View source for Engineering:Pontiac GTO

{{short description|Car models produced by General Motors Corporation}}

{{Infobox automobile
| name = Pontiac GTO
| image = 2005 Pontiac GTO, front left, 10-28-2022.jpg
| caption = 2005 Pontiac GTO
| manufacturer = {{unbulleted list | [[Company:Pontiac (automobile)|Pontiac]] ([[Company:General Motors|GM]]) 1963–1974 | [[Company:Holden|Holden]] ([[Company:General Motors|GM]]) 2004–2006 }}
| class = {{unbulleted list | [[Engineering:Mid-size car|Mid-size]] 1963–1973 | [[Engineering:Compact car|Compact car]] 1974 | [[Engineering:Mid-size car|Mid-size car]] 2003–2006 }}
| production = {{unbulleted list | 1963<ref name="Hagerty">{{cite web |last1=Horning |first1=Reggie |title=The GTO Origin Story |url= https://www.hagerty.com/media/car-profiles/the-gto-origin-story/ |work=Hagerty |access-date=18 January 2021 |date=1 March 2018}}</ref>–1974 | 2003–2006 }}
| predecessor = {{unbulleted list | [[Engineering:Pontiac Tempest|Pontiac Tempest]] }}
| layout = [[Engineering:Front-engine, rear-wheel-drive layout|Front-engine, rear-wheel-drive]]
}}

The '''Pontiac GTO''' is a front-engine, rear-drive, two-door, four- or five-passenger automobile manufactured and marketed by the [[Company:Pontiac (automobile)|Pontiac]] division of [[Company:General Motors|General Motors]] over four generations from 1963 until 1974 in the United States &mdash; with a fifth generation made by GM's Australian subsidiary, [[Company:Holden|Holden]], for the 2004 through 2006 model years.

The first generation of the GTO is credited with popularizing the [[Engineering:Muscle car|muscle car]] market segment in the 1960s.<ref>{{cite book|url= https://books.google.com/books?id=rNiI4quG6KUC&q=First+muscle+car&pg=PA7 |page=7 |title=Muscle car: mighty machines that ruled the world|first=John |last=Gunnell |publisher=Krause Publications |year=2006 |isbn= 978-0-89689-313-9 |access-date=13 March 2016}}</ref><ref name=muscle>{{cite web |url= http://musclecars.howstuffworks.com/muscle-car-information/how-muscle-cars-work1.htm |title=The Birth of Muscle Cars |website=musclecars.howstuffworks.com |date=16 January 2007 |access-date=13 March 2016}}</ref> The Pontiac GTO is considered by some to have started the trend with all four domestic automakers offering a variety of competing models.<ref>{{Cite book |quote= 'classic' muscle car is considered a GTO-like model, it doesn't have to be a Pontiac. AMC, Buick, Chevy, Dodge, Ford, Mercury, Oldsmobile and Plymouth—in alphabetical order—all made their own versions |page=18 |last=Gunnell |first=John |title=American Cars of the 1960s: A Decade of Diversity |year=2005 |publisher=Krause Publications |isbn=978-0-89689-131-9 }}</ref><ref>{{cite book |last=Gunnell |first=John |title=Standard Guide to American Muscle Cars: A Supercar Source Book, 1960-2000 |date=2001 |publisher=Krause Publications |isbn=978-0-87349-262-1 |page=8 |url= https://books.google.com/books?id=_g3CKLbpgHUC&q=lt%27s+true+that+the+%22classic%22+muscle+car+is+considered+a+GTO-like+model.+although+it+can+be+made+hy+any+American+automaker |access-date=20 August 2018}}</ref>

For the 1964 and 1965 model years, the GTO was an optional package on the intermediate-sized Pontiac Lemans. The 1964 GTO [[Vehicle identification number|vehicle identification number]] (VIN) started with 22, while the 1965 GTO VIN started with 237. The GTO became a separate model from 1966 through 1971 (VIN 242...). It became an optional package again for the 1972 and 1973 intermediate [[Engineering:Pontiac LeMans|LeMans]]. For 1974, the GTO was an optional [[Social:Trim level (automobile)|trim package]] on the compact-sized [[Engineering:Pontiac Ventura|Ventura]].

The GTO was selected as the ''Motor Trend'' Car of the Year in 1968.

The GTO model was revived from 2004 to 2006 model years as a captive import for Pontiac, a left-hand drive version of the Holden Monaro, itself a [[Engineering:Coupé|coupé]] variant of the Holden Commodore.

==Origins==
In early 1963, General Motors management banned divisions from involvement in auto racing. This followed the 1957 voluntary ban on automobile racing that was instituted by the Automobile Manufacturers Association.<ref>{{cite book|url= https://books.google.com/books?id=0SG1yOw4edUC&q=automobile+racing+ban+by+the+Automobile+Manufacturers+Association&pg=PA62 |page=62 |title=Muscle: America's Legendary Performance Cars |first1=Randy |last1=Leffingwell |first2=Darwin |last2=Holmstrom |year=2006 |publisher=Motorbooks |isbn=978-0-7603-2284-0 |access-date=13 March 2016}}</ref> By the early 1960s, Pontiac's advertising and marketing approach was heavily based on performance. With GM's ban on factory-sponsored racing, Pontiac's managers began to emphasize street performance.

In his autobiography ''Glory Days'', Pontiac chief marketing manager Jim Wangers, who worked for the division's contract advertising and public relations agency, states that John DeLorean, Bill Collins, and Russ Gee were responsible for the GTO's creation. It involved transforming the upcoming second-generation [[Engineering:Pontiac Tempest|Pontiac Tempest]] (which reverted to a conventional front-engine with front transmission configuration) into a sporty car, with a larger {{convert|389|CID|L|1|abbr=on}} Pontiac V8 engine from the full-sized [[Engineering:Pontiac Grand Prix|Pontiac Grand Prix]] hardtop coupe in place of the standard {{convert|326|CID|L|1|abbr=on}} V8. By promoting the big-engine option as a special high-performance model, they could appeal to the youth market (which had also been recognized by [[Company:Ford Motor Company|Ford Motor Company]]'s Lee Iacocca, who was at that time preparing the Ford Mustang variant of the second generation Ford Falcon compact).

The GTO disregarded GM's policy limiting the A-body [[Engineering:Mid-size car|intermediate]] line to a maximum engine displacement of {{convert|330|CID|L|1|abbr=on}}. The development team discovered a loophole in the policy that did not restrict the offering of large engines as an option.<ref name="Hagerty"/> Pontiac general manager Elliot "Pete" Estes approved the new model with sales manager Frank Bridge limiting initial production to 5,000 cars.

=== FIA Homologation ===
The name, ''GTO'' was inspired by the [[Engineering:Ferrari 250 GTO|Ferrari 250 GTO]]. The moniker is an [[Social:Italian language|Italian]] abbreviation for ''Gran Turismo Omologato'' ("grand tourer homologated"), designating being certified by the FIA for racing in the [[Engineering:Grand tourer|grand tourer]] class as a production car with at least a hundred units made.<ref name="Hagerty"/>

Unusually for such a Detroit marketing ploy, a Pontiac employee had the car homologated by the FIA in 1964, so that it was indeed possible for the GTO to compete in European sports car racing.<ref>{{cite web |title=Pontiac Tempest Le Mans GTO Homologation Form |url= https://historicdb.fia.com/car/pontiac-tempest-le-mans-gto |website=FIA Historic Database |publisher=Federation Internationale de l'Automobile |access-date=18 March 2022}}</ref>

==First generation==
{{Infobox automobile
|name           = First generation
|image         = File:1966 Pontiac GTO (14229809133).jpg
|caption        = 1966 Pontiac GTO Hardtop Coupe
|platform       = A-body
|assembly       = United States:
{{unbulleted list 
| Fremont, California 
| Baltimore, Maryland
| Pontiac, Michigan
| Kansas City, Missouri
| Framingham, Massachusetts }}
|engine         = {{unbulleted list 
| {{convert|389|CID|L|1|abbr=on}} Pontiac V8 
| {{convert|400|CID|L|1|abbr=on}} Pontiac V8 }}
|body_style     = {{unbulleted list | 2-door [[Engineering:Convertible|convertible]] | 2-door [[Engineering:Hardtop|hardtop]] | 2-door [[Engineering:Coupé|coupé]] }}
|production     = 1964–1967
|wheelbase      = {{convert|115.0|in|mm|0|abbr=on}}<ref name="1964-page=7"/>
|length         = {{convert|206.4|in|mm|0|abbr=on}}
|width          = {{convert|74.4|in|mm|0|abbr=on}}
|related        = {{unbulleted list 
| [[Engineering:Oldsmobile 442|Oldsmobile 442]] 
| Chevrolet Malibu SS 
| [[Engineering:Buick Gran Sport#|Buick Skylark Gran Sport]] }}
|transmission = {{unbulleted list 
| 3-speed [[Engineering:Manual transmission|manual]] | 4-speed manual | 2-speed [[Engineering:Automatic transmission|automatic]] | 3-speed automatic }}
}}

