“A Tradition Of Performance” Website: “A Tradition Of Performance” Website: . President Bob...

“A Tradition Of Performance” Website: www.gtoaa.org

President Bob Alexander (970) 221-0754 2950 Neil Drive, Unit 10 Fort Collins, CO 80526 [email protected]

Club Store & Board Member Robert J. & Connie Maher 5829 Stroebel Road (989) 781-0807 Saginaw, MI 48609-5249 [email protected]

Legend Editor & Board Member Tom Szymczyk phone (856) 439-0314 30 Sandhurst Drive fax (856) 866-9003 Mt. Laurel, NJ 08054-6206 [email protected]

Board Member & Past President Bill Markowski 1341 Stolle Road (716) 652-1911 Elma, NY 14059-9734 [email protected]

Membership Coordinator / Board Member Beth Butcher P.O. Box 213 (970) 493-3932 Timnath, CO 80547-0213 [email protected]

Chapter Coordinator / Commercial Advertising / Board Member John & Diana Johnson (573) 581-8013 620 N. Jefferson Mexico, MO 65265-3217 [email protected] fax: (573) 581-6486

Chief Technical Advisor Steve Lucas 230 South Hudson (630) 964-8508 Westmont, IL 60559-1936 [email protected]

Feature Editor Jim Sternburgh (AKA Jim Stern) 3820 Ohio Ave. Unit #5 (630) 258-2615 St Charles, IL 60174 [email protected]

Webmaster Sean Mattingly 335 East 360 North (765) 608-1109 Anderson, IN 46012 [email protected]

Concours Judging Chairman Jon Wacholtz 706 13th Avenue SW (507) 433-5201 Austin, MN 55912-2726 [email protected]

Convention Coordinator Steve Hedrick 3676 Morgan Way (636) 942-4020 Imperial, MO 63052 [email protected]

1964 Mike Schulz (952) 472-2125 4878 Edgewater Dr Mound, MN 55364-2006

1965 Scott Tiemann (517) 647-2433 11817 E. Grand River Portland, MI 48875

1966 Marvin Minarich, Sr. (815) 467-0381 26265 West Highland Drive Channahon, IL 60410

1967 Terry Weiner 409 Ronnie Drive Buffalo Grove, IL 60089-1151 (847) 952-1800 ext 3004 (days)

1968 Ed Dreksler (352) 622-3281 2208 N.E. 40th Terrace Ocala, FL 34470-3171 [email protected]

1969 Kevin Beal (603) 313-9696 PO Box 367 Marlborough, NH [email protected]

1970 Quint Stires (603) 903-0142 26 Kingsbury Street Keene, NH 03431 [email protected]

1971 Dan Jensen (517) 647-2474 & 72 11929 E. Grand River Portland, MI 48875-8444

1973 Bill Markowski (716) 652-1911 1341 Stolle Road Elma, NY 14059-9734 [email protected]

1974 Terry Doolittle (541) 476-4280 543 Serenity Lane Grants Pass, OR 97526-9795

2004-06 Jonathan Schwenn (414) 687-6470 735 Longwood Drive Algonquin IL 60102 [email protected]

Judges Jon Wacholtz (507) 433-5201 706 13th Ave S.W. Austin, MN 55912-2726 [email protected]

GT-37 John Sawruk 667 Oxhill Court White Lake, MI 48386-2336

Paint Gary Cave (301) 868-3483 & Body 7805 Ferry Avenue Clinton, MD 20735-1702

Differentials Position Open

Volunteers may send resumes to Steve Lucas, Chief Tech Advisor

Exhaust Systems Gardner Exhaust Systems 15 Glenn Pond Drive Red Hook, NY 12571 (845) 758-8003

Engine Interchange & Heads Ronald Rocchi Pontiac Performance Engineering 9444 N. Marion Morton Grove, IL 60053-1258 (847) 966-0998 [email protected]

Carburetors Jon Hardgrove 204 East 15th Eldon, MO 65026-2524 (573) 392-7378 (8-5CST)

www.thecarburetorshop.com

VENDOR DISCOUNT PROGRAM Participating Companies

A&M Soff Seal 800-426-0902

The Paddock, Inc. 800-428-4319

Performance Years GTOs 800-542-7278

Warpath Restoration Parts 440-845-4612

Year One, Inc. 800-950-9503

The Legend

Tech info

Magazine subscription: USA $30 per year, Canada $33 US funds, all others $40 US funds. Send subscription request to GTOAA, PO Box 455, Timnath, CO 80547-0455. Visa & MasterCard accepted, add $2.00. Send card number, expiration date, and signature. Missing newsletters or change of address: direct correspondence to Beth Butcher, PO Box 213, Timnath, CO 80547. Include membership number. Copyright 2006. Chapter publications may reprint articles with appropriate credit. GTO Association of America, Inc. is a limited liability, non-profit Colorado Corporation, tax exempt under Internal Revenue code section 501(c)(7). The Legend is published monthly for $30 per year USA (Canada $33, foreign $40) by the GTO Association of America, PO Box 213, 4324 Dixon Street, Timnath, CO 80547. Second class postage paid at Timnath, CO 80547, USPS # 013-191. POSTMASTER send address changes to The Legend, GTOAA, PO Box 213, Timnath, CO 80547.

