The Pontiac Grand Am is a car model that Pontiac Division of General Motors produced in various years between 1973 and 2005. The first and second generations were RWD mid-size cars built on the LeMans GM A platform . The Grand Am name was reused for a FWD compact car for the third- and fourth-generations. The fifth-generation versions was enlarged to a mid-size car.
163-408: The platform began development intended to be the next generation GTO , but the muscle car era was drawing to a close. Pontiac decided to make this model America's answer to European luxury sports sedans . The Grand Am name was derived from two other Pontiacs; "Grand" signifying Grand Prix luxury, and "Am" for Trans Am performance. The first generation Grand Am featured innovations that included
326-588: A P R N D 3 2 1 quadrant, while later models used P R N 🄳 3 2 1 . The THM200-4R can be found in the following vehicles: The THM200-4R was phased out after 1990; its final usage was in the GM B-body vehicles. The four-speed Turbo Hydra-Matic 700R4 was introduced for the 1982 model year for use in Chevrolet/GMC vehicles. In 1990, the Turbo Hydra-Matic 700R4 was renamed
489-450: A "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 206.4 in (5,243 mm), still on a 115 in (2,921 mm) wheelbase, while width expanded to 74.4 in (1,890 mm). The rear track increased by one inch (2.5 cm). Overall weight remained about the same. The GTO
652-637: A 1973 model. It was based on the GM A platform (A-body) along with other cars such as the Chevrolet Chevelle Laguna , Oldsmobile Cutlass Supreme , and the Buick Century Gran Sport . The GM A-body platform had major design revisions in 1973 that included the elimination of pillarless hardtops due to proposed Federal rollover standards, but with frameless windows similar to that of a hardtop. No convertibles were produced due to
815-436: A 200 hp (149 kW; 203 PS) 455 cu in (7.5 L) - both with four-barrel carburetors. Turbo Hydra-matic was standard equipment and the only transmission offered this year. Performance from 0-60 was 7.7 seconds. A total of 10,679 Grand Ams were built in 1975 and the series was dropped after this year due to declining sales and rising gas prices as a result of the 1973 oil crisis . Another factor leading to
978-455: A 32 spline output shaft. A variant known as a THM375 is a THM400 built to mate to the smaller driveshaft yokes typically used for THM350 applications. They used a Chevrolet bolt-pattern case with a longer 27 spline output shaft inside a matching tailhousing cast with a "375-THM" or "TH375" identifier. Internally, the clutch packs originally had fewer friction plates. THM375s were found in some 1971-76 Buick Lesabres and Oldsmobile Delta 88s with
1141-534: A 428/Royal Bobcat conversion of the 1968 GTO. For $ 650.00 a 390-horsepower 428 cu in (7.0 L) engine replaced the 400. The 428 cu in (7.0 L) 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 CID 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
1304-442: A change of a servo piston from using split Teflon sealing rings to a servo using lip seals. A real problem area was the stamped-steel drive shell, which would strip out, losing reverse. With the 1985 production run, GM started installing a hardened drive shell, but continued to supply the original style until parts inventories were exhausted. Another major problem area was the pump assembly. The pump halves were made of cast aluminum and
1467-422: A decade. New this year as a no-cost option was a 60/40 bench seat with a center armrest. Engines were also detuned to meet the 1975 emission regulations with the compression ratio dropping to a new low of 7.6 to 1 on some engines. Standard was the 170 hp (127 kW; 172 PS) 400 cu in (6.6 L) V8 with two-barrel carburetor , optional were a 185 hp (138 kW; 188 PS) 400, or
1630-526: A deformable urethane nose (an evolution of the "Endura" bumper pioneered on the 1968 GTO ) and was one of only three GM cars ( Olds Cutlass Salon, Chevy Monte Carlo S) to debut radial-ply tires (RTS - Radial Tuned Suspension) as standard equipment. The intermediate sized Grand Am was canceled in 1980 when it was replaced by the Pontiac 6000 . A compact-sized Grand Am, based on the GM N-platform ,
1793-571: 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 370 hp (280 kW). A total of 37 RA IV GTO convertibles were built in 1970: 24 four-speeds and 13 automatics. Of
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#17327767781101956-517: A downsized model using the Grand Prix's G platform. It was offered in both two- and four-door models featuring a vertical bar grille and other trimmings to differentiate it from the LeMans, upon which it was based. Like the 1973–1975 models, this generation of Grand Ams also featured standard radial tires plus an upgraded Radial Tuned Suspension with front and rear sway bars. Interiors were similar to
2119-471: 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
2282-839: A left-hand drive version of the Holden Monaro , itself a coupé variant of the Holden Commodore . 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 . 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
2445-519: A maximum torque of 438 lb⋅ft (594 N⋅m; 61 kg⋅m) at 3,600 rpm. Emission controls were fitted in GTOs sold in California . The 1967 model year cars required new safety equipment. A collapsible steering column with an energy-absorbing steering wheel accompanied by a padded instrument panel, non-protruding control knobs, and four-way emergency flashers became standard. A shoulder belt option
2608-411: A more powerful engine with "Tri-Power" carburetion (three two-barrel Rochester 2G carburetors) rated at 348 bhp (260 kW), metallic drum brake linings, limited-slip differential , heavy-duty cooling, ride, and handling package as well as a tachometer mounted in the far right dial on the dash. Some limited power features were available, as well as other accessories. With every available option,
2771-493: 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
2934-657: A quarter mile reading of 14.7 seconds at 97 mph (156 km/h) in pure stock form. Motor Trend clocked a four-speed Ram Air GTO with 4.33 rear differential at 14.45 seconds at 98.2 mph (158.0 km/h) and a standard GTO with Turbo-Hydramatic and a 3.23 rear axle ratio at 15.93 seconds at 88.3 mph (142.1 km/h). 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. Royal Pontiac, located in Royal Oak, Michigan, offered
3097-465: A rear swaybar that were only otherwise available on the SE model. 1991 was the final model year of this body style and it was essentially a carry-over year. The only changes were the addition of an Anti-lock Brakes System (ABS) as standard equipment for all Grand Am SE's (not available to LE's), and all 1991 model year cars fitted with a 5-speed transmission received a redesigned "short throw" shifter. For 1992
3260-533: A redesigned 4L60E transmission case that incorporated a bolt-on bellhousing and a six-bolt tail housing. This two-piece case style was first seen in 1996 and up model S-10 Blazer , S-10 pickup, GMC Jimmy , and GMC Sonoma with the 4.3 L engine. The majority of 1998 and later applications of the 4L60E were two-piece cases (i.e. a removable bellhousing). Both transmissions are the same internally. The non-PWM (1993-1994) style 4L60Es are not interchangeable with PWM-style (1995 and later) 4L60Es. Also in 1996, GM changed
3423-586: A result, usually more expensive to buy (they were commonly found in 3/4 ton (8500 GVW and above) Chevrolet/GMC trucks and vans (includes the P-series box vans and 1983-86 CUCVs) when RPO M40 was checked off the option list - especially when coupled to a 454 - usually in HD applications including the C40-C60 medium duty trucks where a bolt-on output shaft is used in place of a slip yoke) - when used with passenger cars it