===1964===
The first Pontiac GTO began production September 3, 1963,<ref name=Gunnell>{{cite book |editor-last=Gunnell |editor-first=John |title=The Standard Catalogue of American Cars 1946–1975 |pages=576–619 |publisher=Kraus Publications |year=1995 |isbn=0-87341-204-4}}</ref> and was available as an option package for the [[Engineering:Pontiac LeMans|Pontiac LeMans]], available in [[Engineering:Coupé|coupé]], [[Engineering:Hardtop|hardtop]], and [[Engineering:Convertible|convertible]] body styles. The US$295 package ({{Inflation|US|295|1964|r=-1|fmt=eq}}) included a {{convert|389|CID|L|1|abbr=on}} V8 rated at {{convert|325|hp|abbr=on}} at 4,800&nbsp;rpm with a single Carter AFB four-barrel [[Engineering:Carburetor|carburetor]] and dual exhaust pipes, chromed valve covers and air cleaner, seven-blade [[Engineering:Fan clutch|clutch fan]], a floor-shifted three-speed [[Engineering:Manual transmission|manual transmission]] with a [[Company:Hurst Performance|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 transmission, [[Engineering:Super Turbine 300|Super Turbine 300]] two-speed [[Engineering:Automatic transmission|automatic transmission]], a more powerful engine with "Tri-Power" carburetion (three two-barrel Rochester 2G carburetors) rated at {{convert|348|bhp|abbr=on}}, metallic [[Engineering:Drum brake|drum brake]] linings,<ref name="1964-page=7">{{cite web|url= http://www.oldcarbrochures.com/static/NA/Pontiac/1964%20Pontiac/1964_Pontiac_GTO_Brochure/1964%20Pontiac%20GTO-07.html |title=1964 Pontiac GTO Brochure |page=7 |website=Oldcarbrochures.com |access-date=11 September 2014}}</ref> [[Engineering:Limited-slip differential|limited-slip differential]], heavy-duty cooling, ride, and handling package as well as a tachometer mounted in the far right dial on the dash.<ref>{{cite web|url= http://www.oldcarbrochures.com/static/NA/Pontiac/1964%20Pontiac/1964_Pontiac_GTO_Brochure/1964%20Pontiac%20GTO-06.html |title=1964 Pontiac GTO Brochure |page=6|website=Oldcarbrochures.com |access-date=11 September 2014}}</ref> Some limited power features were available, as well as other accessories. With every available option, the GTO cost about $4,500 ({{Inflation|US|4500|1964|r=-1|fmt=eq}}) and weighed around {{convert|3500|lb|kg|abbr=on}}.

[[File:64 Pontiac GTO (9121534394).jpg|thumb|1964 Pontiac GTO hardtop]]

Most contemporary road tests by the automotive press, such as ''Car Life'' criticized the slow steering, particularly without [[Engineering:Power steering|power steering]], and inadequate drum brakes, which were identical to those of the normal Tempest. Frank Bridge's initial sales forecast of 5,000 units proved inaccurate: the GTO package's total sales amounted to 32,450 units.

===1965===
[[File:1965 Pontiac GTO Convertible (21571581332).jpg|thumb|1965 Pontiac GTO convertible]]

The Tempest model lineup, including the GTO, was restyled for the 1965 model year, adding {{convert|3.1|in|mm|0}} to the overall length while retaining the same [[Physics:Wheelbase|wheelbase]] and interior dimensions. It had Pontiac's characteristic vertically stacked quad headlights. Overall weight was increased by about {{convert|100|lb|kg|0|abbr=on}}. The brake lining area increased by nearly 15%. Heavy-duty shocks were standard, as was a stronger front antisway bar. The dashboard design was changed, and an optional rally gauge cluster (US$86.08) added a more legible [[Engineering:Tachometer|tachometer]] and [[Engineering:Oil pressure|oil pressure]] gauge. An additional option was a breakerless transistor ignition.

The 389 cubic-inch engines received revised cylinder heads with re-cored intake passages and high-rise intake manifolds, improving airflow to the engine. Rated power increased to {{convert|335|hp|abbr=on}} at 5,000&nbsp;rpm for the base four-barrel engine; the Tri-Power engine was now rated {{convert|360|hp|abbr=on}} at 5,200&nbsp;rpm. The 'S'-cammed Tri-Power engine had slightly less peak torque rating than the base engine {{convert|424|lbft|Nm|0|abbr=on}} at 3,600&nbsp;rpm as compared to {{convert|431|lbft|Nm|0|abbr=on}} at 3,200&nbsp;rpm. Transmission and axle ratio choices remained the same. The three-speed manual was standard, while two four-speed manual transmissions (wide or close ratio) and a two-speed automatic transmission were optional.<ref>{{cite web|url= http://www.oldcarbrochures.com/static/NA/Pontiac/1965%20Pontiac/1965_Pontiac_Performance_Brochure/1965%20Pontiac%20Performance-16.html |title=1965 Pontiac Performance Brochure |page=16 |website=Oldcarbrochures.com |access-date=11 September 2014}}</ref>

The restyled car had a new simulated [[Engineering:Hood scoop|hood scoop]]. A seldom-seen dealer-installed option consisted of a metal underhood pan and gaskets to open the scoop, making it a cold air intake. The scoop was low enough that its effectiveness was questionable (it was unlikely to pick up anything but [[Physics:Boundary layer|boundary layer]] air), but it allowed an enhanced engine sound. Another exterior change was the black "egg-crate" grille.

''Car Life'' tested a 1965 GTO with Tri-Power and what they considered the most desirable options (close-ratio four-speed manual transmission, power steering, metallic brakes, rally wheels, 4.11 limited-slip differential, and "Rally" gauge cluster), with a total sticker price of {{wipe|United States dollar}}3,643.79. With two testers and equipment aboard, they recorded a 0–60&nbsp;miles per hour (0–97&nbsp;km/h) acceleration time of 5.8&nbsp;seconds, the standing quarter-mile in 14.5&nbsp;seconds with a trap speed of 100&nbsp;miles per hour (160&nbsp;km/h), and an observed top speed of 114&nbsp;miles per hour (182.4&nbsp;km/h) at the engine's 6,000&nbsp;rpm [[Engineering:Redline|redline]]. A four-barrel ''Motor Trend'' test car, a heavier convertible handicapped by the two-speed automatic transmission and the lack of a limited-slip differential, ran 0–60&nbsp;mph in 7&nbsp;seconds and through the quarter-mile in 16.1 seconds at 89&nbsp;miles per hour (142.4&nbsp;km/h).{{Citation needed|date=October 2012}}

Major criticisms of the GTO continued to center on its slow steering (ratio of 17.5:1, four turns lock-to-lock) and subpar brakes. ''Car Life'' was satisfied with the metallic brakes on its GTO, but ''Motor Trend'' and ''Road Test'' found the four-wheel drum brakes with organic linings to be alarmingly inadequate in high-speed driving.

Sales of the GTO, abetted by a marketing and promotional campaign that included songs and various merchandise, more than doubled to 75,342. It spawned many imitators, both within other GM divisions and its competitors.

===1966===
[[File:'65 gto.JPG|thumb|1966 Pontiac GTO hardtop coupe]]
The GTO became a separate Pontiac model (model number 242) in 1966, instead of being an "option package" on the Tempest LeMans. The entire GM "A" body intermediate line was restyled that year, gaining more curvaceous styling with kicked-up rear fender lines for a [[Engineering:Coke bottle styling|"Coke-bottle" look]], and a slightly "tunneled" backlight. The tail light featured a louvered cover, only seen on the GTO. Overall length grew only fractionally, to {{convert|206.4|in|mm|0|abbr=on}}, still on a {{convert|115|in|mm|0|abbr=on}} wheelbase, while width expanded to {{convert|74.4|in|mm|0|abbr=on}}. The rear track increased by one inch (2.5&nbsp;cm). Overall weight remained about the same. The GTO was available as a pillared coupe, a [[Engineering:Hardtop|hardtop]] (without B-pillars), and a [[Engineering:Convertible|convertible]]. An automotive industry first was a plastic front grille that replaced the [[Chemistry:Pot metal|pot metal]] and aluminum versions used in earlier years. New Strato [[Engineering:Bucket seat|bucket seat]]s were introduced with higher and thinner seat backs and contoured cushions for added comfort and adjustable headrests were introduced as a new option.<ref>{{cite web|url= http://www.oldcarbrochures.com/static/NA/Pontiac/1966_Pontiac/1966_Pontiac_Performance_Brochure/1966%20Pontiac%20Performance-08-09.html |title=1966 Pontiac Performance Brochure |pages=8–9 |website=Oldcarbrochures.com |access-date=11 September 2014}}</ref> The instrument panel was redesigned and more integrated than in previous years with the ignition switch moved from the far left of the dash to the right of the steering wheel. Four pod instruments continued, and the GTO's dash was highlighted by walnut veneer trim.

Engine and carburetor choices remained the same as the previous year, except the Tri-Power option was discontinued mid-model year. A new engine was offered that saw few takers: the XS option consisted of a factory Ram Air set up with a new 744 high lift cam. Approximately 35 factory-installed Ram Air packages are believed to have been built, though 300 dealership-installed Ram Air packages are estimated to have been ordered.

Sales increased to 96,946, the highest production figure for all GTO years. Although Pontiac had strenuously promoted the GTO in advertising as the "GTO Tiger," it had become known in the youth market as the "goat."<ref>{{cite book | title=Pontiac GTO The Great One |publisher=Motorbooks |date=September 2003 |first=Steve | last=Statham |isbn=978-0-7603-0828-8| page=53}}</ref>

===1967===
[[File:1967 Pontiac GTO (14040324408).jpg|right|thumb|1967 GTO hardtop]]

The GTO underwent a few styling changes in 1967. The louver-covered taillights were replaced with eight tail lights, four on each side. Rally II wheels with colored lug nuts were also available in 1967. The GTO emblems located on the rear part of the fenders were moved to the chrome rocker panels. The grille was changed from a purely split grille to one that shared some chrome.