GTOAA TECH ADVISORY STAFF online: visit www.gtoaa.org, click on "Tech Advisors"- links to PY Forums

1 November 2006

IN THIS ISSUE Volume 24 Number 11

November 2006

1 Officer & Staff Info 2 First Gear Tom Szymczyk 3 From The Prez’s Pen Bob Alexander 4 Something Different John Sawruk 5 New Additions Curtis Knauss 6 Cover Car Feature Mark Grimmenga 10 Electrical Woes & GTOs Larry Metzger

13 Northeast Regionals Harold Murray

16 Club Store 19 Little GTOs Tim Sickle

20 ’05 Production Figures Jon Schwenn 22 Today’s Fuels Gary Major 24 Chapter Survey Info John Johnson 25 Chapter Directory 26 Ad Policy 27 Classified Ads

The Customary Last Paragraph

Classified Information Every once in while I get an e-mail

or a phone call from a member who sent in a “wanted” ad or a “for sale” item which did not end up in the magazine. Of course, they want to know what hap-pened. Here are some situations and how to avoid ending up in them.

Lost e-mail: In today’s Internet world, we all have to deal with spam (the electronic kind – I actually like the edi-ble kind) that clogs up our inboxes. I have my spam filter set to allow in any-thing that has “member ad” or “GTO” or “GTOAA” or “Legend” in the subject line. But if you send in an ad that has nothing in the subject line, your message is likely to get kicked into the folder with the Viagra ads, the stock tips, the fake Pay Pal scams, etc. So make sure the subject line of your message has “mem-ber ad for The Legend” or “GTOAA member ad” in it.

Can’t read the fax: If you fax your ad, make sure you write big enough and legibly enough. Fax machines tend to make even the best handwritten text dif-ficult to interpret.

Can’t read the snail mail: please don’t put your ad on a torn off sheet of notepaper that you wrote on while riding over broken pavement at 75 mph. With sunglasses on. At night.

Left out your membership number: half the ads I receive are missing the per-son’s GTOAA number. With e-mails, I can message back and ask for it. With barely legible snail mail or faxes, I have to hope I can decipher the phone number and call. Many times I guess wrong and end up calling someone who has no idea what I’m talking about. Long distance.

So please keep those items in mind when sending your classified ads for The Legend. We don’t want to miss any of them!

Also, be aware of our deadlines. When you get your current issue, the next one is either already at the printer or on its way. If you send in your ad on November 5th, it isn’t going to get into the December issue. It will appear in January. Our publication schedule dic-tates when things have to happen in or-der to get the magazine out on time, and that means you will never be able to get into the “next month” after the issue in your hand.

We run ads for three months, which means if you want to renew your listing, you have to give us at least a month’s notice. The same goes for dropping a “for sale” ad if the item is gone.

Lastly, please remember that you get 100 words for free (not 237) or 50 words and a photo (for cars for sale). Note that we can only accept digital pho-tos via e-mail, not actual prints, and cer-tainly not faxes of photos. (Yes, people actually try that. It isn’t good.)

And that’s that. Monty Python fans can stop singing the “Spam Song” now.

A Rerun From Last Month

Please take note of the Roster Issue reminders on pages 23 and 32. We don’t want you to be left out of the January roster, so please make sure your Novem-ber or December renewals reach Beth Butcher by November 15. Counting this one, that’s three reminders in this month’s issue, plus three last month.

A Rerun From Most Any Month

Your thoughts, suggestions, com-plaints, comments, letters, and ideas are always welcome. My phone number is (856) 439-0314 and my e-mail address is [email protected]. Feel free to call anytime up to midnight Eastern Time. Operators are standing by.

The Legend 2 November 2006

In last month’s Legend, I summa-rized the highlights from the annual meeting of The Board of Directors. Obviously, this meeting is one of the most important yearly events for our organization. Another critical annual event that you may or may not be aware of is the Council of Presidents Meeting. This occurs every year at the Meet as well and is a 60-90 minute gathering for chapter representatives (not just Presi-dents) to communicate directly with the GTOAA Board of Directors and key staff members such as myself, the Leg-end Editor, the Chapter Coordinator and the Meet Coordinator. This year, ap-proximately twenty chapters were repre-sented and several key issues were dis-cussed. With that in mind, I want to re-cap some of the highlights from the Council of Presidents Meeting.

Based on the feedback we received at this year’s meeting, the insurance coverage facilitated by the GTOAA is one of the major benefits of membership and among the main reasons that chap-ters strive to meet the GTOAA affiliation requirements. I’m glad to hear that the insurance coverage is a highly coveted benefit and is being used.

As of mid-September, GTOAA chapters worked with our insurance company to cover over 50 events at no cost. As a result of the cost of coverage and the feedback we received on J.C. Taylor, we will continue to utilize their services for calendar year 2007. Please remember, next year affiliation require-ments for chapters chartered before the year 2000 will increase to 40%, meaning that at least 40% of a chapter’s members must be members of the GTOAA. Those chapters chartered in 2000 and later are already at 100%.

