1965 Pontiac Gto Burgundy with black top

“My goal was to create the perfect road car with an agile, tight suspension, tons of power, and plenty of gears to play with,” says the seller who has a Ph.D. in engineering and is a lifelong GTO enthusiast. In 1999, he purchased this 1965 GTO. Its buildup spanned the next seven years, and the resulting restomod “is meant to be driven and enjoyed,” he asserts. The seller states its 462-cu.in. engine with Tri-Power produces 479 horsepower at 5,100 rpm and 552 lb-ft of torque at 4,200 rpm. (Its best pull eclipsed 500 hp, he says, but he can’t find that dyno sheet.) The six-speed manual transmission enhances driveability with a low first gear for launching and an overdrive fifth and sixth for low highway rpm, and he states the ’s top speed is “around 145 mph, (see the RPM vs MPH chart).” Not surprisingly, an Escort radar detector is included. “The GTO is mechanically very well maintained and never mistreated,” he adds. It has accrued “about 6,000 miles since its completion, it’s only been driven in the summer, and it’s been stored indoors at around 45-degrees Fahrenheit during the winter.”

Its 1971 code “ C” 455-cu.in. engine parts were machined and the block was bored 0.030-inch over to 462-cu.in. A dex crankshaft, gle forged-steel connecting rods, and TRW forged-aluminum pistons with Speed-Pro rings comprise the blueprinted and balanced reciprocating assembly. A ling high-volume oil pump with pickup, a ¾-length windage tray, and a stock oil pan complete the oiling system. Comp Cams’ XR288HR-10 hydraulic roller camshaft, pushrods, and roller lifters and rockers (1.65:1) were chosen. The timing chain assembly and harmonic balancer were replaced. Number 96 heads from a 1971 400 engine provide a 9.5:1 compression ratio with slight milling. They received hardened exhaust valve seats, were ported, and fitted with 2.11/1.77-inch don stainless-steel valves and new valvetrain parts. A 1966 Tri-Power assembly with a ported manifold is fed fuel through a y pump and fuel filter and an oversized 3/8-inch stainless-steel main fuel line from the gas tank. Dave’s HEI small-body distributor, an MSD Blaster coil, adjustable vacuum advance, and ACCEL wires comprise the ignition system. A 100-amp chrome alternator was added, and the underhood wiring was replaced. ker r Comp (ceramic-coated and -It-wrapped) 1.75-inch four-tube headers with 3-inch collectors have three-bolt cut-outs attached, as well as a custom 2.5-inch stainless-steel exhaust system with an H-pipe, Flowmaster three-chamber stainless steel mufflers, and splitters. ing is handled by a “five-row ‘R’ Core” radiator; a seven-blade, 19.5-inch fan; a shroud; a den thermostatic clutch, a don high-volume water pump, and a recovery system. Last year, a Dual Friction 11-inch clutch, flywheel, and throw-out bearing, and other associated parts were installed. The six-speed, which features a 3.28:1 first and 0.80:1 hardened sixth gear, was examined and boot plates were fabricated for its long shifter. A custom 3½-inch diameter driveshaft with HD yoke and U-joints leads to a 1971 Chevelle 12-bolt rear axle fitted with an ton Positraction unit, 3.08:1 gears, Tom’s axles, new bearings and seals, and a chrome cover. “With a high-torque starter and a relatively new oversized battery, cold starts using the engine’s manual choke aren’t an issue,” the seller says. “The high overlap cam provides a rough idle that sounds mean as hell in any parade with open cutout pipes. This engine has excellent oil pressure and compression, no leaks anywhere, and the six-speed shifts as smooth as silk.” 

The seller didn’t do bodywork and repaint the GTO, since it already had been done with a basecoat/clearcoat system in the stock undy before he bought it. He did replace the front floorpans, weatherstripping (still no leaks), and the parking- and backup lamp lenses, resealed the windshield and backlite, and swapped in halogen headlamps. Currently, “there are seven or eight chips and scratches,” he admits, “and a couple of hard to detect unless the light is just right dents. The paint isn’t show quality, but great for parades and weekend trips, and the black vinyl top is a bit aged but has no cracks. The driver’s and passenger’s windows have slight rub marks about 3/16-to-1/4-inch wide running up their edges.” All the lighting is said to work well.

ng the cabin’s restoration, the seller, “sound treated the doors with ¾-inch of tar in their bottoms.” He also applied reflective closed-cell sound and thermal insulation behind the dashboard, on the floors and side panels, and behind the rear seat. “When you close the door, you get a nice clear thud. Nothing tinny,” he reports. Scads of additional restoration parts were installed beyond the carpet, side panels, seat covers, and trim, all of which he says “are like new.” The Rally gauge cluster was sent out for recalibration, and to gage 2 5/8-inch voltmeter, oil pressure, and water temperature dials were added. “Custom walnut grain inlays” adorn the instrument and A/C panels, as well as the console, and a walnut-rim steering wheel and a tilt column were swapped in. Custom to Sound’s 60-watt AM/FM/Cassette/CD stereo, a 10-disc CD changer, Infinity Kappa 3.5-inch front speakers, and Acoustics 7×9-inch rear speakers comprise the sound system. The GTO was rewired and custom floor lighting was added. Its factory A/C was converted to R134A, and some parts were rebuilt or replaced, but the seller still isn’t pleased with its cooling. He advises, “To activate the A/C, the POA valve has to be triggered by setting the dash control to heat first, then to cool. An A/C service center that recently recharged the system said replacement POA valves are marginal, so it’s best not to change this one out.” For theft protection, an ignition kill switch is under dashboard. The headliner was just replaced.

New Cobra G/T Radials (P215/65R15 front, P255/60R15 rear) were mounted on 15 x 7 front and 15 x 8 rear n Racing Rally II wheels (not shown) that replaced the ET wheels (shown) because the old mags were causing vibrations. Prior upgrades beyond the suspension and steering linkage rebuilds include higher rate TRW front and rear coil springs, wig 1-5/16-inch front and 1-inch rear anti-roll bars, K B gas shocks, and a remanufactured power steering pump and box with three turns lock-to-lock. A front disc brake swap included new spindles, 11-inch rotors, single-piston calipers, dual circuit master cylinder, power booster, hoses, and hardware. All the lines and the rear brake cylinders and shoes were also replaced. cently, the front rotors and rear drums were “lightly turned” and EBC ellowstuff pads and new rear drum linings were installed. “This GTO handles like a dream,” the seller comments, “whether you’re on the open road or playing games through some ‘esses.’”

The seller states that this vehicle will be sold on a clean o title in his and his wife’s names, and he has “receipts and a summary of all parts replaced with part numbers.” The previous owner stated the car was a GTO and gave the seller a copy of a 1965 order form with the GTO option, among others, highlighted, but he didn’t provide a invoice copy that confirms the car is a GTO. At 77 years old, the seller laments that he’s too old for this restomod 1965 GTO, so it will soon impress its new owner with the increased power, enhanced drivability, upgraded handling, and better braking that were retrofitted into it.