The 1967 GTO was available in three body styles:
*Hardtop – 65,176 produced
*Convertible – 9,517 produced
*Sports coupe – 7,029 produced

The GTO also saw several mechanical changes in 1967. The [[Engineering:Tri-Power|Tri-Power]] carburetion system was replaced with a single 4-barrel Rochester Quadrajet carburetor. The {{convert|389|cuin|L|1|abbr=on}} engine received a larger cylinder bore {{convert|4.12|in|mm|1|abbr=on}} for a total [[Engineering:Engine displacement|displacement]] of {{convert|400|CID|L|1|abbr=on}} V8, which was available in three models: economy, standard, and high output. The economy engine used a two-barrel carburetor rather than the Rochester Quadrajet and was rated at {{convert|265|hp|abbr=on}} at 4,400 rpm and {{convert|397|lbft|Nm|abbr=on}} at 3,400 rpm. The standard engine was rated at {{convert|335|hp|abbr=on}} at 5,000 rpm, and the highest torque of the three engines at {{convert|441|lbft|Nm|abbr=on}} at 3,400 rpm. The high output engine produced the most power for that year at {{convert|360|hp|PS kW|0|abbr=on}} at 5,100 rpm and a maximum torque of {{convert|438|lbft|Nm kgm|0|abbr=on}} at 3,600 rpm.<ref>{{cite web|url= https://www.supercars.net/blog/1967-pontiac-gto/|title=1967 Pontiac GTO review |website=supercars.net |date=6 July 2016 |access-date=17 January 2021}}</ref> Emission controls were fitted in GTOs sold in {{wipe|California}}.

The 1967 model year required new safety equipment. A new energy-absorbing steering column was accompanied by an energy-absorbing steering wheel, a padded instrument panel, non-protruding control knobs, and four-way emergency flashers. A shoulder belt option was also featured, and the brake master cylinder was now a dual reservoir unit with a backup hydraulic circuit.

The two-speed automatic transmission was also replaced with a three-speed [[Engineering:Turbo-Hydramatic|Turbo-Hydramatic]] TH-400, which was equipped with a [[Company:Hurst Performance|Hurst Performance]] dual-gate shifter, called a "his/hers" shifter, that permitted either automatic shifting in "drive" or manual selection through the gears. Front disc brakes were also an option in 1967.<ref>{{cite web|url= http://www.oldcarbrochures.com/static/NA/Pontiac/1967%20Pontiac/1967%20Pontiac%20Full%20Line%20Brochure-01/1967%20Pontiac%20Full%20Line-54.html |title=1967 Pontiac Full Line Brochure |page=54 |website=Oldcarbrochures.com |access-date=11 September 2014}}</ref>

The GTO sales for 1967 totaled 81,722 units.
{{Clear}}

==Second generation==
{{Infobox automobile
|name           = Second generation
|image          = 69 Pontiac GTO (8941756859).jpg
|caption        = 1969 Pontiac GTO Judge Hardtop Coupe
|platform       = A-body
|assembly       = North America:
 {{unbulleted list 
| Atlanta, Georgia
| Fremont, California
| Baltimore, Maryland
| Pontiac, Michigan
| Kansas City, Missouri
| Framingham, Massachusetts
| Arlington, Texas
| Oshawa, Ontario, {{wipe|Canada}} }}
|engine         = {{unbulleted list 
| {{convert|400|cuin|L|1|abbr=on}} Pontiac V8 
| {{convert|455|cuin|L|1|abbr=on}} Pontiac V8 }}
|body_style     = {{unbulleted list | 2-door [[Engineering:Convertible|convertible]] | 2-door [[Engineering:Hardtop|hardtop]] | 2-door [[Engineering:Coupé|coupé]] }}
|production     = 1968–1972
|wheelbase      = {{convert|112.0|in|mm|0|abbr=on}}
|length         = {{unbulleted list 
| 1968–1970: {{convert|200.5|in|mm|0|abbr=on}} 
| 1971–74: {{convert|203.3|in|mm|0|abbr=on}} }}
|related        = {{unbulleted list 
| [[Engineering:Oldsmobile 442|Oldsmobile 442]] 
| Chevrolet Malibu SS 
| [[Engineering:Buick Gran Sport#|Buick Skylark Gran Sport]] }}
|transmission   = {{unbulleted list 
| 3-speed [[Engineering:Manual transmission|manual]] 
| 4-speed manual 
| 3-speed [[Engineering:Automatic transmission|automatic]] }}
}}

===1968===
[[File:'68 Pontiac GTO Coupe (Les chauds vendredis '10).jpg|thumb|left|1968 Pontiac GTO Hardtop Coupe]]
[[File:68 GTO Tach.jpg|thumb|left|1968 Pontiac GTO hood-mounted tachometer]]

General Motors redesigned its A-body line for 1968, with more curvaceous, semi-fastback styling, which was a revival of a [[Engineering:Streamliner|streamlining]] on all GM products from 1942 until 1950 as demonstrated on the [[Engineering:Pontiac Streamliner|Pontiac Streamliner]]. The wheelbase was shortened to {{convert|112.0|in|mm|0|abbr=on}} on all two-door models. Overall length was reduced 5.9&nbsp;inches (150&nbsp;mm) and height dropped half an inch (12&nbsp;mm), but overall weight was up about {{convert|75|lb|kg|0|abbr=on}}. Pontiac abandoned the familiar vertically stacked headlights in favor of a horizontal layout, but made hidden headlights available at extra cost. The concealed headlights were a popular option. The signature hood scoop was replaced by dual scoops on either side of a prominent hood bulge extending rearward 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 discernible effect.<ref>{{cite magazine|last=Strohl |first=Danie |url= https://www.hemmings.com/magazine/hmn/2006/07/Endura-Front-Bumper/1296846.html |title=Endura Front Bumper The bounce-back bumper that freed automotive styling |magazine=Hemmings Motor News |date=July 2006 |access-date=20 August 2018}}</ref> A GTO could be ordered with "Endura delete", in which case the Endura bumper would be replaced by a chrome front bumper and grille from the Pontiac LeMans.

Powertrain options remained substantially the same as in 1967, but the standard GTO engine's power rating rose to {{convert|350|hp|abbr=on}} at 5,000&nbsp;rpm. At mid-year, a new Ram Air package, known as Ram Air II, became available. It included freer-breathing cylinder heads, round port exhaust, and the 041 cam. The 'official' power rating was not changed. Another carry-over from 1967 was the four-piston caliper disc brake option. However, most 1968 models had drum brakes all around. The 1968 model year was also the last the GTOs offered separate crank-operated front door vents.

Concealed windshield wipers, which presented a cleaner appearance hidden below the rear edge of the hood, were standard on the GTO and other 1968 GM products after having been originally introduced on 1967 full-size Pontiacs. A popular option, actually introduced during the 1967 model year, was a hood-mounted tachometer, located in front of the windshield and lit for visibility at night. An in-dash tachometer was also available.

Redline bias-ply tires continued as standard equipment on the 1968 GTO, though they could be replaced by [[Engineering:Whitewall tire|whitewall tire]]s at no extra cost. A new option was [[Physics:Radial tire|radial tire]]s for improved ride and handling. However, very few were delivered with the radial tires because of manufacturing problems encountered by the supplier [[Company:Goodrich Corporation|B.F. Goodrich]]. The radial tire option was discontinued after 1968. Pontiac did not offer radial tires as a factory option on the GTO again until the 1974 model.

''Hot Rod'' tested a four-speed GTO equipped with the standard engine and obtained a quarter mile reading of 14.7 seconds at {{convert|97|mi/h|km/h|abbr=on}} in pure stock form. ''Motor Trend'' clocked a four-speed Ram Air GTO with 4.33 rear differential at 14.45&nbsp;seconds at {{convert|98.2|mi/h|km/h|abbr=on}} and a standard GTO with Turbo-Hydramatic and a 3.23 rear axle ratio at 15.93&nbsp;seconds at {{convert|88.3|mi/h|km/h|abbr=on}}. Testers were split about handling, with ''Hot Rod'' calling it "the best-balanced car [Pontiac] ever built," but ''Car Life'' chided its excessive nose heaviness, understeer, and inadequate damping.{{Citation needed|date=October 2012}}

Royal Pontiac, located in Royal Oak, Michigan, offered a 428/Royal Bobcat conversion of the 1968 GTO. For $650.00 a 390-horsepower {{convert|428|cuin|L|1|abbr=on}} engine replaced the 400. The 428 CI engine was disassembled and blueprinted to produce more than the advertised factory 390 horsepower and capable of 5,700 rpm. ''Car and Driver'' road-tested the 428 CI powered car with the Turbo-Hydramatic transmission and 3.55 gears. It could do 0–60 MPH in 5.2 seconds, 0–100 in 12.9 seconds, and the 1/4 mile in 13.8 seconds at 104&nbsp;mph. This compared to a '' Car Life'' road test of a 400 CI powered GTO with a Ram Air engine, four-speed transmission, and 3.90 gear which did 0–60 in 6.6 seconds, 0–100 in 14.6 seconds, and the 1/4 mile in 14.53 at 99.7&nbsp;mph. ''Car and Driver'' wrote that the 428 CI powered car was "a fine, exciting car for either touring or tooting around in traffic. Not overly fussy. Not difficult to drive–-up to a point. Too much throttle at the wrong time will spin the car, or send it rocketing off the road and into the farmer's field. You can light up the car's tires like it was an AA-fueler anytime the notion seizes your fancy." On the other hand, according to ''Car Life'', the Ram Air powered car "likes to run between 3,000 and 6,000 rpm. Below 3,000, the GTO ran flat and a bit rough. Part-throttle driving at 2,000 rpm around town was difficult and unpleasant. Freeway cruising at 4,000 rpm is anything but pleasant and promises short life for hard-working engine components. Also, driving the GTO on wet roads with this deep geared axle was thrilling. Rear tire breakaway could be provoked by a slight jab at the accelerator, sending the car into a minor skid that usually used up more than one lane of space."

Like all 1968 passenger vehicles sold in the United States, GTOs now featured front outboard shoulder belts (cars built after January 1, 1968) and side marker lights. To comply with the new 1968 federal vehicle emissions standards, the GTO was now equipped with emissions controls.