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#17327767781103586-445: A single Carter AFB four-barrel carburetor and dual exhaust pipes, chromed valve covers and air cleaner, seven-blade clutch fan , a floor-shifted three-speed manual transmission with a 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, Super Turbine 300 two-speed automatic transmission ,
3749-634: A slight redesign for 1998. The LSx engines used a longer one to accommodate a redesigned torque converter, commonly referred to as a 300mm converter, with a longer pilot nose (GM sells an adapter assembly for using the LSx 4L60Es when used with an early engine). There are two bellhousings for the Holden GM models. One for the Corvette drivetrain. One for the S/T platform with 2.2L and 3.8L engines. And finally, two for
3912-576: 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
4075-597: A tape player was optional. The listed retail price for the 2-door coupe was US$ 4,264 ($ 29,266 in 2023 dollars ), listing it above the Firebird Trans Am. Pontiac also produced a single 1973 Grand Am station wagon as a feasibility study. This was a LeMans wagon converted to a Grand Am. A functional ram-air induction system was developed for the Pontiac A-bodies utilizing twin NACA openings in the hood, but
4238-565: A three-element turbine torque converter to a Simpson planetary geartrain , providing three forward speeds plus reverse. The Turbo-Hydramatic or Turbo Hydra-Matic (THM) series was developed to replace both the original Hydra-Matic models and the Buick Dynaflow . In its original incarnation as the Turbo-Hydramatic 400, it was first used in the 1964 model year in Cadillacs . The Buick version, which followed shortly thereafter,
4401-737: A three-speed transmission. The 2.3 L I4 came as either a SOHC or DOHC. A high output version of the DOHC was offered as well. A new GT trim was offered that featured new wheels, smoother, yet larger cladding, and more standard equipment. 1993 brought further refinement to the Quad ;4. This resulted in a loss of 5 horsepower (3.7 kW) to all engines. In 1994, the V6 and standard 3-speed powertrain were effectively replaced by GM's new 3.1 L 3100 series V6 engine and new 4-speed automatic transmission. A driver's side airbag also became standard for 1994, but
4564-408: A trap speed of 96.5 mph (155.3 km/h). Car Life test car had the Turbo-Hydramatic 455 with a 3.55 rear differential, clocked 14.76 seconds quarter-mile time at 95.94 mph (154.40 km/h), with an identical 6.6 second 0–60 mph acceleration time. Both were about 3 mph (4.8 km/h) slower than a "Ram Air" GTO with four-speed, although considerably less temperamental:
4727-518: A two-barrel carburetor rather than the Rochester Quadrajet and was rated at 265 hp (198 kW) at 4,400 rpm and 397 lb⋅ft (538 N⋅m) at 3,400 rpm. The standard engine was rated at 335 hp (250 kW) at 5,000 rpm, and the highest torque of the three engines at 441 lb⋅ft (598 N⋅m) at 3,400 rpm. The high output engine produced the most power for that year at 360 hp (365 PS; 268 kW) at 5,100 rpm and
4890-432: A two-speed automatic transmission were optional. The restyled car had a new simulated 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 boundary layer air), but it allowed an enhanced engine sound. Another exterior change
5053-570: 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 other colors became available midway into the model year. The GTO was surpassed in sales both by the Chevrolet Chevelle SS396 and
Pontiac Grand Am - Misplaced Pages Continue
5216-455: A washer seal. 5/16" or 3/8" rigid coolant lines are generally connected via appropriate double-flared adapters. Four-wheel drive truck applications used 3 various shorter output shafts that coupled with a female transfer case input shaft. Early transfer cases mated directly to the THM400 with a cast-iron adapter, usually a vertical oval shape. Later models used a circular style iron adapter which
5379-879: Is generally considered the stronger of the two. The shortest was used with the NP203 transfer case. The Turbo Hydra-matic 350 was first used in 1969 model cars. It was developed jointly by Buick and Chevrolet to replace the two-speed Super Turbine 300 and aluminum-case Powerglide transmissions. So, although it carries the Turbo Hydra-matic name, the Hydra-matic Division of General Motors had little, if anything, to do with its design. The 350 and its 250, 250C, 350C and 375B derivatives have been manufactured by Buick in its Flint, Michigan plant, and by Chevrolet in Toledo and Parma, Ohio and Windsor, Ontario. The THM350
5542-422: Is hydraulically shifted based on governor pressure and throttle valve (TV) cable position. 1992 was the last year of widespread usage of the 700R4 (4L60). The 1993 Camaro, Corvette and Typhoon were equipped with the last production 700R4. The last design change of the 700R4 was an added checkball to the valve body. In 1992 electronic controls were added, and it became the 4L60-E . The 4L60E is not easily swapped with
5705-589: Is no fixed center support midway through the geartrain; this difference in layout would have permitted the THM350 to be adapted to the Corvair where the drive and driven ends are the same, but this feature was not exploited. Air-cooled versions (with a baffle on the torque converter and air intakes cast into the bellhousing) of the THM350 appeared mid-1972 in the Chevrolet Vega and Nova 6. One THM350 weak point
5868-404: Is part of the center support). Since the first gear reactive force is evenly distributed around the periphery of the case, the types of mechanical (and some times violent) failures that have plagued other competition transmissions are rare. The THM400 was the first three-speed, Simpson-geared automatic to use overrunning clutches for both first and second gear reaction, a feature that eliminated
6031-508: Is the THM350-C, which was phased out in 1984 in GM passenger cars for the 700R4. Chevrolet / GMC trucks and vans used the THM350-C until 1986. The lock-up torque converter was unpopular with transmission builders. B&M Racing once marketed a conversion kit for THM350-Cs during the early 1980s until the advent of high stall lock-up torque converters when its overdrive counterpart (THM700R4/4L60)
6194-414: Is the relatively thin center support and the lightweight matching splines in the case. This weakness can be addressed by using an inexpensive aftermarket case saver kit. Four-wheel drive truck applications for the THM350 used an iron adapter that mated it to the transfer case directly, similar to the THM400. The THM350 adapter was cast iron and used a sliding sleeve to couple the transmission output shaft to
6357-459: The 1973 oil crisis , and while the recession continued, prices increased for all 1974 model cars. Only 17,083 Grand Ams were built. The 1975 Grand Am looked the same as the 1974 model, but had vertical front grille bars, a body-colored rear bumper, and a catalytic converter single-exhaust, which mandated the use of unleaded fuel, along with GM's High Energy Ignition and other items promoted as part of Pontiac's maximum mileage system. In addition to
6520-509: The 2.0 L Turbo engine as standard equipment in the SE midway through the year. This was the final year that the 'Sport Bucket' seats were available to SEs. The 2.3 L LG0 Quad 4 was announced as being available late in the model year on Grand Am SE's with only 200 were built. All 1989 LG0 Quad 4 Grand Am's were red on grey coupes, with standard appointments including (but not limited to) 16-inch machined-face wheels. The 16-inch wheels were only optional to SE's. This would be
