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Pontiac GTO Judge at a small car show looking all nice and pretty. I'll take one of these also please lol.
A wowsome car.
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Canon 1100D
Canon 18-55 II
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Droomrit voor het leven.
My final photo from teh Livingston car show is this blue Pontiac GTO convertible from the car's second generation. This is a 1968 model.
It's hard to believe that within a decade, the GTO and midsize Pontiac convertibles would be no more. For 1974, a GTO package was applied to the smaller Ventura as opposed to the midsize LeMans, but it just wasn't the same.
I still have more car pictures to come, just not from a car show. They were all taken with my flip phone. I seem to take nothing but car photos these days. Well, there are some exceptions coming . . .
Taken in Tooele, Utah in early 1983. This 1968 GTO belonged to my brother. I loved riding in this car. The odd thing to me when I look at this picture now is... back then I thought this was an old car, but really it was only 15 years old. He sold it not long after finishing it to a friend of mine (John F. Kross) who lived in Naples Florida at that time. He kept it for a while, repainted it (removing the vinyl top) and then sold it. I have since lost track of that friend (and the car).
The Thrush side pipes really give it away this was the 80's.
The Ferrari GTO (often referred to as Ferrari 288 GTO)(Type F114) is an exotic homologation of the Ferrari 308 GTB produced from 1984 to 1987 in Ferrari's Maranello factory, designated GT for Gran Turismo and O for Omologata (homologated in Italian).
Some of the GTO's styling features were first displayed on a 308 GTB design exercise by Pininfarina shown at the 1977 Geneva Auto Salon. The 288 GTO had started out as a modified version of the 308/328 to hold down costs and to build the car quickly, but little of the 308/328 was left when the 288 GTO was finished.
Easily noticeable differences were the GTOs bulging fender flares, larger front/rear spoilers, large "flag-style" outside mirrors and four driving lights at the far sides of the grille. Retained from the original 250 GTO were slanted air vents, put in the GTO's rear fenders to cool the brakes, as well as the rear wing's design, borrowed from the 250 GTO's original wing. The GTO also had wider body panels than the 308's because they had to cover much larger Goodyear tires mounted on racing wheels.
The GTO was based on the rear mid-engine, rear wheel drive 308 GTB, which has a 2.9 L (2,927 cc) V8. The "288" refers to the GTO's 2.8 litre DOHC 4 valves per cylinder V8 engine as it used a de-bored by 1 mm (0.04 in) with IHI twin-turbochargers, Behr air-to-air intercoolers, Weber-Marelli fuel injection and a compression ratio of 7.6:1. The 2.85 litre engine capacity was dictated by the FIA's requirement for a turbocharged engine's capacity to be multiplied by 1.4. This gave the GTO an equivalent engine capacity of 3,997 cc (4.0 L; 243.9 cu in), just under the Group B limit of 4.0 litres.
Unlike the 308's 2,927 cc (2.9 L; 178.6 cu in) engine, the GTO's 2,855 cc (2.9 L; 174.2 cu in) V8 was mounted longitudinally, using the 308's rear trunk space. This was necessary to make room for the twin turbochargers and intercoolers. The racing transmission was mounted to the rear of the longitudinal engine, moving the rear differential and wheels aft. The arrangement also let the GTO use a more conventional race-car engine/transmission layout for such things as quick gear-ratio changes for various tracks. As a result, the wheelbase was 110 mm (4.3 in) longer at 2,450 mm (96.5 in).
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The Mitsubishi version on the infamous Soi 6, Pattaya. Dodge imported the same car to the US as the Stealth some years ago.
1970 Pontiac GTO in a very unusual shade of green - Verdoro Green. This is a Canadian built car and one of only one hundred and thirty five ever made in this colour according to the data sheet the owner had up. It has the Ram Air III 400cid V8 as well as the close ratio 4 speed manual gearbox.
The Pontiac GTO was built by Pontiac from 1964 to 1974 by General Motors It is often considered the first true muscle car. From 1964 until midway through 1973 it was closely related to the Pontiac Tempest and for the 1974 model year it was based on the Pontiac Ventura. This photo was taken at a classic car meet in Wilson, PA.
A friend sent this Marx Ferrari GTO and companion Chaparral 2A for restoration. Both are very nicely proportioned moldings, on surprisingly drivable chassis.
Pontiac GTO 1965.
GTO? Grand Theft Ohmygod?
Gran Turismo Omolgato? Pfff!
Turismo? Hell no.
They threw out the 4 cylinder engine in favor of a much bigger 689 c.u. V8.
www.youtube.com/watch?v=lSipXuqHt40
"You have the right to remain stupid, boy..."
A Ferrari 250 GTO pictured at the Galleria Ferrari exhibition at the 2004 Autosport International show.
The last of the 599's kind, the GTO stands originally for Gran Turismo Omologato. What this means is that this is the road-oriented grand touring homologation model of a car originally designed to qualify for racing. Sadly, this is one car that I personally think does not meet such a standard. It is, as a matter of fact, easily eclipsed by its successor, the Ferrari F12.
The Ferrari 599 GTO didn't see any racing at all. Pundits say, that would have been the 599XX. Sadly, this XX-version was built before this GTO came about, which is obviously going the other way around.
Basically, the GTO moniker was added to this 599 to somewhat commemorate the legendary 250 GTO and to serve as a grand finale to the model line, paving the way to its successor, the F12berlinetta.
Here's another Hotwheels Elite scale model in 1:43 scale.
The last of the 599's kind, the GTO stands originally for Gran Turismo Omologato. What this means is that this is the road-oriented grand touring homologation model of a car originally designed to qualify for racing. Sadly, this is one car that I personally think does not meet such a standard. It is, as a matter of fact, easily eclipsed by its successor, the Ferrari F12.
The Ferrari 599 GTO didn't see any racing at all. Pundits say, that would have been the 599XX. Sadly, this XX-version was built before this GTO came about, which is obviously going the other way around.
Basically, the GTO moniker was added to this 599 to somewhat commemorate the legendary 250 GTO and to serve as a grand finale to the model line, paving the way to its successor, the F12berlinetta.
Here's another Hotwheels Elite scale model in 1:43 scale.
The Tempest line, 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 sported Pontiac's characteristic vertically stacked quad headlights. Overall weight increased about 100 pounds (45 kg). Brake lining area increased nearly 15%. Heavy-duty shocks were standard, as was a front antisway bar.
The dashboard design was improved, and an optional rally gauge cluster ($86.08) added a more legible tachometer and oil pressure gauge.
The 389 engines received revised cylinder heads with re-cored intake passages, improving breathing. Rated power increased to 335 hp (250 kW) at 5,000 rpm for the base 4—barrel engine; the Tri-Power was rated 360 hp (270 kW) at 5,200 rpm. The Tri-Power engine had slightly less torque than the base engine 424 lb·ft (575 N·m) at 3,600 rpm versus 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 a four-speed manual or two-speed automatic were optional.[5]
The restyled GTO had a new simulated hood scoop. A rare, dealer-installed option was 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 more of the engine's roar to escape.
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 0–60 miles per hour (0–97 km/h) in 5.8 seconds, 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 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 mediocre 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.