Now facing competition both within GM and from [[Company:Ford Motor Company|Ford]], Dodge, and [[Company:Plymouth (automobile)|Plymouth]]—particularly the low-cost [[Engineering:Plymouth Road Runner|Plymouth Road Runner]]—the GTO won the ''Motor Trend'' Car of the Year Award. Sales reached 87,684 units, which would ultimately prove to be the second-best sales year for the GTO.

===1969===
[[File:1969 Pontiac GTO, front 5.19.19.jpg|thumb|1969 Pontiac GTO Hardtop Coupe]]

The 1969 model eliminated the front door vent windows, had a slight grille and taillight revision, moved the ignition key from the dashboard to the steering column (which locked the steering wheel when the key was removed, a federal requirement installed one year ahead of schedule), and the gauge face was changed from steel blue to black. In addition, the rear quarter-panel mounted side marker lamps changed from a red lens shaped like the Pontiac "arrowhead" emblem to one shaped like the broad GTO badge. Front outboard headrests were made standard equipment on all cars built for 1969.

The previous economy engine and standard 350&nbsp;hp {{convert|400|CID|L|1|abbr=on}} V8 engine remained, while the {{convert|360|hp|abbr=on}} "400 H.O." was upgraded to the "400 Ram Air" (though now colloquially referred to as the "Ram Air III", Pontiac never used that designation), rated at {{convert|366|hp|abbr=on}} at 5,100&nbsp;rpm. The top option was the [[Engineering:Ram-air intake|Ram Air]] IV rated at {{convert|370|hp|PS kW|0|abbr=on}} at 5,500 rpm and {{convert|445|lbft|Nm|0|abbr=on}} at 3,900 rpm of torque,<ref>{{cite web|url= https://musclecars.howstuffworks.com/classic-muscle-cars/1969-pontiac-gto-judge.htm |website=howstuffworks.com |title=1969 Pontiac GTO Judge |date=15 January 2007 |access-date=17 January 2021}}</ref> which featured special header-like high-flow exhaust manifolds, high-flow cylinder heads, a specific high-rise aluminum intake manifold, larger Rochester Quadrajet 4-barrel carburetor, high-lift/long-duration camshaft, plus various internal components capable of withstanding higher engine speeds and power output. Unlike the highest rpm Chevy big-block and Hemi engines, the Ram Air IV utilized hydraulic lifters.

By this time, the gross power ratings of both Ram Air engines were highly suspect, bearing less relationship to developed power and more to an internal GM policy limiting all cars except the Corvette to no more than one advertised horsepower per {{convert|10|lb|abbr=on}} of curb weight. The higher-revving Ram Air IV's advertised power peak was actually listed at 5,000&nbsp;rpm—100&nbsp;rpm lower than the less-powerful Ram Air 400.

A new model called "The Judge" was introduced. The name came from a comedy routine, "Here Come de Judge", used repeatedly on the ''Rowan & Martin's Laugh-In'' TV show. The Judge routine, made popular by comedian Flip Wilson, was borrowed from the act of long-time burlesque entertainer Dewey "Pigmeat" Markham. Advertisements used slogans like "All rise for the Judge" and "The Judge can be bought". As originally conceived, the Judge was to be a low-cost GTO, stripped of features to make it competitive with the [[Engineering:Plymouth Road Runner|Plymouth Road Runner]]. The package was {{wipe|United States dollar}}332<ref>{{cite web|url= http://www.autotraderclassics.com/car-article/1969+Pontiac+GTO+Judge-66818.xhtml |title=1969 GTO Judge Buyer's Guide |website=Autotraderclassics.com |first=Joe |last=Babiasz |archive-url= https://web.archive.org/web/20150128112742/http://www.autotraderclassics.com/car-article/1969+Pontiac+GTO+Judge-66818.xhtml |archive-date=28 January 2015 |access-date=17 January 2021}}</ref> more expensive than a standard GTO, and included the Ram Air 400 engine, Rally II wheels without trim rings, Hurst shifter (with a unique T-shaped handle), wider tires, various decals, and a rear spoiler. Pontiac claimed that the spoiler had some functional effect at higher speeds, producing a small but measurable downforce, but it was of little value at legal speeds. The Judge was initially offered only in Carousel Red, but midway into the model year, other colors became available.

The GTO was surpassed in sales both by the [[Engineering:Chevrolet Chevelle|Chevrolet Chevelle]] SS396 and the [[Engineering:Plymouth Road Runner|Plymouth Road Runner]], but 72,287 were sold during the 1969 model year, with 6,833 of them having the Judge package.

===1970===
[[File:1970 Pontiac GTO The Judge (27220110376).jpg|right|thumb|1970 Pontiac GTO "Judge"]]

The Tempest model line received another facelift for the 1970 model year. Hidden headlights were deleted in favor of four exposed round headlamps outboard of narrower grille openings. The nose retained the protruding vertical prow theme, although it was less prominent. While the standard Tempest and LeMans had chrome grilles, the GTO retained the Endura urethane cover around the headlamps and grille.

The suspension was upgraded with the addition of a rear anti-roll bar, essentially the same bar as used on the [[Engineering:Oldsmobile 442|Oldsmobile 442]] and [[Engineering:Buick Gran Sport|Buick Gran Sport]]. The front anti-roll bar was slightly stiffer. The result was a useful reduction in body lean in turns and a modest reduction of understeer.

Another handling-related improvement was optional variable-ratio power steering. Rather than a fixed ratio of 17.5:1, requiring four turns lock-to-lock, the new system varied its ratio from 14.6:1 to 18.9:1, needing 3.5 turns lock-to-lock. Turning diameter was reduced from 40.9&nbsp;feet (12.5&nbsp;m) to 37.4&nbsp;feet (11.4&nbsp;m).

[[File:2018 Draggin' Main Car Show & Cruise 06 (1970 Pontiac GTO engine).jpg|thumb|1970 Pontiac GTO engine]]

The base engine was unchanged for 1970, but the low-compression economy engine was deleted and the "400 Ram Air"(aka "Ram Air III"), now simply called "Ram Air", and Ram Air IV remained available.

A new option was Pontiac's D-port 455 HO engine (different from the round-port offerings of the 1971–72 cars), available now that GM had rescinded its earlier ban on intermediates with engines larger than 400 cubic inches. The 455, a long-stroke engine also available in the full-size Pontiac line as well as the Grand Prix, was dubiously rated by Pontiac at  360&nbsp;hp, only moderately stronger than the base 350&nbsp;hp 400 CID and less powerful than the {{convert|366|hp|abbr=on}} "Ram Air". The Pontiac brochure indicated the same 455 installed in the Grand Prix model was rated at {{convert|370|hp}}. The camshafts used in the "Ram Air" 400 and the GTO 455 HO were the same. For example, the manual transmission 455 HO's used the same 288/302 duration cam as the "Ram Air" 400. The 455 was rated at {{convert|360|hp|abbr=on}} at 4,300&nbsp;rpm. Its advantage was torque: {{convert|500|lbft|Nm|0|abbr=on}} at 2,700&nbsp;rpm. A functional Ram Air scoop was available but when so equipped official horsepower and torque ratings were unchanged. ''Car and Driver'' tested a heavily optioned 455 HO, with a four-speed transmission and 3.31 axle and recorded a quarter-mile time of 15.0&nbsp;seconds with a trap speed of {{convert|96.5|mi/h|km/h|abbr=on}}. ''Car Life'' test car had the Turbo-Hydramatic 455 with a 3.55 rear differential, clocked 14.76&nbsp;seconds quarter-mile time at {{convert|95.94|mi/h|km/h|abbr=on}}, with an identical 6.6&nbsp;second 0–60&nbsp;mph acceleration time. Both were about {{convert|3|mi/h|km/h|abbr=on}} slower than a "Ram Air" GTO with four-speed, although considerably less temperamental: the Ram Air engine idled roughly and was difficult to drive at low speeds. The smaller displacement engine recorded less than {{convert|9|mpgus|L/100 km mpgimp|abbr=on}} of gasoline, compared to {{convert|10|mpgus|L/100 km mpgimp|abbr=on}}-{{convert|11|mpgus|L/100 km mpgimp|abbr=on}} for the 455.{{Citation needed|date=October 2008}}

A new and short-lived option for 1970 was the Vacuum Operated Exhaust (VOE), which was vacuum actuated via an under-dash lever marked "exhaust". The VOE was designed to reduce exhaust backpressure and to increase power and performance, but it also substantially increased exhaust noise. The VOE option was offered from November 1969 to January 1970. Pontiac management was ordered to cancel the VOE option by GM's upper management following a TV commercial for the GTO that aired during Super Bowl IV on CBS January 11, 1970. In that commercial, titled the "Humbler"(an advertising tagline Pontiac used in print ads to describe all 1970 GTOs), which was broadcast only that one time, a young man pulled up in a new GTO to a drive-in restaurant with dramatic music and exhaust noise in the background, pulling the "exhaust" knob to activate the VOE and then left the drive-in after failing to find a street racing opponent. That particular commercial was also canceled by order of GM management.<ref>{{cite web|url= https://jalopnik.com/50-years-ago-pontiacs-gto-super-bowl-ad-humbled-us-all-1841412384 |title=50 Years Ago, Pontiac's GTO Super Bowl Ad Humbled Us All|date=2 February 2020 |first=Max |last=Finkel |work=Jalopnik |access-date=17 January 2021}}</ref><ref>{{cite web|url= https://www.autoblog.com/2007/02/04/super-bowl-iv-1970-pontiac-gto-the-humbler/ |title=Super Bowl IV - 1970 Pontiac GTO "The Humbler" |date=4 February 2007 |first=Alex |last=Nunez |work=Auto Blog |access-date=17 January 2021}}</ref> Approximately 233 1970 GTOs were factory built with this option including 212 hardtop coupes and 21 convertibles, equipped with either four-speed manual or Turbo Hydra-Matic transmissions. While allegedly all were equipped with the standard GTO "YS" 400ci 350&nbsp;hp V8 engine, according to the 1970 Pontiac Accessorizer book, VOE was available with the 455 V8. The Accessorizer book does say that VOE was not available with either 400 cubic inch engines with Ram Air, though it does not specify whether it was unavailable with the 455 when equipped with the optional Ram Air induction components. The particular GTO in the commercial was Palladium Silver with a black bucket seat interior. It was unusual in several respects as it also had the under-dash "Ram Air" knob just to the right of the VOE knob, and it had "'69 Judge" stripes, as a few very-early 1970 GTOs could be ordered with. It also had a Ram Air IV 400 V8 engine, 4-speed manual transmission, remote mirror, Rally II wheels, A/C, hood tachometer, and a new-for-1970 Formula steering wheel. The car in the ad was a 1970 GTO pilot car built in May 1969.

