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GTO Ram Air III Convertible

Make: Pontiac
Model: GTO
Type: Convertible
Trim: Convertible
Year: 1970
Mileage: 100,000
VIN: 242670P165801
Color: Blue
Engine: 455
Cylinders: 8
Transmission: Automatic
Drive type: RWD
Interior color: Parchment
Vehicle Title: Clear
Item location: Alexandria, Louisiana, United States

1970 Pontiac GTO Convertible Additional Info:

Originally a RAM AIR III GTO - The Pontiac Historical Society documentation (see photo below) shows that this GTO is an originally equippedRam Air III, convertible, 4 speed, and was loaded with numerous options – Hood Tach, PS, PB front discs, A/C, Power Windows, Power Locks, console,Sport steering wheel, remote mirror, Rally Wheel,s 8 track, remote trunk release. PHS advised me that there were less than 100 of these RAIII, convertible, 4 speed cars produced – rarer than a RA III Judge GTO– at this moment there is an one in listed in Hemmings (automatic trans) for $89,900. I have owned the GTO since July 1996 and the original Ram Air III engine block had been replaced when I bought the car. I still have what I believe (no warranty) are the Original RA III No. 12 Heads (production#1179 & #1179) and Intake (#9799058 ) - see photos below. The original “Ram Air” control knob is still mounted below the dash & the original Ram Air scoop flaps, underhood pan, and scoop control cable are still mounted in the engine compartment. The Ram Air carburetor pan shown in photo is a reproduction fiberglass unit – I never had the original.

CURRENT DRIVETRAIN:

ENGINE. The RA III motor went down hard several years ago. Then we had a professional engine rebuild shop build following engine for the GTO:1972 “YC” code 455 BLOCK from a Pontiac Gran Prix with 4 bolt main bearing caps – lined & bored, new FM main, rod, & cam bearings & oiling holes drilled to improve oil flow w new oli gallery plug set; Engine work & components installed by a professional engine building shop were (see photo below): block bore 4.185 for 462 c.i.; SRP forged pistons Eagle Rods, Speed-Pro rings, Eagle forged crankshaft 4.21” storke – all balanced; Crower Hydraulic camshaft duration @ .050 Int 240/Exh 242 installed at 108 degrees; Melling 80 lb oil pump w alloy drive shaft & ¾ “ pickup; Rollmaster double roller timing chain; factory Windage tray with extra holes drilled to improve oil flow; Pioneer SFI damper/balancer; new 455 flywheel; HEADS - Edelbrock aluminum street/stripprepared by Pontiac Kauffman Racing shop – 87 CC; bench flow 310 cfm; 1.65:1 CraneCams Rocker arms & new valve springs; Edelbrock Performer RPM Intake port matched to Heads; all assembled with new 105 piece SS bolt kit; Demon Carburetor 850 – jets Primary 85; Secondary 90; Compression Calculation: 9.9:1; Timing @ 40 degrees on 93 octane; and new aluminum high flow water pump; with MSD Pro Billet 6AL distributor & spark box; Taylor 8mm Spiro Pro plug & coil wires; new starter & battery cables; radiator cored & reinforced, new hoses;

Horsepower - On the Dyno stand the engine developed the following power: 1) on 110 octane gas - 520 hp & 607 lbs torque; 2) on 93 octane – 507 hp & 600 lbs torque;.

Exhaust Manifolds – Ram Air Restorations RAIV manifolds with 2.5 inch collector were installed when 455 installed.

Engine Has Not Been Cranked or Run In Over 4 Years. After less than 3,000 miles on the engine driving it sparingly over a couple of years, the engine developed a bad rear main seal leak – too much crankcase pressure – and I finally parked it inside at my mechanics shop about 4 years ago planning to pull up and repair rear main seal – but never got to it with too many car projects going on. I later learned that these Pontiac 455 suped up engines generally require an crankcase ventilation Evac System (electrical or belt driven) to take out the crankcase pressure. The engine was running very strong & fine when we parked it – no knocks or dings or bad noises. However, this Engine MUSTbe pulled, inspected, new rear main seal at least, and checked for whatever other work should/must be done to get it in proper running order to drive safely. Gas tank and lines must be cleaned well and/or replaced before operatio & Brakes must be gone over thoroughly.

TRANSMISSION. When I bought the car factory 4 speed had been replaced with Turbo 400 transmission & console. For the new 455 engine we installed a Turbo 400 rebuilt with kevlar gears, shift kit, and 3,200 rpm Anti-balloon stall converter which handled the suped up 455 nicely. However, the Trans has also not been run in over 4 years and must be pulled & checked just like the engine for proper running order and safety.

REAR END. When I bought the car the rear end appeared to be the factory GM 10 bolt with Limited Slip and apparently the 3.23 factory gears. I never changed or modified the Rear-End and it was operating fine when the car was parked and handled the 455 just fine. However, the Rear End has also not been run in over 4 years and must be checked just like the engine for proper running order or repairs.

Electricals – All electricals were operating fine when the car was parked – except no A/C. repairs. Aftermarket gauges and speedometer were operating when the GTO was parked, butFactory AM/FM radio was not working. However, the Electrical systems has also not been run in over 4 years and must be checked just like the engine, trans, and rear end, for proper running order or repairs

EXHAUST. After 455 was installed we put in a Magnaflow 3 inch dual exhaust system behind the Ram Air Restoration manifolds. Exhaust system appears to be in good shape. However, the Exhaust system has also not been run in over 4 years and must be checked just like the engine, trans, and rear end, for proper running order or repairs and safety.

BODY – this GTO body was solid when I bought it. I kept the car garaged always – even after it was parked after rear main oil leak it has been kept garaged at my mechanics shop at all times. Body, trunk, quarter panels, undercarriage all are still solid with only minimal surface rust on undercarriage. The Convertible Top mechanism was also operating properly (Up&Down) when the car was parked – and the vinyl/canavs Top itself actually appears to be in fair shape (see photos below). Top & mechanism must also be checked, tested, repaired if necessary before ues. However, if a potential Buyer is concerned about the Body or the Convertible Top mechanism – THEN SEND AN INSPECTOR to inspect for you.

Car has in excess of 100,000 miles and odometer is not correct.

If a BUYER thinks that he needs to know more about any of the items listed above, THEN SEND AN INSPECTOR. You can email me any questions you have about the GTO and I will try to respond. However, do NOT ask me to try and get the GTO cranked and running as we don’t have the time or inclination to put more $$ in the car & if I did I would increase my Reserve Price too !!

I am NOT a Dealer – that’s why I’ve had this GTO for 20 years – and I also have a 1970 GTO hardtop 455, 4 spd, 12 bolt rear. I’m just a small time car collector who has several car projects going on right now and needs to get rid of at least one project. Feel free to check my 100% rating on Ebay.

Vehicle is listed locally and I reserve the right to terminate the auction early.

"AS IS” NO WARRANTY – This vehicle is sold “AS IS” with “NO WARRANTY” whatsoever, except for Good Title. Seller encourages INSPECTIONS at the Buyers cost and you may contact the Seller to arrange for an inspection.

PAYMENT. I have TITLE in hand – no liens. Buyer must make $1,000.00 deposit to Seller via PayPal within 24 hours of end of Auction. FULL balance must be paid to Seller via Cashier Check within 7 days of end of auction.

SHIPPING & TRANSPORT – The Buyer is responsible for vehicle pick-up within 30 days of purchase. Buyer is responsible for ALL shipping and Transport costs. The Seller will cooperate with the Transporter retained by Buyer for pick-up of the vehicle. The Transporter must have an electric WINCH or other similar mechanism to load the vehicle onto the transport.