Pontiac GTO: Years 2004-2005-2006

 

Muscle Car Pontiac GTOs of the '60s and '70s

When car enthusiasts hear the name Pontiac GTO, they most likely think of the GTOs from back in the '60s and '70s. You know, back when the cars had heavy steel bodies and big cubic-inch motors. 

It stands to reason why that is, for many years the GTOs were some of the most popular muscles cars that were being purchased in the '60s and '70s. But like with all of the other muscle cars of that time, the Pontiac GTO received the ax for more fuel-efficient vehicles. 

1971 was the last year for the Pontiac GTO Judge, and 1972 was the last you could buy a GTO with a real classic muscle car look. Although by 1971, GM had already started detuning their cars and running them as unleaded vehicles to comply with emissions, they still had the muscles car look until '73. 

The 1973 Pontiac GTO (above) brought about a new body style that just did not look good and wasn't popular back then and or now. Pontiac tried to revamp the old look for 1974 (below), but by then the muscle car era was over and so was the GTO vibe. 

21st Generation GTO

The Pontiac GTO was one of the lucky few muscle cars that got a chance to be reborn in the 21^st century. For the years 2004, 2005, and 2006, Pontiac brought back the muscle car legend. With LS1 technology, a roomy interior, and a sporty exterior just like the old GTO, the new GTO was a great tribute to what the Pontiac GTO was and is still all about.

2005 Pontiac GTO

In 2004, the Pontiac GTO came with a 5.7-liter LS1 V8 rated at 350 horsepower and 365 ft.-lb. of torque. You could either order one with a 6-speed manual or a four-speed automatic. These days, being happy with a quarter-mile time of 14.3-14.0 flat doesn't sound too impressive, but 17 years ago, that was pretty good for a sedan. 

2005-2006 Pontiac GTO

For 2005 and 2006, the Pontiac GTO would keep the transmission options the same but get an engine upgrade. GM decided on putting a 6.0-liter LS2 motor in the new-generation GOAT that produced 400 horsepower and 400 ft.-lb. of torque. This new setup managed to cut off about half of a second in quarter-mile time and even more if you had some aftermarket performance parts bolted on. Some mostly stock GTOs seen times slips that dropped into the low-13 second range. 

Lack Luster GTO Suspension

Unfortunately, the 2004 Pontiac GTO suspension performance was found to be a little less than impressive. They had sluggish reflexes, excessive body roll, and weak brakes. When the sports sedan received the LS2 for the 2005-2006 models, the brakes got upgraded, but the GTO still suffered from a weak suspension. The good news is there are plenty of aftermarket bolt-on suspension parts that can easily be installed in your driveway over a weekend to help fix many of the suspension problems.

The GTO: A Wolf in Sheep's Clothing

With the various amount of cool colors to shop for, an optional ram air hood that could have been ordered, 15 or 16-inch rims, and a standard retro-looking Pontiac split front grill, the GTO is a good-looking sedan that some might not even recognize as a modern muscle car. 

There is one downfall that turned many consumers off, and that was the price tag. Unfortunately, you could buy a Trans Am, Camaro Z28, or Mustang for the price of a brand new Pontiac GTO. 

One of the nice things about the Pontiac GTO is that if you are looking to buy one now, you should be able to find one for a good price. I've priced them anywhere from around $9,500-$20,000 - depending on mileage and shape - a far cry from the 30k price tag they originally came with. 

On the low end of the price range, most of the Pontiac GTOs had high mileage, but I would not let that deter anyone. Cars these days, if taken care of properly can last for a long time.

In the end, the 2004-2006 Pontiac GTO is a great buy for car enthusiasts that really like the technology of the LS1/LS2 motor. With all of the performance capabilities and aftermarket parts for LS engine setups, the GTO is a perfect car for someone who is looking for something that can be fast, but at the same time, reasonable and practical.

Corvette ZR1: 1970-72 The Rarest Small-Block Corvettes Ever Produced

 

Out of all the years, the C3 Corvettes were produced, it's usually the '68 and '69 L88 big blocks that tend to grab the attention of the muscle car enthusiast. But the truth is that reaching for a 1970-72 ZR1 would be a much better Corvette to reach for if you're an enthusiast looking for that ultimate muscle/sports car. 