The Judge package remained available as an option on the GTO. The Judge came standard with the "Ram Air" 400 V8, while the Ram Air IV was optional. Though the 455 HO V8 was available as an option on the standard GTO throughout the entire model year, the 455 HO was not offered on the Judge until late in the year. Orbit Orange (actually a bright school bus yellow hue) became the new feature color for the 1970 Judge, but any GTO color was available. Arch striping was relocated to above the creases above the wheel wells, a new styling trait of the 1970 GTO introduced the previous year on the 1969 Firebird. The Judge package also included dark argent grille surrounds, black painted hood air inlet ornaments, and a revised higher rear airfoil.

The new styling did little to help declining sales, which were now being hit by sagging buyer interest in all muscle cars, fueled by the punitive surcharges levied by automobile insurance companies, which sometimes resulted in insurance payments higher than car payments for some drivers. Sales were down to 40,149, of which 3,797 were the Judge. Of those 3,797 cars built in the Judge trim level, only 168 were ordered in the convertible form: RA 400 (147 built), RA IV (18 built), and 455 HO (3 built). The '69/'70 "round-port" RA IV engine, a derivative of the '68½ "round-port" RA II engine, was the most exotic high-performance engine ever offered by PMD and factory-installed in a GTO or Firebird. The 1969 version had a slight advantage as the compression ratio was still at 10.75:1 as opposed to 10.5:1 in 1970. It is speculated that PMD was losing $1,000 on every RA IV GTO and Firebird built, and the RA IV engine was under-rated at {{convert|370|hp|abbr=on}}. A total of 37 RA IV GTO convertibles were built-in 1970: 24 four-speeds and 13 automatics. Of the 13 1970 GTO RA IV/auto convertibles built only six received the Judge option. The GTO remained the third best-selling intermediate muscle car, outsold only by the Chevrolet Chevelle SS 396/454 and the Plymouth Road Runner.

===1971===
{{Multiple image
| align = right
| direction = Vertical
| total_width = 
| image1 = 1971 Pontiac GTO (27782184705).jpg
| image2 = 1971 Pontiac GTO Rear.JPG
| image3 = 1971 Pontiac GTO Endura Bumper.JPG
| caption2 = 1971 Pontiac GTO
| caption3 = The endura front bumper appeared for the 1971 model year onward
}}

The 1971 GTO had another modest facelift, this time with wire-mesh grilles, horizontal bumper bars on either side of the grille opening, more closely spaced headlamps, and a new hood with the dual scoops relocated to the leading edge, not far above the grille. Overall length grew slightly to {{convert|203.3|in|mm|0|abbr=on}}. Sport mirrors increased standard width by two inches, from 74.5 to 76.5 inches.

A new corporate edict, aimed at preparing GM for [[Chemistry:Tetraethyllead|no-lead gasoline]], forced an across-the-board reduction in compression ratios. The "Ram Air" and Ram Air IV engines did not return for 1971. The standard GTO engine was still the 400&nbsp;CID V8, but now with 8.2:1 compression ratio. Power was rated at {{convert|300|hp|abbr=on}} SAE gross at 4,800&nbsp;rpm and torque at {{convert|400|lbft|Nm|0|abbr=on}} at 3,600&nbsp;rpm. It had {{convert|255|hp|abbr=on}} SAE net at 4,400 rpm in the GTO and {{convert|250|hp|abbr=on}} SAE net at 4,400 rpm in the Firebird.

An engine option was the 455 CID V8 with a four-barrel carburetor, 8.4:1 compression ratio and 325&nbsp;hp (242&nbsp;kW) at 4,400 rpm, which was only available with the Turbo Hydra-matic TH-400 transmission. It had {{convert|260|hp|abbr=on}} SAE net at 4,000 rpm in the GTO and {{convert|255|hp|abbr=on}} SAE net in the Firebird. This engine was not available with Ram Air induction.

The top-of-the-line GTO engine for 1971 was the new 455 HO with 8.4 compression, rated at {{convert|335|hp|abbr=on}} at 4,800&nbsp;rpm and {{convert|480|lbft|Nm|0|abbr=on}} at 3,600&nbsp;rpm. It had {{convert|310|hp|abbr=on}} SAE net at 4,400 rpm in the GTO and {{convert|305|hp|abbr=on}} SAE net in the Firebird Trans Am or Formula 455 with Ram Air induction(Formula; shaker hood inlet on Trans Am). The 1971 Pontiac brochure declared that this engine produced more NET horsepower than any other engine in its history. That would imply the 400 CID V8 Ram Air engines had less than 310&nbsp;hp net.

For 1971, the standard rear-end was an open 10 bolt. Positraction 10 bolt rear ends were available as an option on 400 CI engine-equipped GTO's, while all 455 CI GTO's were available with a 12 bolt open or optional 12 bolt Positraction rear-end.

''Motor Trend'' tested a 1971 GTO with the 455, four-speed transmission, and 3.90 axle, and obtained a 0–60&nbsp;mph acceleration time of 6.1&nbsp;seconds and a quarter mile acceleration time of 13.4&nbsp;seconds at 102&nbsp;mph (164&nbsp;km/h).

The Judge returned for a final year, With the standard equipment being the Mountain Performance package was the 455 HO. Only 357 were sold, including 17 convertibles. On February 11, 1971, Pontiac announced that no new orders for The Judge would be accepted after March 1, 1971. Only 10,532 GTOs were sold in 1971, 661 of which were non-Judge equipped convertibles.

===1972===
[[File:1972 Pontiac Le Mans Hardtop Coupe with GTO option.jpg|thumb|1972 Pontiac Le Mans Hardtop Coupe with GTO option and optional honeycomb wheels]]

In 1972, the GTO reverted from a separate model to a US$353.88 (~${{Format price|{{Inflation|index=US|value=353.88|start_year=1972}}}} in {{Inflation/year|US}}) option package for the LeMans and LeMans Sport coupes. On the base LeMans line, the GTO package could be had with either the low-priced pillared coupé or hardtop coupé. Both models came standard with cloth and vinyl or all-vinyl [[Engineering:Bench seat|bench seat]]s and rubber floor mats on the pillared coupe and carpeting on the hardtop, creating a lower-priced GTO. The LeMans Sport was offered only as a hardtop coupe. It included Strato bucket seats upholstered in vinyl, along with carpeting on the floor and lower door panels, vinyl door-pull straps, custom pedal trim, and cushioned steering wheel, much like GTOs of previous years. Other optional equipment was similar to the 1971 and earlier models. Planned for 1972 as a GTO option was the ducktail rear spoiler from the [[Engineering:Pontiac Firebird|Pontiac Firebird]], but after a few cars were built with that option, the mold used to produce the spoiler broke, and it was canceled. Rally II and honeycomb wheels were optional on all GTOs, with the honeycomb wheels now featuring red Pontiac arrowhead emblems on the center caps, while the Rally II wheels continued with the same caps as before, with the letters "PMD" (for Pontiac Motor Division).

Power, now rated in SAE net hp terms, was down further, to {{convert|250|hp|abbr=on}} at 4,400&nbsp;rpm and {{convert|325|lbft|Nm|0|abbr=on}} at 3,200&nbsp;rpm torque for the base 400 engine. The optional 455 had the same rated power (although at a peak of 3,600&nbsp;rpm), but substantially more torque. Most of the drop was attributable to the new rating system (which now reflected an engine in as-installed condition with mufflers, accessories, and standard intake). The engines were relatively little changed from 1971.

Optional was the 455 HO engine, essentially similar to that used in the Trans Am. It was rated at {{convert|300|hp|abbr=on}} at 4,000&nbsp;rpm and {{convert|415|lbft|Nm|0|abbr=on}} at 3,200&nbsp;rpm, also in the new SAE net figures. Despite its modest 8.4:1 compression, it was as strong as many earlier engines with higher gross power ratings; yet like all other 1972-model engines, it could perform on low-octane regular leaded, low-lead, or unleaded types of gasoline. Only 646 cars with this engine were sold.

Sales plummeted by 45%, to 5,811. (Some sources discount the single convertible and the three anomalous wagons, listing the total as 5,807.) Although Pontiac did not offer a production GTO convertible in 1972, a buyer could order a LeMans Sport convertible with either of the three GTO engines and other sporty/performance options to create a GTO in all but name. Even the GTO's Endura bumper was offered as an option on LeMans/Sport models, with "PONTIAC" spelled out on the driver's side grille rather than "GTO."