6683-422: The 4L60 . Under the new designation, the "4" stands for the number of forward gears, the "L" for longitudinal applications (rear-wheel-drive), and the "60" is the strength rating (less than the 4L80). "60" is the relative torque value. For example, 80 is stronger than 60, which is stronger than 40, etc. A 4L80-E can handle more torque than a 4L60-E. The "E" denotes electronically controlled shifting. The 4L60 however
Pontiac Grand Am - Misplaced Pages Continue
6846-456: The A-body intermediate line to a maximum engine displacement of 330 cu in (5.4 L). The development team discovered a loophole in the policy that did not restrict the offering of large engines as an option. Pontiac general manager Elliot "Pete" Estes approved the new model with sales manager Frank Bridge limiting initial production to 5,000 cars. The name, GTO was inspired by
7009-559: The Ferrari 250 GTO . The moniker is an Italian abbreviation for Gran Turismo Omologato ("grand tourer homologated "), designating being certified by the FIA for racing in the grand tourer class as a production car with at least a hundred units made. 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
7172-696: The Grand Prix with the Trans Am to create the Grand Am, a naming tactic shared with the luxury Pontiac Grand Ville . Built on the A-body platform shared with the Pontiac LeMans , the intended GTO body was re-badged and fitted with the top-level Grand Prix interior, and using the larger engine from the Grand Prix, Bonneville and Grand Ville. The original Grand Am was introduced in the fall of 1972 as
7335-623: The Lansing Car Assembly . The history of Grand Am begins with Pontiac executives noting incursion into the US market by Mercedes, BMW, Toyota and Nissan. Notably, the American sports car was usually without luxury features, and the luxury car without sport features. Foreign makes mixed these features, that introduced the market to luxury performance coupes and sedans that had balanced handling along with powerful engines. Pontiac hybridized
7498-586: The Nissan Prince Royal ; AM General ; and Jeep (usually found in the FSJ pickups and SUVs ). Early Jeep THM400s used an adapter between the engine and transmission bell housing while later models had an AMC specific housing - which bolted to its inline six and V8. Though identical except for the bell housing pattern used through the '60s and ending in 1979 the THM400 was mated to the Dana model 18,20 and
7661-522: The Plymouth Road Runner , but 72,287 were sold during the 1969 model year, with 6,833 of them having the Judge package. 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
7824-483: The Pontiac Grand Prix featuring a Rally gauge cluster with fuel, oil, water and volt gauges (a tachometer or fuel economy gauge was optional, and on cars so equipped, the clock was moved to a space on the lower instrument panel under the radio), three-spoke padded steering wheel with brushed-stainless spokes, and Genuine Crossfire African Mahogany trim on the dash facing, radio and clock surrounds, as well as
7987-433: The "Ram Air" 400. The 455 was rated at 360 hp (270 kW) at 4,300 rpm. Its advantage was torque: 500 lb⋅ft (678 N⋅m) at 2,700 rpm. A functional Ram Air scoop was available, but official horsepower and torque ratings were unchanged when so equipped. 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 seconds with
8150-548: The 'Endura' nose) that was squeezable and could return to its original shape following a minor collision along with the new energy-absorbing bumpers, a total of six grille openings with vertical bars, round front turn signals with a cross-hair design, horizontal rear taillights, and chrome rear bumper. Additionally, Grand Ams featured a Radial Tuned Suspension (RTS) as standard equipment that included radial-ply tires, Pliacell shock absorbers, and front and rear sway bars. The springs were advertised as being computer selected. The Grand Am
8313-409: 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
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#17327767781108476-497: The 1/4 mile in 13.8 seconds at 104 mph. This compared to a Car Life road test of a 400 cu in (6.6 L) 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 mph. Car and Driver wrote that the 428 cu in (7.0 L) powered car was "a fine, exciting car for either touring or tooting around in traffic. Not overly fussy. Not difficult to drive–-up to
8639-581: 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. Turbo-hydramatic Turbo-Hydramatic or Turbo Hydra-Matic is the registered tradename for a family of automatic transmissions developed and produced by General Motors . These transmissions mate
8802-543: 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 LeMans . For 1974, the GTO was an optional trim package on the compact-sized 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,
8965-403: The 1970 Pontiac Accessorizer book, VOE was available with the 455 V8. The Accessorizer book indicates that VOE was unavailable with either 400 cubic inch engines with Ram Air. However, 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
9128-534: The 1973 OPEC oil embargo , GM developed a lighter-duty version of the THM350 with lightened materials — primarily alloys in place of ferrous materials (e.g. clutch drums and oil pump) — the Turbo-Hydramatic 200. The THM-200 was first used in 1976 models including GM's T-cars (which includes the rebadged Isuzu Gemini sold through Buick dealers as the Buick/Opel by Isuzu), X-cars , and some Isuzu automobiles (Chevrolet LUV and Isuzu P'up). However, this transmission
9291-667: The 1979 model year, vehicles which had the THM-200/200C as standard equipment were optioned with the THM250-C, which is a THM-350 without the intermediate clutch pack along with an adjustable band similar to the Chevrolet Powerglide. Also in the 1980 model year, the THM-200 received a lockup torque converter, and some internal components (primarily the low/reverse clutch drum and planetary gears) were later shared with
9454-459: The 3-2 solenoid to a different style which makes it not interchangeable with any previous models. For the model year 1996 GM trucks, there were two versions of the 4L60E: one had a bolt-on bellhousing, the other did not. In total, there are nine different bolt-on bellhousings. The bolt-on bellhousings used on the 4.3 L V6 and 1996-2002 GEN I+ versions of the small-block Chevrolet V8 used the same bellhousing. These had one from 1996 to 1997 and then
9617-529: The 360 hp (270 kW) "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 366 hp (273 kW) at 5,100 rpm. The top option was the Ram Air IV rated at 370 hp (375 PS; 276 kW) at 5,500 rpm and 445 lb⋅ft (603 N⋅m) at 3,900 rpm of torque, which featured special header-like high-flow exhaust manifolds, high-flow cylinder heads,
9780-547: The 4-speed automatic featured standard traction control. Daytime running lamps with automatic lighting control were newly standard on all Grand Ams. 1997 models featured standard air conditioning. The Grand Am was redesigned for 1999. Available engines: Available transmissions: Available in late spring 1998, the basic design of the fifth-generation Grand Am was shared with the Oldsmobile Alero (also new for 1999) and Chevrolet Malibu (introduced in 1996). The length
9943-413: The 4L60, as the 4L60E depends on a powertrain control module (PCM) to shift. The 4L60E went into service in trucks, vans, and SUVs in 1993 and in all RWD passenger cars (Corvette, F and B/D bodies) in 1994. In 2001, an updated version — the 4L65-E, was introduced. Five-pinion planetaries, along with a strength-improved output shaft, were improved to withstand the 300+ lb·ft (400+ N·m) of torque of
