Regardless of whether they were early or
late versions, they were all rated the same. The base 400/four-barrel went from
8.2 to 8.0:1 compression, and with the EGR added, dropped the horsepower from
250 to 230 at 4,400 rpm, yet torque remained at 370 lb-ft at 3,200. Tis engine
was available with a three-speed manual as standard equipment, with a
four-speed manual or Turbo 400 automatic as options.
The
only difference between the two GTO body styles was the design of the rear
quarter window. Colonnade coupes used a large triangular design, while the
Colonnade Sport coupes used a louvered design. The standard Colonnade coupe
accounted for just 494 sales.
The 455 was once again available in the GTO
as an automatic-only option. It was rated at 250 horsepower at 4,000 rpm, with
370 lb-ft of torque at 2,800. Available final drive ratios for the GTO were
3.08, 3.23, and 3.42, and Safe-T-Track was available for all ratios.
Production for the '73 GTO was the lowest
it ever reached, with just 4,806 units built. A total of 4,312 were Colonnade
Sport Coupes and just 494 were Colonnade coupes. Since it was possible to get
the GTO's powertrain content on a standard Le- Mans, many new-car buyers didn't
see the point in spending the additional money.
So what happened?
The truth is well-known today. The car that
was developed for '73 had everything that buyers would expect in a GTO –
exciting styling, including an Endura nose, great all-around performance, and
top-of-the-line status, including its own series. That car came to market as
the Grand Am – a mixing of the Grand Prix and Trans Am monikers.
In a March 2013 interview, former Pontiac
engineer and one of the fathers of the GTO Bill Collins said that calling the
Grand Am “GTO” was abandoned during the development process, and he was one of
the main reasons it happened.
The
car that was developed for '73 had everything that buyers would expect in a GTO
– exciting styling, including an Endura nose, great all-around performance, and
top-of-the-line status, including its own series
“I had the opportunity to drive some
European sedans at that time and was very impressed with them, particularly in
regard to their handling,” he said. “I knew that the muscle- car era was dying
out and an attractive, European-influenced Pontiac was where we needed to go”
He added: “Te handling aspect was one of the reasons we added radial tires to
the Grand Am and had the suspension tuned for them”
For those loyal to the GTO nameplate, there
was still a car that carried the performance torch, but it was compromised to a
certain extent. With the Grand Am redefining the role of what a '70s-era
performance car was, the GTO continued in its role as the top-performing LeMans
option package. By '73 standards, it was still a great all-around performance car,
and considerably less expensive than the Grand Am.
The passage of 40 years has finally seen
the fortunes of the '73 GTO turn around. Instead of being judged against the
straight-line performance of its predecessors, enthusiasts are seeing it in the
fresh context. While the aftermarket support for the one-year-only platform is
not nearly as good as older GTOs, a relatively rust-free '73 GTO can be an
economically viable restoration candidate, as they share mechanical and
suspension components with cars as new as a '96 Impala Super Sport.
The
’73 GTO’s cabin for the was all new and was shared with the LeMans parent
series. A new cockpit-style dash featured a tri-element gauge design that could
still be upgraded to a Rally gauge cluster. The optional console tilted toward
the driver and away from the passenger, further adding to the cockpit
appearance. Bucket seats were an all-new design with squared-off contours and
vertical pleats. Optional steering wheels were still available. Buyers could
choose from automatic or standard shift.
Pontiac tried to open a new chapter in the
history of the GTO by putting it on yet another platform for '74 in an attempt
to get it back to basics. We will dive into that story next month.