From 1970 to '72, the ZR1 was a limited-edition Corvette that was produced pacifically for the racing world. Only 53 were built: 25 for 1970, 8 for 1971, and 20 for 1972. These Corvettes are great investment cars, definitely poised for growth, especially the ones from 1970 when their horsepower was at its highest.

So what did you get with this Corvette Limited-Edition ZR1?

• LT1 350ci. 370HP-suffix CTV-1970, CGY-1971, CKY-1972
• J-56 heavy-duty brake package with dual pin front brake calipers
• F-41 heavy-duty suspension package, 7-leaf rear spring, heavy-duty shock absorbers, heavy-duty 5/8 front sway bar, and heavy-duty spindle struts
• Large aluminum radiator w/expansion tank (only LT1 to come with one so far)
• Steel fan shroud
• No radio, air condition, power windows, power steering, alarm system, rear window defrost, no special trim options.
• And all the specialty options that were found on the L88s that were retired the previous year.

Designed to Race

Much like the COPO Camaro, the 70-72 LT1 Corvette was a rare rugged sports/muscle car designed to produce numbers at the track. Although one was designed to produce at the drag strip and one was designed to produce on road courses, they were both designed to race.

For a car collector who wants to make a good investment, the '70-'72 Corvette ZR1 LT1 is the way to go. The limited numbers produced, the most powerful Corvette of  '70-'72, and well, it's a Corvette makes it a great choice. Also, low options make for low maintenance: power steering, power windows, air condition, etc., can't go bad if you don't have them.

2021 Z28 Camaro Died on the Vine

Brand New Z28 - Nope

There was a Z28 Camaro in the making practically ready to give the Camaro world what they deserved. Unfortunately, General Motors has officially called the program off. Chevy planned to slam the 5.5-liter flat-crank naturally-aspired 600-hp Z06 engine into the Camaro and call it a Z28. There were even plans of bringing a manual option to the table since there isn't going to be a manual option for the (production delayed) Corvette Z06 due to transaxle complications. 

It may not be the end for the Camaro, but it sure seems like it's getting close. This news of the Camaro Z28 cancelation comes after other Camaro packages for 2021 were canceled, and the news of the cancelation for a 55th Anniversary Edition Camaro for 2022.

What's the problem? 

It's simple, low sales. In fact, first-quarter sales for the Camaro in 2021 were lower than they've been in a decade. Last year the Camaro didn't even sell 30,000 units, and at the rate they are selling now, it's not likely they will sell over 20,000 for '21.

Does the Camaro Suck That Bad?

Not really! Performance-wise, when lined up against its competition, they do quite well. But this proves that performance isn't everything in the sports car market. 

Most experts say the exterior styling just isn't as appealing to consumers, and the interior materials and design are not that exciting and low-quality for a better lack of words. Add that in with complaints of low visibility in the cabin and high prices, and you get a low-selling Camaro. 

What's the Future Look Like for Camaro?

Well, there is no official word as of now what will happen to the Camaro. Chevy has kept a pretty tight lip on future plans like they always do. Who can blame them? 

But one thing that everyone does know is GM is dumping all their money into their EV success, or as I call it, "keeping up with the Jones." 

It just seems to me that if there are plans on keeping the iconic Camaro around for the future, Chevy is going in the wrong direction. I think, instead of going out quietly and soft, which is the way it looks right now, why not end the Camaro with a bang. There would be a lot of Camaro fans that would love to see a last-generation Z28 Camaro with a thumping flat-crank 5.5-liter, 6-speed manual in it.   

IROC-Z Camaro: Chevrolet's 1980s Road Course Legend

 

IROC-Z Camaro History 

Back in 1984, Chevrolet wanted to produce a Camaro that would closely mimic the Camaros that were being used to race in the IROC (International Race of Championship) Racing Series. 