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#173277677811010106-500: The 4L80E. Today, the United States Army HMMWV is the only vehicle using the THM400. The civilian Hummer H1 originally had the 3L80s, but the current model has had a 4L80E since the mid-1990s. Through the end of the '70s substantially more CBOP (Cadillac/Buick/Oldsmobile/Pontiac) bellhousing THM400s were produced than any other THM400. Chevrolet bellhousing THM400s, while not rare, can be hard to find and are, as
10269-535: The 5.7 liter V-8. Somewhere in the Mid-'80s Chevrolet C10 Pickups could also come equipped with a THM375. Some "Heavy Duty" THM350s were also designated THM375-B. Another variant is the 3L80HD, often referred to as a Turbo 475. The 3L80HD has a straight-cut planetary gear set. There is no externally visible way to determine whether the transmission contains the straight-cut planetary gear set. The THM425 front wheel drive transmission shares almost all its internal parts with
10432-483: The 6.0 Vortec engine. The 4L70E transmission is the same as a 4L65E with a speed sensor located in the pump. The Turbo Hydra-Matic 700R4 can be identified by a rectangular-shaped oil pan with 16 bolt holes. The tailshaft housing is held onto the main case by four bolts (the bolt spacing is similar to the THM350), and uses a square-cut o-ring seal, and not a gasket. The typical width of this transmission where it bolts to
10595-402: The 700R4 the bottom fitting on the right side of the transmission is the "out" line to the cooler and the top fitting is for the return line from the cooler. These fittings are .25 in (6.4 mm) pipe thread, and can include an adapter from the factory for threaded steel lines in a SAE size. 4L60Es manufactured after 1995 use snap-in connections instead of threaded. The original version of
10758-561: The 700R4, most 200-4Rs have a multicase bellhousing for use with Chevrolet, Buick/Olds/Pontiac (BOP), and Cadillac engines. However, 200-4Rs share mounting locations with the TH-400. Since the external dimensions are longer than the TH-350 but the drive shaft yoke spline count/diameter was the same, the 200-4Rs can be swapped in place of TH-350s, with the shortening of the drive shaft, in older vehicles to provide an overdrive gear. Early models had
10921-510: The BOC (Buick, Oldsmobile, Cadillac) THM400s produced between 1964 and 1967 were equipped with a variable-pitch stator torque converter called " Switch-Pitch " (SP); these are sought after by collectors and drag racers. A SP THM400 always has an external 2 prong connector, whereas a non-SP may have one or two (mostly one, except two on vehicles equipped with an internal pressure switch for spark timing retard). A Switch Pitch can be identified outside
11084-518: The Corvette to no more than one advertised horsepower per 10 lb (4.5 kg) of curb weight. The higher-revving Ram Air IV's advertised power peak was listed at 5,000 rpm—100 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 famous by comedian Flip Wilson ,
11247-449: The GTO and other 1968 GM products after being introduced initially on 1967 full-size Pontiacs. A popular option 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 whitewall tires at no extra cost. A new option
11410-408: The GTO cost about $ 4,500 (equivalent to $ 44,210 in 2023) and weighed around 3,500 lb (1,600 kg). Most contemporary road tests by the automotive press, such as Car Life criticized the slow steering, particularly without 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:
11573-464: The GTO is credited with popularizing the muscle car market segment in the 1960s. Some consider the Pontiac GTO to have started the trend with all four domestic automakers offering a variety of competing models. 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 (VIN) started with 22, while
11736-470: The GTO package's total sales amounted to 32,450 units. The Tempest model lineup, including the GTO, was restyled for the 1965 model year, adding 3.1 inches (79 mm) to the overall length while retaining the same wheelbase and interior dimensions. It had Pontiac's characteristic vertically stacked quad headlights. Overall weight was increased by about 100 lb (45 kg). The brake lining area increased by nearly 15%. Heavy-duty shocks were standard, as
11899-453: 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
12062-543: The GTO to compete in European sports car racing. The first Pontiac GTO began production September 3, 1963, and was available as an option package for the Pontiac Tempest -based LeMans model, available in coupé , hardtop , and convertible body styles. The US$ 295 package (equivalent to $ 2,900 in 2023) included a 389 cu in (6.4 L) V8 rated at 325 hp (242 kW) at 4,800 rpm with
12225-537: 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. 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
12388-402: 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 (a bright school bus yellow hue) became the new feature color for the 1970 Judge, but any GTO color was available. Arch striping
12551-511: The Grand Am entered its fourth generation. Available engines: Available transmissions: For 1992 the Grand Am's N-body platform was widened to match the Corsica's; the suspension and braking systems are about eighty percent in common. On the SE, an anti-lock braking system (ABS VI) was available. It also received new bodywork and a revised interior. A V6 option returned in the form of the 160 hp (120 kW) 3.3 L 3300 V6, mated to
12714-539: The Grand Am name for a new compact car to replace the aging and unpopular Phoenix (based on GM's X Body ) using the new-for-1985 N Body . The Grand Am shared the same front-wheel drive platform as the Buick Somerset (renamed Skylark in 1987) and the Oldsmobile Calais (renamed Cutlass Calais in 1988) . Initially, the Grand Am was available in base or LE trim in coupes only. The 2.5 L Tech IV
12877-571: The Grand Am was featured in the NASCAR Grand National circuit. 1980 was the final year for the second-generation Grand Am. The four-door sedan was dropped, leaving only the two-door coupe, which received minor appearance changes including the grille. Strato bucket seats in cloth or Morrokide upholstery were standard equipment along with a center console with floor shifter for the Turbo Hydra-matic transmission. The V6 engine, two-barrel V8s and manual transmissions were dropped leaving
13040-423: The Grand Am's cancellation were plans for all 1976 Pontiac A-body cars receiving the newly approved rectangular headlights, which would necessitate a complete redesign of the Grand Am's Endura nose and Pontiac officials decided that the expense of such a redesign could not be justified based on low production numbers. The basic GM A-body design remained until 1977. Notes: For 1978 the Grand Am nameplate returned on
13203-566: The Grand LeMans with either a standard notchback bench seat, optional 60/40 bench or Strato bucket seats with console and recliner on passenger side, an optional tachometer, and a choice of either cloth or " Morrokide " vinyl upholstery. Standard equipment included power steering, power front disc brakes, Turbo Hydra-matic transmission, full instrumentation and Pontiac's 301 cu in (4.9 L) V8 engine with two-barrel carburetor producing 140 hp (104 kW; 142 PS). Optional
13366-541: The Nova and Camaro (1974 and 75 model year only). During the 1976 model year the THM250 was phased out of production, replaced with the lighter duty THM200. It was later reintroduced in 1979 as the THM250-C in the wake of the failure-prone THM200/200C - the later 250C was further lightened with the use of a sun gear shell used with the THM350 but with 3 holes to reduce rotating mass and the low/reverse piston with 8 cutouts. After