{{Clear}}

==Third generation==
{{Infobox automobile
| name = Third generation
| image = 1973 Pontiac GTO (27755484913).jpg
| platform = A-body
| assembly = North America:
 {{unbulleted list 
| Atlanta, Georgia (Lakewood Assembly)
| Fremont, California
| Baltimore, Maryland
| Pontiac, Michigan (Pontiac Assembly)
| Kansas City, Missouri
| Framingham, Massachusetts
| Arlington, Texas
| Oshawa, Ontario, {{wipe|Canada}} }}
| engine = {{unbulleted list 
| {{convert|400|cuin|L|1|abbr=on}} Pontiac V8 
| {{convert|455|cuin|L|1|abbr=on}} Pontiac V8 }}
| body_style = 2-door [[Engineering:Hardtop|hardtop]] coupe
| production = 1973
| wheelbase = 
| length = 
| width = 
| height = 
| related = {{unbulleted list
| [[Engineering:Buick Regal|Buick Regal]]
| Chevrolet Laguna
| [[Engineering:Oldsmobile 442|Oldsmobile 442]] }}
| transmission = {{unbulleted list 
| 3-speed [[Engineering:Manual transmission|manual]] 
| 4-speed manual 
| 3-speed [[Engineering:Automatic transmission|automatic]] }}
}}

===1973===
[[File:1973 White Pontiac GTO; Left Front.JPG|left|thumb|1973 Pontiac GTO]]
The GTO was an option package for the LeMans and featured a reskinned A-body with "Colonnade" hardtop styling, which eliminated the true hardtop design because of the addition of a roof pillar, but retained the frameless door windows. Rear side windows were now of a fixed design that could not be opened and in a triangular shape. New federal laws for 1973 demanded front bumpers capable of withstanding 5-mile-per-hour (8&nbsp;km/h) impacts with no damage to the body (5&nbsp;mph rear bumpers became standard in 1974). The result was the use of prominent and heavy chrome bumpers at the front and rear. The overall styling of the 1973 Pontiac A-body intermediates (LeMans, Luxury LeMans, GTO, and [[Engineering:Pontiac Grand Am|Grand Am]]) was generally not well received by the general public.
[[File:1973 Pontiac GTO - 21375700442.jpg|left|thumb|1973 Pontiac GTO (rear)]]
In contrast, the [[Engineering:Pontiac Grand Prix|Pontiac Grand Prix]] and [[Engineering:Chevrolet Monte Carlo|Chevrolet Monte Carlo]], which were also derived from the intermediate A-body, were much better received because of their squared-off styling and formal rooflines with vertical windows. Pontiac's sister division, [[Company:Oldsmobile|Oldsmobile]], received better reviews from the automotive press and the car-buying public with the similar-bodied [[Engineering:Oldsmobile Cutlass|Cutlass]].

Again, the 1973 GTO option was offered on two models including the base LeMans coupe or the LeMans Sport Coupe. The base LeMans coupe featured a cloth-and-vinyl or all-vinyl bench seat while the more lavish LeMans Sport Coupe had all-vinyl interiors with Strato bucket seats or a notchback bench seat with a folding armrest. The LeMans Sport Coupe also had louvered rear side windows from the Grand Am in place of the standard triangular windows of the base LeMans.

The standard 400&nbsp;CID V8 in the 1973 GTO was further reduced in compression to 8.0:1, dropping it to 230&nbsp;hp (170&nbsp;kW). The 400 engine was available with any of the three transmissions including the standard three-speed manual, or optional four-speed or Turbo Hydra-Matic. The 455&nbsp;CID V8 remained optional but was dropped to 250&nbsp;hp (186&nbsp;kW) and was available only with the Turbo Hydra-Matic transmission. The 455 HO engine did not reappear, but GM initially announced the availability of a Super Duty 455 engine (shared with the contemporary Pontiac Trans Am SD455), and several such cars were made available for testing, impressing reviewers with their power and flexibility. Nevertheless, the Super Duty was never actually offered for public sale in the GTO. Eight prototypes were built for testing but were subsequently destroyed.<ref>{{cite web|url= https://www.hotrod.com/articles/hppp-1001-1973-pontiac-gto/|title=1973 Pontiac GTO - Woulda Coulda Shoulda... Did It! |date=3 August 2010 |first=Don |last=Keefe |work=Hot Rod |access-date=17 January 2021}}</ref>

A new change for 1973 was a hood accented with NACA ducts. These ducts were designed to force air into the ram air-induction system, although such a system was never offered on the production GTO.

Sales dropped to 4,806, due in part to competition from the new Grand Am and the lack of promotion for the GTO. By the end of the model year, an emerging [[Finance:1973 oil crisis|oil crisis]] quashed consumer interest in muscle cars.<ref>{{cite web|url= https://www.hemmings.com/blog/article/forgotten-goat-1973-pontiac-gto/ |title=Forgotten Goat – 1973 Pontiac GTO |date=March 2005 |first1=George |last1=Mattar |first2=Jeff |last2=Koch |work=Hemmings |access-date=22 April 2020}}</ref>

{{Clear}}

==Fourth generation==
{{Infobox automobile
| name           = Fourth generation
| image          = 1974 Pontiac GTO coupe, front left (Cruisin' the River Lowellville Car Cruise, July 17, 2023).jpg
| platform       = X-body
| assembly       = United States:
{{unbulleted list 
| Van Nuys Assembly, Van Nuys, California
| Willow Run Assembly, Ypsilanti, Michigan }}
| engine         = {{convert|350|cuin|L|1|abbr=on}} Pontiac V8 
| body_style     = {{unbulleted list 
| 2-door [[Engineering:Coupé|coupé]] 
| 2-door [[Engineering:Hatchback|hatchback]] coupé }}
| production     = 1974
| wheelbase      = {{convert|111.0|in|mm|0|abbr=on}}<ref name="74 GTO"/>
| length = {{convert|199.4|in|mm|0|abbr=on}}<ref name="74 GTO"/>
| width = {{convert|72.5|in|mm|0|abbr=on}}<ref name="74 GTO">{{cite web|url= https://www.myclassicgarage.com/knowledge-base/1974-Pontiac-GTO |title=1974 Pontiac GTO|access-date=3 August 2018}}</ref>
| height = 
| related        = {{unbulleted list 
| [[Engineering:Pontiac Ventura|Pontiac Ventura]] 
| [[Engineering:Buick Apollo|Buick Apollo]] 
| [[Engineering:Oldsmobile Omega|Oldsmobile Omega]] 
| Chevrolet Nova }}
| transmission = {{unbulleted list 
| 3-speed [[Engineering:Manual transmission|manual]] 
| 4-speed manual 
| 3-speed [[Engineering:Automatic transmission|automatic]] }}
}}

===1974===
Wanting to avoid internal competition with the "Euro-styled" [[Engineering:Pontiac Grand Am|Pontiac Grand Am]], and looking for an entry into the compact muscle market populated by the [[Engineering:Plymouth Duster|Plymouth Duster 360]], Ford Maverick Grabber, and [[Engineering:AMC Hornet|AMC Hornet X]], Pontiac moved the 1974 GTO option to the compact [[Engineering:Pontiac Ventura|Pontiac Ventura]], which shared its basic body shell and sheet metal with the Chevrolet Nova.<ref name="EPautos">{{cite web|url= https://www.ericpetersautos.com/2011/05/22/retro-review-1974-pontiac-gto/ |title=Retro-review: 1974 Pontiac GTO |last=Eric |date=2011-05-22 |work=EPautos - Libertarian Car Talk |access-date=2020-04-22}}</ref>
[[File:1974 Pontiac Ventura with GTO option - factory original condition 3of6.jpg|left|thumb|1974 Pontiac Ventura Custom GTO rear view]]

The GTO option was available in both the base Ventura and the Ventura Custom lines. It was offered as a two-door coupe version featuring a traditional separate [[Engineering:Trunk (car)|trunk]] or a two-door [[Engineering:Hatchback|hatchback]] with an opening integrated rear backlight and deck with hydraulic struts to allow access to a cargo area and included a fold-down rear seatback. The two body styles differed in profile and also had distinct rear [[Engineering:Quarter glass|quarter glass]] designs.<ref name="DeMauro">{{cite web |last1=DeMauro |first1=Thomas A. |title=6 ways the 1974 GTO broke new ground (for better or for worse) |url= https://www.hemmings.com/stories/2019/12/02/6-ways-the-1974-gto-broke-new-ground-for-better-or-for-worse |work=Hemmings |date=2 December 2019 |access-date=29 March 2021}}</ref>

The base Ventura interior consisted of bench seats and rubber floor mats, Bucket seats could be added for $132 (Code A51), while the Ventura Custom had upgraded bench seats or the optional Strato bucket seats along with carpeting, cushioned steering wheel, and custom pedal trim.

The $461 GTO package (Code WW3) included a three-speed manual transmission with Hurst floor shifter, heavy-duty suspension with front and rear anti-roll bars, a shaker hood, special grille, wing mirrors, and wheels, and various GTO emblems. The only engine was the {{convert|350|cuin|L|1|abbr=on}} V8 with a 7.6:1 compression ratio and a Rochester 4MC Quadrajet carburetor. The engine was rated at {{convert|200|hp|abbr=on}} at 4,400&nbsp;rpm and {{convert|295|lbft|Nm|0|abbr=on}} of torque at 2,800&nbsp;rpm. Optional transmissions included a wide-ratio four-speed with Hurst shifter for $207 (Code M20) or the three-speed Turbo Hydra-Matic. Power Steering was a $104 option (Code N41) as well as Power front disc brakes for $71 (Code JL2).<ref>{{cite web|url= https://www.hotrod.com/articles/hppp-0602-1974-pontiac-gto/ |title=1974 Pontiac GTO - Swan Song |last=Rotella |first=Rocky |date=24 December 2006 |work=Hotrod |access-date=22 April 2020}}</ref>

Bias-belted tires were standard equipment, but a radial-tuned suspension option added radial tires along with the upgraded suspension.

