At a Glance;
An extremely clean yellow GTO that is freshly restored and ready to be enjoyed on the road! Whether you want this car for sheer looks and stance, or to bring back a memory from the past, it has it all! With the sale of this vehicle are Pontiac Historical Society documents including; reprint of original window sticker, options sheet and invoices. This car came from the factory with a wood grain console (an extra $71.62), and among other things, a push button radio for a whopping $61.02! This GTO is an all original number matching vehicle with the same engine that was placed in it from the factory in 1970! It includes a 3 speed M40 transmission mated to the 400. Factory optioned from a manual to the M40 for $227.04 indicated on the window sticker. The black interior and exterior yellow make you feel like your're driving in the 1970s! Such a great feeling to drive this car. Come see her for yourself at our showroom on Santa Fe!
The Tempest 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 Le Mans 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 Oldsmobile 442 and 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 feet to 37.4 feet. The base engine was unchanged for 1970, but the low-compression economy engine was deleted and the Ram Air III and Ram Air IV remained available, although the latter was now a special-order option.
A new option was Pontiac's 455 HO engine (different from the round-port offerings of the 1971–72 cars), available now that GM had rescinded its earlier ban on intermediates with engines larger than 400. 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 as only moderately stronger than the base 350 HP 400 CID and less powerful than the 366 hp Ram Air III. The Pontiac brochure indicated the same 455 installed in the Grand Prix model was rated at 370 horsepower. The camshafts used in the Ram Air III 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 III. The 455 was rated at 360 hp (270 kW) at 4,300 rpm. Its advantage was torque: 500 lb?ft at 2,700 rpm. A functional Ram Air scoop was available. Car and Driver tested a heavily optioned 455, with a four-speed transmission and 3.31 axle and recorded a quarter mile time of 15.0 seconds with a trap speed of 96.5 mph . Car Life test car had the Turbo-Hydramatic 455 with a 3.55 rear differential, clocked 14.76 seconds at 95.94 mph, with identical 6.6 second 0–60 mph acceleration. Both were about 3 mph slower than a Ram Air III 400 four-speed, although considerably less temperamental: the Ram Air engine idled roughly and was difficult to drive at low speeds.
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