13529-486: The Ram Air engine idled roughly and was difficult to drive at low speeds. The smaller displacement engine recorded less than 9 mpg ‑US (26 L/100 km; 11 mpg ‑imp ) of gasoline, compared to 10 mpg ‑US (24 L/100 km; 12 mpg ‑imp )-11 mpg ‑US (21 L/100 km; 13 mpg ‑imp ) for the 455. A new and short-lived option for 1970
13692-495: The SE and SE1 and was standard on all other trim levels. For 1999, all the Grand Ams featured a 4-speed automatic transmission. The GT and GT1 also included 4-wheel disc brakes, and all Grand Ams until 2003 included standard ABS and Traction Control (made optional on SE from 2003). The GTs also had a Ram Air induction system, providing an extra five horsepower and 5 lb/ft of torque over the 3.4 L V6 when installed in any of
13855-472: The SE and V6 models. The V6 model, however, was only offered for the 1996 model year there. All models had a three-speed (later 4-speed) automatic transmission. For 1996, the Grand Am received a mid-generation facelift. Outside, an updated front fascia, rear fascia, and side skirts gave the Grand Am a smoother, more rounded look. The interior was redesigned and featured dual airbags, easier to use audio system and HVAC controls, and softer plastics. The Quad 4
14018-534: The SE-level trims. Pontiac GTO The Pontiac GTO is a front-engine, rear-drive, two-door and four-passenger automobile manufactured and marketed by the Pontiac division of General Motors over four generations from 1963 until 1974 in the United States — with a fifth generation made by GM's Australian subsidiary, Holden , for the 2004 through 2006 model years. The first generation of
14181-550: The THM400. Checker Motors Corporation used the Chevrolet version of the THM400 for its "A" series taxi and Marathon models until the end of production in 1982. By 1980, the relatively heavy THM400 was being phased out of usage in passenger cars in response to demand for improved fuel economy. The THM 400 was utilized in the C- and K-series (full-size) Chevrolet/GMC pickups and G-series (full-size) vans until 1990 when GM switched over to
14344-510: The Turbo-Hydramatic 200-4R. The low/reverse sprag (roller clutch) assembly was also shared with the 1988-04 Chrysler Torqueflite 904 (also 30, 31, 32RH) and its derivatives e.g. the A500 and 42RE. THM200/200Cs were produced until 1987. The 200-4R was introduced for the 1981 model year. Some components which were prone to failure in the THM200 were improved, and in the later 1980s, this transmission
14507-471: The United States, GTOs now featured front outboard shoulder belts (cars built after January 1, 1968) and side marker lights. The GTO was now equipped with emissions controls to comply with the new 1968 federal vehicle emissions standards. Now facing competition both within GM and from Ford , Dodge , and Plymouth —particularly the low-cost Plymouth Road Runner —the GTO won the Motor Trend Car of
14670-485: 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
14833-462: The Year Award . Sales reached 87,684 units, ultimately proving to be the second-best sales year for the GTO. The 1969 model eliminated the front door vent windows, had a slight grille and taillight revision, and 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
14996-598: The automatic transmission. They noted large amounts of torque steer from a dead stop. This was also the last year that the Buick sourced 3.0 L engine would be available in the Grand Am, as it was discontinued in mid-1987. New for styling were composite front headlights, but only on the LE models. For 1988, front seat belts were moved from the b-pillars to the doors, to meet the passive restraint mandate for 1989. The LD2 engine became available for Grand Am's in 1988, replacing
15159-402: The base 350 hp (260 kW) 400 cu in (6.6 L) and less powerful than the 366 hp (273 kW) "Ram Air". The Pontiac brochure indicated the same 455 installed in the Grand Prix model was rated at 370 hp (280 kW). The camshafts used in the "Ram Air" 400 and the GTO 455 HO were the same. For example, manual transmission 455 HOs used the same 288/302 duration cam as
15322-526: The base engine, and a new Turbocharged four-cylinder engine taken from the Sunbird GT. The 2.0 L turbo engine became the base engine for the SE model for 1987. Cars with the turbo engine received a turbo boost gauge in the place of the voltmeter. A test by Popular Mechanics for quarter-mile acceleration with the Turbo engine resulted with the 5-speed manual taking 15.73 seconds and 16.02 seconds with
15485-527: The base four-barrel engine; the Tri-Power engine was now rated 360 hp (270 kW) at 5,200 rpm. The 'S'-cammed Tri-Power engine had slightly less peak torque rating than the base engine 424 lb⋅ft (575 N⋅m) at 3,600 rpm as compared to 431 lb⋅ft (584 N⋅m) at 3,200 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
15648-585: The bumper to no discernible effect. A GTO could be ordered with "Endura delete", in which case a chrome front bumper and grille from the Pontiac LeMans would replace the Endura bumper. Powertrain options remained the same as in 1967, but the standard GTO engine's power rating rose to 350 hp (260 kW) at 5,000 rpm. A new Ram Air package, "Ram Air II", became available in mid-year. It included freer-breathing cylinder heads, round port exhaust, and
15811-958: The bumper. Engine and transmission offerings were the same as 1973, but four-speed manual transmissions were no longer offered in California, where only the Turbo Hydra-matic automatic was available. Inside, the genuine African crossfire mahogany trim on the instrument panel was replaced by a simulated material due to delamination problems on the 1973 models but the real wood was continued on the center console, optional console clock, and radio bezel. Engine choices were 400 cu in (6.6 L) 2-barrel single exhaust producing 190 hp (142 kW; 193 PS), 400 cubic inch 4-barrel single exhaust producing 200 hp (149 kW; 203 PS), 400 cubic inch 4-barrel dual exhaust producing 225 hp (168 kW; 228 PS), and 455 cubic inch 4-barrel dual exhaust producing 250 hp (186 kW; 253 PS). Sales were down more than 50 percent due to
15974-514: The center console between the front seats. Grand Ams also were among the first U.S.-built cars with a turn-signal mounted headlight dimmer switch that had been common on imported cars for decades. Other standard equipment included concealed windshield wipers, a 1.12 in (28 mm) front stabilizer bar, and an in-the-windshield radio antenna. Upscale options included air conditioning, tinted glass, power windows-locks-seat, rear defogger, various sound systems, and tilt-steering-wheel. AM/FM stereo with
16137-412: 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 Pontiac Tempest (which reverted to a conventional front-engine with front transmission configuration) into a sporty car, with a larger 389 cu in (6.4 L) Pontiac V8 engine from
16300-427: The door-mounted automatic seatbelts remained. In 1995, the Quad 4 engines received balance shafts and direct driven power steering off the intake camshaft. The 4-speed automatic that was mated to the 3.1 L in 1994 became optional as a step-up from the 3-speed for 1995 on the new Quad 4 engine. In Japan, this generation was officially imported by Yanase and Suzuki with left-hand drive. The main imports were
16463-465: The drive-in after failing to find a street racing opponent. That particular commercial was also canceled by order of GM management. 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 fitted with the standard GTO "YS" 400 cu in (6.6 L) 350 hp (260 kW) V8 engine, according to