The good idea was pushed forward when Chevrolet signed on to be the official sponsor of the IROC Racing Series. This move gave Chevrolet permission to use the name IROC on their Camaros, which in turn spawn the birth of the road course king, "IROC-Z Camaro".

The IROC-Z Start

Starting in 1985, the new IROC-Z became available to the public and would go on to be produced as a Camaro performance option until 1990. The turn of the decade brought up the end of the licensing agreement with the IROC Racing Series. Chevrolet had other plans for the future of the Camaro and decided not to renew the sponsorship with the race series and dropped the IROC-Z from production.

For those years that the IROC-Z was in production, they became such a staple in the Camaro lineup, Chevrolet would drop the Z-28 from production for the years of '88, '89, and '90. The IROC-Z would become your primary choice if you wanted a performance-based Camaro. 

When Chevrolet halted production for the IROC-Z because of their licensing agreement end with the IROC Racing Series, they also had to drop the IROC-Z nameplate. After a few years on hiatus, the Z28 performance package was brought back for 1991.  

The IROC-Z: A Better Camaro

What mostly stood out about the IROC-Z is its 5.7-liter (350-cu.-in.) Tune-Port Injection (TPI) engine which was bigger than its sister motor, the 5.0. 

The 350 TPI came with a four-speed 700R4 automatic transmission and a special suspension package better known as the 1LE package that included: 

• 4 wheel disk brakes
• 3.42 positraction rear-end 
• An aluminum driveshaft
• Large 12" front rotors
• Aluminum calipers
• Engine oil cooler
• Gas tank baffles 
• Larger anti-roll bars
• Specially valved Delco-Bilstein shocks
• Larger diameter sway bars
• Steering/frame brace known as the "wonder bar" and
• More aggressive springs that lowed the Camaro by .05 inches.

The special Camaro would also get 16-inch rims, an upgrade from the smaller 15-inch rims, more aggressive side-skirts for the body kit, large IROC-Z decals on the doors, and special trim.

Although throughout the years the IROC-Z was released from the factory with a few different trim options and setups like t-tops, controvertible, and even a 5-speed transmission, the most common trim options are mentioned above. 

Important? It should be noted that although the 5.7-liter IROC-Z Camaros are the most common and sought-after Camaros of all the IROCs, if you're looking to buy an '85, you can find them with the bigger 5.7-liter engines, but they will not be original. In '85, they only came available with the smaller 5.0-liter engine.

Unfortunately for the IROC-Z, it was produced in a time when power was not a priority, and the horsepower and torque numbers it boasted in the mid-to-late '80s sucked in comparison to today's sports cars. But the reason why the IROC-Z is a collector car and will stay a collector car is not because of its power outputs, but because of its connection to the IROC Racing Series and its road course capabilities. 

Shopping for an IROC-Z Camaro

If you're searching for an IROC-Z, you must be careful for there are a lot of impostors out there. A lot of the exterior IROC-Z options such as the vented hood, front spoiler, and ground effects options were available for order on regular Camaros, Z28s, and can be bought as aftermarket pieces. So check the VIN numbers and do some research via. some reputable sources before you go laying down big money.

If you already own one, I would suggest saving it and passing it on to someone in your family, because in time they will be just as valuable as a Camaro from the Muscle Car era.

First Camaro Ever Built: #N100001 Found and Restored

 

First Production Camaro

All restorations of iconic vehicles and their facts are very important to the history of the model's bloodline. Where a vehicle's been, who has owned it, special stories of the vehicle, and what makes a vehicle worth restoring in the first place are all things that are very important to the restoration process. 

When Camaro #100001 (the first Camaro ever built) was found, and the attempt to restore it back to its original condition was on its way, just finding out the whole 50-year history of the Camaro took two years alone. Tracking down the owners and recording all their backstories and adventures they had with the vehicle was just part of the process of restoring something so important to automotive history.  

Why The First Camaro Matters

This special 1967 Camaro started out as a 230 cu.-in. 3-speed sports coupe with a Bronze exterior color and tan interior. It was a far cry from what it ending up being before its restoration, a beat-up old-looking '80s style drag car with a roll-bar, slicks, a hood scoop. 