The revamped model quickly became a sore spot for loyalists, a situation not helped when ''Motor Trend'' tested the "Hot Sports Compacts" in their February 1974 issue—the staff could only muster a 0–60&nbsp;mph acceleration time of 9.5 seconds and a quarter-mile trap time of 16.5 seconds (at 84.03&nbsp;mph). ''Cars Magazine'' tested a 1974 GTO with the optional four-speed manual transmission and obtained a 0–60&nbsp;mph acceleration time of 7.7&nbsp;seconds and a quarter-mile time of 15.72&nbsp;seconds at {{convert|88|mi/h|km/h|abbr=on}}. Jerry Heasley of ''High Performance Pontiac'' magazine called the car "a joke of a Ventura compact...uglier and stupid looking," in their August 1983 Special GTO issue.<ref name="Koscs">{{cite web |last1=Koscs |first1=Jim |title=Why the forgotten 1974 Pontiac GTO is worthy of the name |url= https://www.hagerty.com/media/car-profiles/forgotten-1974-pontiac-gto-is-worthy/ |work=Hagerty |date=13 December 2018 |access-date=29 March 2021}}</ref>

Sales improved over the 1973 model year to 7,058 units, but not enough to justify continuing marketing the GTO option package. Problems for the 1974 model year included an [[Finance:1973 oil crisis|oil embargo]] and gas rationing.<ref name="Koscs"/> Other factors leading to the discontinuation of the GTO were the declining interest in performance cars and tighter emissions requirements that lowered engine compression ratios to use unleaded fuel and catalytic converters.<ref name="EPautos"/><ref name="DeMauro"/>

{{Clear}}

==1999 concept car==
During the 1999 Detroit Auto Show, a GTO [[Engineering:Concept car|concept car]] with a heritage-inspired "Coke-bottle" shape, grille, and hood scoop, was introduced to the world. It was only intended to be a design study and had no engine. It had styling cues paying homage to all the generations of the Pontiac GTOs such as rear quarter windows reminiscent of the 1967 Pontiac GTO, hood-mounted tachometer pod, split grilles, tapered tail lights, twin hood scoops, and unique 21-inch wheels.<ref>{{cite web|url= http://www.carstyling.ru/en/car/1999_pontiac_gto/ |title=1999 Pontiac GTO - Concepts |website=carstyling.ru |access-date=22 April 2020}}</ref>

==Fifth generation==
{{Infobox automobile
| name = Fifth generation
| image = 2006 Pontiac GTO.jpg
| platform = V-body/GMX281
| assembly = Elizabeth, South Australia, Australia
| engine = {{unbulleted list
| 5.7 L LS1 V8 (2004) 
| 6.0 L LS2 V8 (2005 and 2006) }}
| powerout = {{ubl
|'''LS1:''' | {{convert|350|hp|abbr=on}} at 5,200 rpm | {{cvt|365|lbft|Nm|0|abbr=on|order=flip}} at 4,000 rpm 
|'''LS2:''' | {{convert|400|hp|abbr=on}} at 5,200 rpm | {{cvt|400|lbft|Nm|0|abbr=on|order=flip}} }}
| body_style = 2-door [[Engineering:Coupé|coupé]]
| production = Late 2003–June 14, 2006
| wheelbase = {{convert|109.8|in|mm|0|abbr=on}}
| length = {{convert|189.8|in|mm|0|abbr=on}}
| width = {{convert|72.5|in|mm|0|abbr=on}}
| height = {{convert|54.9|in|mm|0|abbr=on}}
| weight = {{convert|3725|lb|kg|0|abbr=on}}<ref>{{cite web |url= http://www.internetautoguide.com/car-specifications/09-int/2006/pontiac/gto/index.html |title=2006 Pontiac GTO specifications |work=Internet Auto Guide |access-date=11 September 2014 |archive-url= https://web.archive.org/web/20100501150655/http://www.internetautoguide.com/car-specifications/09-int/2006/pontiac/gto/index.html |archive-date=1 May 2010}}</ref>
| aka = {{unbulleted list 
| Holden Monaro 
| Vauxhall Monaro VXR (United Kingdom) 
| Chevrolet Lumina Coupé (Middle East) }}
| related = {{unbulleted list | [[Engineering:Cadillac Catera|Cadillac Catera]] | Holden Caprice | Holden Commodore | Holden/Vauxhall Monaro | [[Engineering:Opel Omega|Opel Omega]] }}
| transmission = {{unbulleted list 
| 6-speed [[Engineering:Manual transmission|manual]] 
| 4-speed [[Engineering:Automatic transmission|automatic]] }}
| designer = Tony Stolfo at Holden<ref>{{cite web|url= https://www.tradeuniquecars.com.au/feature-cars/1709/holden-monaro-cv8-z-review |title=Holden CV8-Z Monaro Review |website=TradeUniqueCars.com.au |date=25 September 2017 |access-date=2020-04-22}}</ref>
| predecessor = [[Engineering:Pontiac Grand Prix|Pontiac Grand Prix Coupe]]<br/> [[Engineering:Pontiac Firebird|Pontiac Firebird]]
| model_years = 2004&ndash;2006
}}


===2004===
In 2004, the Pontiac GTO was relaunched in the U.S. market in the form of a [[Social:Rebadging|rebadged]], third-generation Holden Monaro.

The VZ Monaro-based GTO was Pontiac's first captive import since the 1988–1993 [[Engineering:Pontiac LeMans#1988–1993|Pontiac LeMans]]. The V2/VZ Monaro was a 2-door coupe variant of the {{wipe|Australia}}n developed VT/VX Holden Commodore. The Monaro was also exported to the {{wipe|United Kingdom}} as the [[Company:Vauxhall Motors|Vauxhall]] Monaro and to the [[Place:Middle East|Middle East]] as the [[Engineering:Chevrolet Lumina|Chevrolet Lumina]] SS.

The revival was prompted by former GM North America Chairman Bob Lutz, who had the idea of importing a Holden Commodore-based vehicle after reading a ''Car and Driver'' review of the Holden Commodore SS, published circa 2000. ''Car and Driver'' praised the performance of the V8-powered, rear-wheel drive Holden Commodore SS, but noted that even though it was one of the best vehicles that GM offered at the time, it could not be purchased in the United States. The idea of importing a rear-wheel drive Holden as a GM North American performance offering gradually transformed into importing the Monaro. Lutz, as well as other GM executives, later drove a Holden Monaro while on a business trip in Australia, which convinced them that importing the car could be a profitable venture.<ref>{{cite book |last=Lutz |first=Bob |year=2011 |title=Car Guys vs. Bean Counters |pages= [https://archive.org/details/isbn_9781591844006/page/134 134, 135] |publisher=Portfolio/Penguin |isbn=978-1-59184-400-6 |url-access=registration |url= https://archive.org/details/isbn_9781591844006/page/134 }}</ref>

Lutz had to convince GM executive hierarchy to import the car and overcome a corporate culture that promoted regional autonomy between GM North America and its overseas divisions. This resulted in an "unnecessarily long gestation period," as Lutz put it, and at a much higher cost than anticipated. The Monaro design was introduced in 2001 but appeared "dated" in 2003 when it was released in the United States. It was also originally planned to sell for about $25,000, but by the time it was launched in the U.S., the Australian dollar's growth against the U.S. dollar had inflated the price of the car to well over $34,000. Both of these elements played a role in the car's lukewarm acceptance by the general public.<ref>Lutz, pp. 135, 136.</ref>

The GTO was assembled by GM's [[Company:Holden|Holden]] subsidiary at Elizabeth, South Australia. It was equipped with the 5.7&nbsp;L LS1 V8 engine for the 2004 model year, the same engine found in the concurrent model year [[Engineering:Chevrolet Corvette (C5)|Chevrolet Corvette]], with a choice of a 6-speed manual transmission or a 4-speed automatic. Changes from the Australian-built Monaro included bracing additions to the body to meet U.S. crash standards, a "corporate Pontiac" front facia, new badging, "GTO" stitching on the front seats, and a revised exhaust system. GM Engineers benchmarked the sound of the 1964 GTO held in the Pontiac historical collection, as well as other LS1-powered vehicles while working with the exhaust vendor to tune the system. An effort was made to make the new GTO invoke the same sound as the original while still meeting the noise threshold required by some states.<ref>{{cite press release |title=2004 GTO Press Releases |work=General Motors |year=2004 |page=6}}</ref> The 2004 GTO exhaust was a true dual system that followed the original Monaro exhaust routing, thus both tailpipes exited on the driver side of the vehicle. General Motors claimed performance of 0&ndash;60&nbsp;mph in 5.3 seconds and a 13.8 second quarter mile time,<ref>{{cite press release |title=2004 GTO Press Releases |work=General Motors |year=2004 |page=14}}</ref> which was closely verified by several automotive magazine tests.

Initially, in 2004, the car was offered in seven colors: Barbados Blue Metallic, Cosmos Purple Metallic, Quicksilver Metallic, Phantom Black Metallic, Impulse Blue Metallic, Torrid Red, and Yellow Jacket.

[[File:2004 Pontiac GTO, front left (Wings-n-Wheels 2023).jpg|thumb|2004 Pontiac GTO]]

GM had high expectations to sell 18,000 units, but the lukewarm reception of the car in the U.S. curtailed the target. The styling was frequently derided by critics as being too "conservative" and "anonymous" to befit either the GTO heritage or the current car's performance. Given the newly revived [[Engineering:Muscle car|muscle car]] climate, it was also overshadowed by the [[Engineering:Chevrolet Monte Carlo|Chevrolet Monte Carlo]], [[Engineering:Chrysler 300|Chrysler 300]], Dodge Charger, [[Engineering:Dodge Magnum|Dodge Magnum]], and the new Ford Mustang, all of whom featured more traditional "muscle car" aesthetics. Critics also pointed out the car's high sale price.<ref>{{cite web|url= http://www.edmunds.com/pontiac/gto/ |title=Pontiac GTO Review |work=Edmunds |access-date=11 September 2014}}</ref><ref>{{cite web|url= https://www.hagerty.com/media/car-profiles/new-pontiac-gto/ |title=The 2004-2006 Pontiac GTO was a road rocket and sales bomb |date=9 August 2016 |work=Hagerty |access-date=22 April 2020}}</ref> Sales were also limited because of tactics of dealerships, such as initially charging large markups and denying requests for test drives of the vehicle. By the end of the year, the 2004 models were sold at a significant discount. Sales totaled 13,569 of the 15,728 imported cars for 2004.