16626-535: The engine is 20 in (51 cm) overall. From the engine/trans mating surface to the cross member mount bolt is 22.5 in (57 cm), and engine/trans surface to output shaft housing mating surface is 23.375 in (59.37 cm) overall, with the tail shaft housing typically measuring 7.625 in (193.7 mm). External dimensions are similar to a THM350 with a 9-inch tailhousing found in Chevrolet/GMC long wheelbase truck/vans and 1971-76 B-bodies (Bel Air, Impala, Caprice). Transmission fluid cooler lines on
16789-418: The engine to the less powerful LD2 Quad 4. The 16-inch wheels moved from the option list to standard equipment for the SE's this year. The LE gained a 'Sport Performance Package' (RPO: W32) late in the 1990 model year run. The W32 option included SE ground effects (minus wheel well flares), the same standard (as well as optional) "SE" drive train, 14-inch aluminum wheels, a larger front larger sway bar, and
16952-631: The first year of production. The Grand Am could be had with a standard 2-bbl 400 cu in (6.6 L) V8 engine with single exhaust producing 170 hp (127 kW; 172 PS), an optional 4-bbl version of this engine with single exhaust producing 200 hp (149 kW; 203 PS) that was only available with a 4-speed manual transmission, an optional 4-bbl version of this engine with dual exhaust producing 230 hp (172 kW; 233 PS), or an optional 4-bbl 455 cu in (7.5 L) with dual exhaust 250 hp (186 kW; 253 PS). The engine displacement, expressed in liters,
17115-487: The first year that the Grand A-inch could be ordered with either 16-inch wheels or a factory-installed CD player. NHSTA safety ratings for frontal crashes are as follows: Driver: 3-stars; Passenger: 4-stars. Changes were minor for 1990 and 1991; For 1990, a new High-Output version of the Quad 4 (mated to only a 5-speed manual) became the standard engine for the SE. Opting for the automatic transmission changed
17278-501: The four-barrel Pontiac 301 V8 with 170 hp (127 kW; 172 PS) the only engine offered in 49 states or, in California, the 160 hp (119 kW; 162 PS) Chevrolet 305 V8. Slow sales of the Grand Am led to its discontinuation after the 1980 model year. In the first year of the NASCAR Busch Series (1982) the championship was won by Jack Ingram in a 1980 Grand Am. For the 1985 model year, Pontiac reused
17441-509: The fuel economy. Described as "The mid-sized Pontiac with Foreign Intrigue ... American Ingenuity" on the front cover of the four-page 1974 Grand Am brochure that featured a green four-door sedan, only minor styling changes highlighted this year's model including a redesigned nose and grille with 12 openings with horizontal bars. The 1974 Grand Am's rear-end styling was redesigned for the new 5 mph crash standards and had vertical rear taillights with relocated license plate and fuel filler above
17604-502: The full-sized Pontiac Grand Prix hardtop coupe in place of the standard 326 cu in (5.3 L) 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 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
17767-485: 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 in 1969. The previous economy engine and standard 350 hp (260 kW) 400 cu in (6.6 L) V8 engine remained, while
17930-484: The need to coordinate the simultaneous release of a band and application of a clutch to make the 2-3 gear change. Owing to this feature, as well as the use of a large, multi-plate clutch to provide second gear reaction, the THM400 is able to withstand very high input torque and an enormous number of shifting cycles, as would be encountered in frequent stop-and-go driving. As a result, it has met with considerable success in commercial vehicle applications. For 1987, GM changed
18093-468: The nomenclature of their Turbo Hydramatic transmissions — the THM400 was renamed '3L80' (three forward speeds, longitudinal positioning, and an arbitrary strength rating of 80, the second highest such rating assigned). The 3L80HD was introduced in 1987 as the HD unit used in passenger trucks. In 1991, a four-speed overdrive version, the 4L80-E , replaced the THM400 in Chevrolet/GMC pickups, vans, SUVs, and commercial vehicles. The 4L80E (and its successor 4L85E)
18256-416: The normal trim revisions and the demotion of the standard powertrain to a Buick 231 cu in (3.8 L) V6 and floor-mounted three-speed manual transmission as standard equipment. The 301 V8, rated at 135 hp (101 kW; 137 PS) with a two-barrel carburetor or 150 hp (112 kW; 152 PS) with four-barrel, and Turbo Hydra-matic transmission were now optional. In terms of appearance,
18419-465: The oil pump housing, were updated, ending with the auxiliary valve body for 700s manufactured after October 1986. In 1995, the 4L60E received a PWM -controlled lockup converter. The early designs simple on or off lockup function while the later design can regulate the apply pressure as to not feel the lock up occur. GM added a fifth solenoid to the valve body, called the PWM solenoid. In 1996, GM introduced
18582-550: The only difference was that the park/signal and marker lenses were changed to amber ones. New for 1979 was a four-speed manual available with the 150-horsepower 301 four-barrel in 49 states. In California, only an automatic transmission was available and engine offerings included the standard Buick 231 cu in (3.8 L) V6 engine with two-barrel carburetor and 115 hp (86 kW; 117 PS) or optional Chevrolet 305 V8 rated at 160 hp (119 kW; 162 PS) with four-barrel carb. The wood-grained instrument panel
18745-407: The option was dropped due to the inability to pass federally mandated drive-by noise standards. A few functional Ram Air systems were sold over the counter. The twin-scoop NACA hood was an option for any Pontiac A-body for all three years, but was non-functional. In a Popular Mechanics Owners survey, 67% rated the build quality as good to excellent and 79% liked the handling. However, 22.1% disliked
18908-599: The original Hydra-Matic developed by General Motors' Cadillac division in the late 1930s, the two transmissions were not mechanically related. The THM400 can be visually identified by an oil pan number four shown at General Motors Transmission Pans . First introduced for the 1964 model year under the name "Turbo Hydra-Matic" in Cadillacs and "Super Turbine" in Buicks. The following year, application expanded to Oldsmobile and Pontiac and to some full-sized Chevrolets. Many of
19071-575: The previous model year's 3.0 L V6 on the options list. It is worth noting that 'Sport buckets' borrowed from the Trans Am GTA, were added to the options list this year for SE's. Other options included a Driver Information Center, an electric trunk release, and a moon roof. The base model was dropped after this model year. A totally new front and rear fascia along with an interior redesign for 1989. The 2.5 L gained balance shafts and an increase of power. The 2.3 L 'LD2' Quad 4 replaced
19234-423: The pumps themselves were made of made up of steel segments like a power steering pump. There was a steel hub and variable ratio outer ring. Because the pump segments traveled in an eccentric circle, guide rings were necessary on top and bottom of the center hub. These rings would break and cause the pump to stop pumping, as well as damaging the aluminum housings. Aftermarket hardened rings solved this problem. Unlike
19397-412: 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,
19560-425: The quarter-mile in 16.1 seconds at 89 miles per hour (142.4 km/h). 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