The restoration would include all the options the Camaro had on it back in 1966 including the original engine, trans, whitewall tires, push-button radio, front antenna, and a deluxe seat-belt package. 

For a Deeper Look at the First Camaro Ever Built, Check Out the 18 min. Video Below. 

2022 Corvette IMSA Special Edition Stingray

2022 Corvette IMSA Special Edition

The 2022 Corvettes are pretty cool as they are, but to pay tribute to the success Chevrolet and Corvette had with the C8.R in the 2021 IMSA inaugural racing season, a special edition Corvette will be available in 2022. Corvette's C8.R and the Corvette team did exceptionally well for Chevrolet last year, winning the manufacturers', drivers', and team titles in the IMSA sportscar championship series. 

IMSA Corvette Appearance Package

The 2022 Corvette Stingray ISMA GLM Championship Edition sports/supercar comes with a unique appearance package and all the small mechanical upgrades the Corvette will receive for 2022. Unforntelty, at least I was led to believe, that Corvette was not just going to settle on the C8 the way it was, but from what we know now, not many changes are going to find their way to the 2022 Corvette. Hopefully, mid-way through 2022, talks will start getting fired up about some of the major changes that have been discussed in the past e.i. eRay LT2 AWD hybrid and single and twin-turbocharged versions of the Vette.

The IMSA Corvette Stingray appearance package will include two color combinations: Accelerate Yellow with Gray corvette racing graphics and Hypersonic Gray with yellow accents. These special Corvettes will be outfitted with the larger rear wing and mirrors crafted in Carbon Flash.

They will also include black rocker guards and splash guards, yellow brake calipers, and Black Trident wheels with "Jake" logos on the center cap. On the interior, you get a C8.R Special Edition numbered plaque along with an interior design that follows your chosen exterior look. Yellow seat belts will come with Corvette's GT2 seats, or you can opt for the competition bucket seats for the all-around racing feel and vibe. 

 

All special edition Corvettes will be sold as a 3LT model with the Z51 package, which is Corvette's highest trim. You will also get a special edition indoor car cover that matches your special edition color scheme. Expect to pay an extra $6,595 for the package along with the extra cost of the 3LT Z51 package. There will only be an official 1,000 models made, so expect for the price tag to be high and the car to be rare to find. 

What's New for the 2022 Corvette Stingray

As mentioned above, not much will be changing. Even the horsepower and torque rating will be staying the same for the 6.2-liter LT1 (490 hp and 495 torque), which is still a good number. 

According to Chief Engineer Josh Holder, the Corvette injection system will be operating at a higher pressure which will help the 6.2-liter small-block get better emissions and better stability at idle RPMs. There have also been some other changes to the enhanced "Active Fuel Management" range. 

The Corvette will now deactivate cylinders over a broader range of RPMs and in lower gears. Although the hope would be to get better EPA ratings, there has been nothing noted yet.   

The few last changes will be aerodynamic changes that probably won't be too noticeable. So if you were wondering if the C8 was going to be another long stretch of similar-looking Corvette's year-after-year like previous generations, that's the way it's looking.  

Corvette ZR-2 "Big Doggie" 455: The C4 That Could Have Been

Corvette ZR-2 "Big Doggie" 455

How do you beat a slew of Fox-Body 5.0 Mustangs that were seemingly dominated the roads in the late '80s? 

You take a 454 cu.-in. big-block engine and stuff into a C4 Corvette and call it "Big Doggie". 

"Big Doggie" ZR-2 Big-Block Corvette

I think everyone knew, by the time the C4 made its appearance in 1983 as a 1984 model, big-block enthusiast and all Corvette and sports car lovers alike knew big engines were officially going to be axed from GM's muscle/sports car line-up for a long time.

Not that there weren't plenty of signs through the 1970s that this was going to happen, but the '84 C4 clearly solidified that fact. With the absence of the Corvette in 1983 (in between the C3 and C4) some people might have been still holding out hope that there would be at least one powerful option for '84, but that was a no-go. 