The hood scoops that originally were slated for production in 2005 were pushed into production as part of an over-the-counter Sport Appearance Package. The 2004 Sport Appearance Package also included a taller and more angular rear spoiler, as well as deeper inset front grilles.

Closing out the 2004 model year was the W40 package featuring an exclusive paint color called Pulse Red, red "GTO" embroidery on black-anthracite seats, and a grey-colored gauge cluster. The last 794 units of the 2004 model year GTOs were equipped with the W40 package.<ref>{{cite web |last1=Nussbaum |first1=Andrew |title=The W4O 40th Anniversary Edition 2004 Pontiac GTO |url= https://www.lsxmag.com/news/what40-the-secret-40th-anniversary-edition-2004-pontiac-gto/ |work=LSX Magazine |access-date=28 October 2020 |date=7 August 2017}}</ref>

===Performance===
Pontiac GTO 5.7 (2004)
* Top Speed - 160&nbsp;mph
* 0-60&nbsp;mph - 5.0 seconds
* 0-100&nbsp;mph - 12.3 seconds
* Quarter Mile Drive - 13.9 seconds

===2005===
{{Multiple image
| align = right
| direction = Vertical
| total_width = 400
| image1 = 05 Pontiac GTO (6199613782).jpg
| image2 = 05 Pontiac GTO (6199611690).jpg
| footer = 2005 Pontiac GTO
}}

The 2005 model year continued with the standard hood scoops, split rear exhaust pipes with a revised rear fascia, and late in the year, optional 18&nbsp;inch (45.7&nbsp;cm) wheels. The major change for 2005 was the replacement of the LS1 engine with the LS2 engine. This {{convert|5967|cc|abbr=on}} engine had increased power and torque of {{convert|400|hp|abbr=on}} with {{convert|400|lbft|Nm|0|abbr=on}} respectively. Other changes included larger front rotors and caliper hardware from the Corvette, a strengthened drivetrain with the addition of a driveshaft with larger "[[Engineering:Giubo|giubo]]s" and a larger differential flange, as well as revised half-shafts. Dashboard gauge graphics were revised. The optional dealer-installed Sport Appearance Package became available and differed visually by having a different lower rear fascia, aftermarket mufflers with quad chrome exhaust tips, revised spoiler, and front lower fascia extension, recessed grilles and revised rocker panels. This package was available from GM as an accessory in red, silver, black, or primer for other color cars. Production amounted to 11,069 cars due in part to a shortened model year. Barbados Blue and Cosmos Purple were dropped for the year, but Cyclone Grey and Midnight Blue Metallic were added. Customers also had the option to order their GTO without hood scoops (RPO code BZJ), though only 24 cars were produced with such an option. With an improved powerplant, GM claimed the car to be capable of accelerating from 0 to {{convert|60|mi/h|km/h|abbr=on}} in 4.7&nbsp;seconds and a 13.0&nbsp;second quarter-mile time<ref>''2005 Pontiac GTO Sales Brochure.'' GM, 2005</ref> at {{convert|105|mi/h|km/h|abbr=on}} (automatic transmission). ''Car and Driver'' magazine tested the car and measured the 0–60&nbsp;mph acceleration time of 4.8 seconds and a quarter-mile time of 13.3&nbsp;seconds at {{convert|107|mi/h|km/h|abbr=on}} with its BFGoodrich g-Force T/A KDWS, 245/45ZR-17 95W M+S front and rear tires and a manual transmission. The 0–100&nbsp;mph and 0–130&nbsp;mph times were 11.7 and 19.6 respectively.<ref>{{cite magazine|last=Quiroga |first=Tony |title=2005 Pontiac GTO v 2005 Ford Mustang GT – Comparison Tests |magazine=Car and Driver |date=January 2005 |url= http://media.caranddriver.com/files/2005-pontiac-gto-vs-2005-ford-mustang-gt21st-century-muscle-powertrain.pdf |access-date=11 September 2014}}</ref> Motor-week also tested the 2005 GTO.

===2006===
[[File:2006-Pontiac-GTO.jpg|thumb|2006 Pontiac GTO]]

For 2006, two additional colors were added, Spice Red Metallic and Brazen Orange Metallic, while Midnight Blue Metallic and Yellow Jacket were dropped. Changes for 2006 included revised blacked-out tail lamps, illuminated steering wheel radio controls, faster-moving power seat motors, and an interior power door lock switch. The climate control button for the A/C also had the word "Defog", a carryover from the 2005 model year, along with the {{convert|400|hp|abbr=on}}, 6.0&nbsp;L engine.<ref>{{cite book |url= https://books.google.com/books?id=41eBeJF1mQgC&q=2006+GTO+horsepower&pg=PA327 |title=GTO: Pontiac's Great One |first1=Darwin |last1=Holmstrom |first2=David |last2=Newhardt |publisher=Motorbooks International |year=2011 |isbn=978-0-7603-3985-5 |page=327 |access-date=11 September 2014}}</ref>

On February 21, 2006, Buick-Pontiac-GMC General Manager John Larson announced to dealers that GM would halt imports of the GTO in September, making 2006 the last model year for the new GTO. The explanation was the inability to meet new airbag deployment standards for 2007.<ref>{{cite magazine|last=Keefe |first=Don |title=Pontiac GTO To Cease Production After 2006 Model Year |magazine=High Performance Pontiac |date=February 2006 |url= http://www.highperformancepontiac.com/hotnews/hppp_0602_gto_production_ends/index.html |access-date=11 September 2014}}</ref> The final production numbers of the 2006 Pontiac GTO amounted to 13,948 cars, an increase from 11,069 cars from the previous model year.

The last Pontiac GTO, which was also the last Monaro-based coupe produced, came off the assembly line in Australia on June 14, 2006.<ref name="SMH">{{cite news|last=Dowling |first=Joshua |title=The real last Monaro |newspaper=The Sydney Morning Herald |date=7 July 2006 |url= http://news.drive.com.au/drive/motor-news/the-real-last-monaro-20060707-13yjy.html |access-date=11 September 2014 |archive-url= https://web.archive.org/web/20131220141030/http://news.drive.com.au/drive/motor-news/the-real-last-monaro-20060707-13yjy.html |archive-date=December 20, 2013 }}</ref> Total production for all three years amounted to 40,808 vehicles.<ref name="SMH"/> The fifth generation of the GTO was only intended as a limited production car for those 3 years from the beginning of the program.<ref>{{cite magazine|last=Robinson |first=Aaron |title=Lusty Performance Disguised in a Phone Company Fleet Car |magazine=Car and Driver |date=December 2003}}</ref>

===Performance===
Pontiac GTO 6.0 (2005–06)
* Top Speed - 180&nbsp;mph
* 0-60&nbsp;mph - 4.8 seconds
* 0-100&nbsp;mph - 11.2 seconds
* Quarter Mile Drive - 13.1 seconds

<ref>{{URL|http://www.edmunds.com/2006 Pontiac GTO}}</ref>

==Motorsports==
*David Pearson drove a 1971 GTO in the Winston Cup Series.<ref>{{cite web|url= http://www.pontiacheaven.org/pontiac%20history.htm |title=Pontiac History 1955–1981 |website=pontiacheaven.org |archive-url= https://web.archive.org/web/20090729082644/http://www.pontiacheaven.org/pontiac%20history.htm |archive-date=29 July 2009 |access-date=11 September 2014}}</ref>

==Production numbers==
Production numbers for the Pontiac GTO from 1964 until 1970.
{| class="wikitable"
|-
| 
| scope="col" style="width: 100px;" | '''389-4'''
| scope="col" style="width: 100px;" | '''389-6'''
|-
| '''1964'''
| 24,205
| 8,245
|-
| '''1965'''
| 54,805
| 20,547
|-
| '''1966'''
| 77,901
| 19,045
|-
|'''Total'''
|156,911
|47,837
|}

{| class="wikitable"
|-
| 
| scope="col" style="width: 100px;" | '''400-2'''
| scope="col" style="width: 100px;" | '''400-4'''
| scope="col" style="width: 100px;" | '''400 HO'''
| scope="col" style="width: 100px;" | '''400 RA'''
|'''400 RA II'''
| scope="col" style="width: 100px;" | '''400 RA (III)'''
| scope="col" style="width: 100px;" | '''400 RA IV'''
| scope="col" style="width: 100px;" | '''455 HO'''
|-
| '''1967'''
| 2,697
| 64,177
| 13,827
| 751
|
| 
| 
| 
|-
| '''1968'''
| 3,273
| 72,793
| 10,564
| 1,054
|246
| 
| 
| 
|-
| '''1969'''
| 1,461
| 61,576
| 
| 
|
| 8,491
| 759
| 
|-
| '''1970'''
| 
| 30,549
| 
| 
|
| 4,644
| 804
| 4,146
|-
|'''Total'''
|7,431
|229,095
|24,391
|1,805
|246
|13,135
|1,563
|4,146
|}

==References==
{{Reflist|30em}}

==External links==
* [http://gtoaa.org/ GTOAA.ORG] GTO Association of America
* {{Curlie|Recreation/Autos/Makes_and_Models/Pontiac/GTO/|Pontiac GTO}}
* {{imcdb vehicle|make=Pontiac|model=GTO|Pontiac GTO}}


{{DEFAULTSORT:Pontiac Gto}}
[[Category:Muscle cars]]
[[Category:Rear-wheel-drive vehicles]]
[[Category:Convertibles]]
[[Category:Station wagons]]

{{Sourceattribution|Pontiac GTO}}