19723-403: The rollover standards (that were not enacted). In addition to Federal emissions regulations, new safety standards required a 5 mph (8.0 km/h) impact-resistant front bumper and a 2.5 mph (4.0 km/h) impact-resistant rear bumper, which increased to 5 mph (8.0 km/h) for 1974. The 1973 oil crisis caused a dichotomy of buyers: total luxury or total economy. Since Grand Am
19886-511: The shift points and part throttle kickdown. This setup was later incorporated into the THM700R4. Because the THM-200 shared external dimensions and output shaft size and spline count with the THM-350, the THM-350 was often used to replace the weaker, less reliable THM-200 and THM-250C. The only thing which had to be added was a vacuum line to the vacuum modulator on the THM-350. Starting with
20049-511: 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 Oldsmobile 442 and Buick Gran Sport . The front anti-roll bar was slightly stiffer. The result was a reduction in body lean in turns and a modest reduction of understeer. Another handling-related improvement
20212-500: The standard roofline with louvered rear side windows, Grand Am coupes with the optional vinyl roof could be ordered with a full triangular rear side window or a vertical opera window similar to that found on the Grand Prix. Inside, the Strato bucket seats received revised vertical trim patterns, the adjustable lumbar support controls were dropped, and only the passenger seat had a recliner, a "safety practice" which would continue at GM for
20375-428: The standing quarter-mile in 14.5 seconds with a trap speed of 100 miles per hour (160 km/h), and an observed top speed of 114 miles per hour (182.4 km/h) at the engine's 6,000 rpm 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 mph in 7 seconds and through
20538-442: The transfer case input shaft with a steel coupler sleeve that was splined to accept both shafts and couple them together. An internal snap ring inside the coupler sleeve controlled the sleeve's position on the shafts, with circular seals in the adapter sealing the transmission from the transfer case. For the 1981 model year, a lock-up torque converter was introduced which coincided with the new EMC control of most GM cars; this version
20701-468: The transmission had a 27-spline input shaft (shared with the THM200C and 2004R) which was a common failure point. In 1984, the 700R4 designed for use behind Chevrolet small block V8s received a 30-spline input shaft similar to those found on TH400 transmissions and which also used a different torque converter than its 2.8 V6 and 2.2 L4 engines. Between 1984 and 1987, internal components, from the ring gear to
20864-404: The use of a cast iron center support to suspend the transmission's concentric shafts that join the clutch assemblies to the gear train. The center support, which is splined to the interior of the transmission's case, also provides a robust reaction point for first gear (the gear train's reaction carrier is restrained from counter-rotating the engine in first gear by a roller clutch whose inner race
21027-594: The vehicle (with the torque converter removed) by a narrow front pump spline. Note: GM had also used a Switch Pitch in the 1955–1963 Buick twin-turbine Dynaflow and the 1964-1967 two-speed Super Turbine 300 used in Buick and Oldsmobile (Pontiac's ST300 didn't get the SP). Vehicles originally equipped with the Switch Pitch ST300 can be identified by their "Park R N D L2 L1" gearshift selector. THM400 units had
21190-418: The youth market as the "goat." 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 on the fenders' rear part 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
21353-413: Was radial tires for improved ride and handling. However, very few were delivered with the radial tires because of manufacturing problems encountered by the supplier 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
21516-443: Was Pontiac's D-port 455 cu in (7.5 L) HO engine (different from the round-port offerings of the 1971 and 1972 cars), now that GM had rescinded its earlier ban on intermediates with engines larger than 400 cu in (6.6 L). 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 hp (270 kW), only moderately stronger than
21679-626: Was a 4-bbl 155 hp (116 kW; 157 PS) version, along with numerous extra cost items such as snowflake wheels, whitewall or white-lettered tires, power windows and seats, tilt steering wheel, sunroof, and cruise control. In California, where more stringent emission regulations made Pontiac V8 engines unavailable since 1977, Chevrolet V8 engines were substituted including a standard 135 hp (101 kW; 137 PS) 305 cu in (5.0 L) V8 with two-barrel carburetor or optional four-barrel version with 145 hp (108 kW; 147 PS). Very few changes were made for 1979 other than
21842-507: Was a revival of a streamlining on all GM products from 1942 until 1950 as demonstrated on the Pontiac Streamliner . The wheelbase was shortened to 112.0 in (2,845 mm) on all two-door models. Overall length was reduced 5.9 inches (150 mm) and height dropped half an inch (12 mm), but overall weight was up about 75 lb (34 kg). Pontiac abandoned the familiar vertically stacked headlights in favor of
22005-464: Was a stronger front antisway bar. The dashboard design was changed, and an optional rally gauge cluster (US$ 86.08) added a more legible tachometer and 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 335 hp (250 kW) at 5,000 rpm for
22168-602: Was also available, 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 Turbo-Hydramatic TH-400, which was equipped with a 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. The GTO sales for 1967 totaled 81,722 units. General Motors redesigned its A-body line for 1968, with more curvaceous, semi-fastback styling, which
22331-401: Was also regarded as a 'three speed Powerglide' and during its development, was generally called this. Although it uses the same torque converter as the THM400 (without variable pitch stator) it has a familial resemblance to the 1962-73 aluminum Powerglide from Chevrolet and was largely derived from the Chevrolet design. An important difference in the THM350 compared to the THM400 is that there
22494-435: Was an "in-between", its sales declined and the model was discontinued in 1975. The Grand Am, coined by Pontiac with a name derived from two other cars in its lineup ("Grand" signifying "Grand Prix luxury" and "Am" for "Trans Am performance") was designed as America's answer to European luxury/sport sedans and available as a four-door Colonnade sedan or a two-door Colonnade coupe . A total of 43,136 Grand Ams were built during
22657-419: Was available as a pillared coupe, a hardtop (without B-pillars ), and a convertible . An automotive industry first was a plastic front grille that replaced the pot metal and aluminum versions used in earlier years. New Strato bucket seats were introduced with higher and thinner seat backs and contoured cushions for added comfort and adjustable headrests were introduced as a new option. The instrument panel
22820-468: Was available in three body styles: The GTO also saw several mechanical changes in 1967. The Tri-Power carburetion system was replaced with a single 4-barrel Rochester Quadrajet carburetor. The 389 cu in (6.4 L) engine received a larger cylinder bore 4.12 in (104.6 mm) for a total displacement of 400 cu in (6.6 L) V8 , which was available in three models: economy, standard, and high output. The economy engine used
22983-466: 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 initially conceived, the Judge was to be a low-cost GTO, stripped of features to make it competitive with the Plymouth Road Runner . The package was US$ 332 more expensive than a standard GTO, and included the Ram Air 400 engine, Rally II wheels without trim rings, Hurst shifter (with
23146-423: 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