The first C4 Corvette came out with a 5.7-liter Cross-Fire Injection TBI engine followed by a 5.7 Tune-Port Injection (TPI) engine later in the generation. Although Chevy called them legendary at the time, they weren't. Most people knew this, including some engineers at Corvette who wanted to build something people wanted.

Three Different Prototype C4 Corvettes with 454 cu.-in. (7.4-liter) Engines Were Built 

The project started at the GM Proving Grounds in Arizona, where Scott Leon and his crew decided to see if they could stuff a 454 cu.-in. engine in between the fenders of a C4 Corvette.   

They first started with a 1984 Corvette, and with just a few slight modifications, the big-block bolted onto the frame and in between the fenders. It was a tight fit, but one that fit nonetheless. 

Since the Corvettes by then were all using electronic fuel injection, Leon and the crew decided to go with a Tune-Port Injection setup bolted to a custom tunnel-ram manifold. Buick Grand National Injectors were used to keep fuel-flow efficient, and that was that, the first big-block was slammed into a C4 Corvette and ran super strong. 

Management Agrees to Go with a ZR-2 Prototype C4

With the success of the first built big-block C4, management started to see some promise in the idea and gave Leon and his crew a go-ahead to build a true prototype. So a 1986 Corvette 454 was born. This Corvette was built the same way as the '84 with an automatic transmission. 

  

After the second 454 C4 Corvette, Chevrolet got really serious about the idea, and a 1989 Roadster was grabbed for the final version, dub "Big Doggie". This Corvette had the Z51 performance suspension and a six-speed manual transmission. The convertible mechanism was taken out and a hard-top was bolted on to save weight, and then an orange paint job was applied. 

Although this ZR-2 could offer ZR-1 performance at about half the price, GM management was not looking to market the big-block Corvette. There were several reasons for not wanting to put the big-block Corvette into production, and one of those reasons included how much money had already been spent on marketing the ZR-1/LT5 campaign that included buying out The Lotus Group for their engineering and development satellite. 

The other reason why the ZR-2 had no chance for production is it had no chance of passing emission and fuel mileage requirements. 

Engine Specs: What is Known

This "Big Doggie" Corvette used Chevy's marine 454 short-block engine with a set of L88 aluminum heads, and although never dynoed, experts estimated horsepower at about 385, right around where the ZR-1 was at. But there was a huge difference, the big-block brought plenty more torque to the table, which also brought gas-guzzling numbers and safety worries. An all fiberglass frame with a big-block engine sent chills down the back of some uptight party-poopers.     

A New Idea for the Corvette 454 

Since GM had decided that there was no room for a big-block engine in the Corvette lineup, the next idea they came with was to make sure that all parts that were used for the ZR-2 were bolt-on parts that could be bought through the Chevrolet Performance Parts Catalog as a 454 ZR-2 swap kit. Unforantley, the idea never made it into the catalog. 

In the end, a very lucky few automotive journalists and development engineers got to drive "the C4 that could have been". And for those who did, they left no understated performance reviews. From all reports, the "Big Doggie" was super fast and super fun to drive.

1971 Corvette ZR2 

In 1971, Chevrolet offered a Corvette ZR-2 package (RPO) that offered a 454 cu.-in. LS6 engine. They also offered a ZR-1 packaged with a 350 cu.-in. engine. The way Chevrolet sold the Corvette Z-series was all power and little options. This made the cars less disable, and that caused Chevrolet to only have 8 ZR-1s and 12 ZR-2 Corvettes ordered and sold. 

This obviously means if you own one of these rare Corvettes, you might be sitting on a gold mine.  

What is the 1989 Corvette ZR-2 "Big Doggie" Worth

In June 2009, this "Big Doggie" Corvette drove across the Barrent-Jackson Auction Block - sold by General Motors - price $71,500. 

You might think that something this rare would go for more, but prototypes and concepts cars usually don't have a huge market for them. Like this 1989 Corvette ZR-2, most prototypes are sold with a No Manufacturer Statement Of Origin (MSO), no title, and only a partial VIN#, meaning you can't legally drive the "Big Doggie" on the road. 

But it would still be nice to own this 1989 beast of a Corvette ZR-2 with a big-block 454.