
The four-pod instrument panel, which was standard equipment on all other LeMans models, included the following gauges: On the far left, the pod contained an oil pressure gauge and battery; on the left-center was a 120-mph speedometer and odometer with a brake warning lamp; on the right-center, two gauges were housed, a fuel gauge and temperature warning lamp. On the far right, a decorative black plate was used; however, if an optional 7,000-rpm tachometer or the Rally clock were ordered, they would take the place of the decorative black plate. An additional gauge was also available; this was the manifold vacuum gauge, which was mounted on the console.
The GTO could be ordered with one of two steering wheels. The standard GTO steering wheel was the Deluxe wheel, which was also used on the LeMans. It matched the color of the interior, but when a Parchment interior was ordered, the car received a black steering wheel. Optional was the Custom Sports steering wheel; it had four brushed-metal spokes and used an imitation wood rim.
All GTO radios used the standard manual antenna, which was mounted on the passenger-side front cowl. Optionally, the power antenna could be ordered, but it was mounted on the passenger-side rear quarter panel.
Engine and Transmission
The standard engine on the GTO was the 389-ci V-8 rated at 325 hp at 4,800 rpm. Compression ratio was 10.75:1. Carter carburetion was used on the engine. The lower end of the engine used 3.00-inch mains and 6.625-inch long rods. The optional engine was rated at 348 hp and used the Tri-Power induction system. It consisted of three 2-barrel Rochester carburetors; the end carburetors were mechanically controlled, giving the GTO more power at a lower engine speed.
All Pontiac engines used an oil windage tray and were equipped with chrome valve covers and a chrome oil filler cap.
The standard transmission was a 3-speed manual. Note the Custom Sports steering wheel, too. (Photo Courtesy Marty Cieslak)
The standard transmission was a 3-speed manual with a Hurst floor shifter. Optional were two 4-speeds: the M20 wide-ratio box and the M21 close-ratio box. According to the GTO club, the M21 was not installed by the factory. All manual transmission cars came with a 10.4-inch-diameter clutch.
The 2-speed Super Turbine 300 Powerglide automatic was optional on both engines. It was not until 1967 that the 3-speed Turbo-Hydramatic became available.
All GTOs came with a dual-exhaust system. The head pipes measured 2.25×0.075 inches and the tailpipes measured 2.00×0.055 inches. Optional with the duals were chrome exhaust splitters, and these were located behind the rear wheelwells. Early splitters were shorter than later production splitters. All GTOs, from 1964 to 1974, were equipped with a dual-exhaust system.
Drivetrain
As with other GM intermediates, all used the Saginaw manual steering box with a manual 24:1 ratio and five turns lock-to-lock. The Saginaw steering box was available from 1974 to 1967. More desirable was a quicker 20:1 power ratio box. Power steering GTOs used a power 17.5:1 box.
Drum brakes were used on all four wheels. These could be either manual or power-assisted and measured 9.5 inches. The shoes measured 2.5 inches on the front pads and 2.0 inches on the rear, totaling 269.8 square inches. Semi-metallic brakes were optional. The brakes, though, were barely adequate, and even the 6-cylinder Tempest used 9.5-inch drums.
The standard suspension came with firm shock absorbers and springs, and the GTO was also equipped with a .938-inch front anti-sway bar. A rear sway bar didn’t become standard until 1970.
The wheels on this GTO used a hubcap with a 10-slot Deluxe wheel cover. (Photo Courtesy Karl Lacker)
The standard steel wheels measured 14×6 inches with Redline 7.50×14 tires made by US Royal Tiger Paw. Whitewall tires were a no-cost option. You had several optional wheels to choose from: Standard was a hubcap, optional were a 10-slot Deluxe wheel cover, an 8-slot Custom wheel cover, and a wire wheel cover, which was available through dealers.