23309-415: Was displayed on the bootlid in an effort to accentuate the car's supposedly European character. All engines were available with a Turbo-hydramatic 400 automatic transmission as standard equipment. A 4-speed manual transmission was available with the 400/4-bbl engine in 1973 and 1974, but this was not popular. The 1973 Pontiac Grand Am style had a unique flexible urethane front fascia center nose (known as
23472-399: Was excessive end-play between the pump and center support and resulting wobble of the direct clutch drum due to both the end play and use of a relatively narrow bushing in the drum. This weak point can be addressed by using an extra thrust washer between the planetary gear and direct clutch to remove the end play and using a wider aftermarket bushing in the direct clutch drum. Another weak point
23635-543: Was known as the Super-Turbine 400. By 1973, THM units had replaced all of GM's other automatic transmissions including Chevrolet's Powerglide , Buick's Super Turbine 300 , and Oldsmobile's Jetaway . Starting in the early 1980s, the Turbo-Hydramatic was gradually supplanted by four-speed automatics, some of which continue to use the "Hydramatic" trade name. Although the Turbo Hydra-Matic name alludes to
23798-556: Was modified. The standard TH350 is still very popular in drag racing. The THM250 is a derivative of the THM350 and was introduced for 1974 in Chevrolets as a Powerglide replacement. Internally, the THM250 is a THM350 without the intermediate clutch pack and with a band adjuster similar to the Powerglide. The THM250 was usually coupled to smaller displacement engines - the largest a third generation Chevrolet inline six found in
23961-643: Was notorious for its failure rate when used behind any engine - the largest being the Oldsmobile 5.7 L diesel. Multicase bellhousings were used - bellhousing patterns included Chevrolet V8, Buick-Oldsmobile-Pontiac, Vega 4 , GM 60 degree pattern (includes the Tech IV), and Isuzu G engine . It was GM's first transmission which used a throttle valve cable (similar in design to the Chrysler Torqueflite part throttle kickdown linkage) controlling
24124-619: Was one of only three GM cars to have standard radial tires and appropriate suspension tuning in 1973, with the others being the Oldsmobile Cutlass Salon and Chevrolet Monte Carlo S. The Grand Am included Strato bucket seats upholstered in Naugahyde vinyl or corduroy cloth featuring manual recliners and adjustable lumbar supports - both features common on European-style sports/luxury sedans, but unusual for American cars of that time. Also included were an instrument panel from
24287-505: 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 (12.5 m) to 37.4 feet (11.4 m). 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 called "Ram Air", and Ram Air IV remained available. A new option
24450-423: 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:
24613-745: Was released in 1985, replacing the Pontiac Phoenix . It became Pontiac's best selling car and was later replaced by the Pontiac G6 , so named as it was intended to be the 6th generation of the Grand Am. All 1973 through 1975 Grand Ams were built in Pontiac, Michigan at Pontiac's main assembly plant. The 1978-1980 Grand Ams were built in Pontiac, Michigan at Pontiac's main assembly plant and in Atlanta, Georgia at GMAD Lakewood. All Grand Ams between 1985 and 2005 were built in Lansing, Michigan at
24776-410: Was relocated to 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
24939-449: Was replaced by a new 'Twin Cam' 2.4 L DOHC (Dual Over Head Cam) four-cylinder engine. Still based on the Quad 4, this was a re-engineered version of the previous year's 2.3 L with SFI fuel injection. The new engine made 155 lb⋅ft (210 N⋅m) of torque at lower rpm than the older 2.3 L. The 3.1 L V6 remained optional. The 3-speed automatic was dropped for 1996, and
25102-419: Was replaced by brushed aluminum trim, while the gauge faces changed from silver with black letters and numbers to black with white letters and numbers. The same seating choices in either cloth or Morrokide trims were offered including the standard notchback bench seat, or optional 60/40 bench or Strato bucket seats with console. An AM/FM CB radio combo was available and a heated rear window was optional. In 1979,
25265-535: Was shortened slightly, but the wheelbase grew by more than three inches (76 mm). The suspension was now fully independent, with a revised MacPherson-Strut design upfront. The rear suspension is a more refined Multi-link design. The new Grand Am was offered in five trim levels: SE, SE1, SE2, GT, and GT1. The 2.4 L Twin Cam engine was carried over, with 150 hp (112 kW; 152 PS) and 155 lb⋅ft (210 N⋅m) of torque. GM's 3400 V6, previously exclusive to their minivans, became available as an option on
25428-534: Was standard, while a 3.0 L Buick V6 was optional. A 5-speed manual was standard, and a 3-speed automatic was optional, the latter required if the V6 engine was ordered. In 1986, a sedan and sportier SE trim were added. The SE trim had the V6 engine standard, lower body cladding, composite headlamps, a slightly revised interior with the different cloth used on all seats and door panel inserts, analog instrumentation (base and LE models had digital), and included 14-inch aluminum wheels. 1987 models brought more power to
25591-484: Was the Vacuum Operated Exhaust (VOE), which was actuated via an under-dash lever marked "exhaust". The VOE was designed to reduce exhaust backpressure and increase power and performance but 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
25754-464: 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 US$ 3,643.79. With two testers and equipment aboard, they recorded a 0–60 miles per hour (0–97 km/h) acceleration time of 5.8 seconds,
25917-474: Was the first Hydramatic to incorporate electronic controls — almost all of the THM400/3L80/3L80HD's components are interchangeable. Transmission fluid cooler line connections are found on the right-hand side of the THM400. The lower connection is the cooler feed, and the upper connection is the return. The case is tapped for either 1/4" National Pipe Straight NPS fittings,or 1/2" UNF fittings with
26080-605: Was the only transmission used with the Borg-Warner 1305/1339 all-wheel-drive transfer case used only in Jeeps until AMC/Jeep phased in the Chrysler Torqueflite 727 after 1979 until the FSJ platform was phased out. Additionally, the THM400 has been mated to other engines using adapter kits. THM400 transmissions are very popular in automotive competition due to their great strength. Much of this strength comes from
26243-528: 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
26406-558: Was used with high-power applications — primarily the Buick Grand National and the 1989 Pontiac Firebird Trans Am Indy 500 Pace cars. The 200-4R was configured with several different torque converters depending on the vehicle application. However, this transmission was also prone to failure (especially in D-body Cadillacs) and received improvements during its production run. The first improvement came in 1984 with
26569-494: Was usually coupled to a Mark IV engine or some high performance small blocks (e.g. the 1970 LT-1). The THM400 was never produced with a multicase bell housing . Other auto manufacturers have used the THM400 and its 4L80E successor, including Ferrari (in the 400/412 ); Jaguar / Daimler (in pre-1994 XJ12 and XJ-S coupes and their Daimler stable mates); Rolls-Royce (in 1965–1980 Silver Shadow and 1980-1992 Silver Spirit series cars, along with their Bentley stable mates);
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