Another topic discussed at the Council of Presidents Meeting this year was the annual member roster published

in The Legend. Most seemed to like the roster issue since it is a great resource for keeping in touch with distant friends that may only be seen at the Meet every year or every few years. It also helps deter-mine the location of other enthusiasts in one’s local area and it provides a refer-ence for contacting potential recruits for the chapters.

This year, one change was recom-mended to the roster issue, the addition of each person’s member number. Most of those at the meeting felt that this was a good idea and would help chapter officers to determine which of their members belonged to the national or-ganization. We will investigate this idea and if our personal record format can be modified without increasing the size of each person’s file on the printed page of The Legend, then we will incorporate this change in the next roster issue.

We also talked about the organiza-tion’s informational brochure and the criteria for the Tom Foster Award. The GTOAA informational brochure has served its purpose well for several years. However, it’s time to update it with new

information and photos. Thanks to the Connecticut GTO Club and several members who sent photos, our organiza-tion will have a new informational bro-chure within the next few months. This will reap numerous benefits for our or-ganization and highlight the fact that the 2004-2006 GTOs and their owners and enthusiasts are fully integrated into the Association and are a key part of our organization.

Regarding the Tom Foster Award (given to a person who unsel-fishly dedicates their time and energy to the hobby), all agreed that the GTOAA chapters should play an integral role in the selection of the winner each year.

Regarding the Tom Foster Award (given to a person who unselfishly dedi-cates their time and energy to the hobby), all agreed that the GTOAA chapters should play an integral role in the selection of the winner each year. Therefore, beginning next year, John Johnson, our Chapter Coordinator will work with the chapters for the nomina-tions for the Tom Foster Award.

Hopefully, I provided you with a ba-sic idea of the purpose of the critical Council of President Meeting and a good overview of the topics we discussed this year. I strongly encourage each GTOAA chapter to send a representative to this meeting at each annual Meet. There is not a better forum for communicating your issues!

I will finish up this month with some sad news: the passing of Jaime Garcia from the GTO Club of Oregon. He died while white river rafting in Washington State on August 19th. He somehow fell off the raft and hit his head and apparently drowned. We met the family for the first time while at this year’s Tiger Run. What a loving and caring family with old school values. The phrase "mi casa es su casa" reso-nates off this family. Jaime was a young 55 with his best years ahead; unfortu-nately he was taken early and will be truly missed.


John M. Sawruk, P.E., GM Pontiac Historian

I was approached at the GTOAA and POCI National and Regional Conventions by OHC 6 owners with a variety of questions. (Some of this info has V8 applicability as well)

Oil consumption was one issue. First of all, it appears that 10W30 oil is the preferred viscosity for a pro-duction OHC 6 engine. Remember that GM does not currently recom-mend 10W40. Unfortunately, the OHC 6 has some high stress points (just like the V8s) and I understand that the latest oil, rated SM, has es-sentially eliminated the extreme pres-sure additive.

I have been able to still find SL rated oil on store shelves; I even found some still rated SF (SA and SB are not appropriate). I also had SG in my garage. STP is advertising that their oil additive still contains an appropriate chemical, so use of some (they suggest a ratio) may be helpful. Based on my production old Pontiac V8 information, I suspect synthetic oil should not be used in the produc-tion OHC 6.

Another issue is the PCV system. The specified AC PCV valve, which I believe is CV735C, has not been available since at least 1997. I have seen quite a few OHC Sixes with Chevy or aftermarket PCV valves. Every case I have seen has resulted in substantial oil pullover from the engine to the air cleaner. The cur-rently suggested AC valve for the engine does not even have the threaded end fitting on it.

All these valves are calibrated, with a flow curve. They contain a spring and a specific weighted shaped pintle (plunger). Use of the

wrong valve can also result in what is thought to be carb problems. Peo-ple are also not aware that flow in the PCV system can be in either direc-tion, depending on the engine operat-ing conditions.

My suggestion: take used, cor-rect valves, clean them from both ends with spray carb cleaner. After-wards, confirm that the internal parts move and the spring pushes back.

Also, the PCV hose(s) should probably be replaced, as they can sludge up and/or collapse, restricting flow. If equipped with the small, bowtie-like PCV filter inside the air

should probably work on today’s premium unleaded fuel (regarding octane). Four-barrel high compres-sion OHC sixes will need more. First should be an octane booster. I do not count on any more than one octane number from these, despite any claims.

GM does not recommend the use of any fuel additive with methanol or MMT, as used in some octane boost-ers. I use the ones that say, “contains petroleum distillates.” The original premium fuel engines will then also require some higher yet octane automotive fuel to be blended with the premium pump fuel to achieve the appropriate original octane level.

Retarding the spark to try to lower the octane requirement may result in higher engine temperatures and loss of performance and fuel economy. Higher engine tempera-tures may also cause component du-rability issues. This engine has the same concerns with ethanol in the fuel as the V8 does. I am not able to comment at this time on the effect on the exhaust valves due to lack of lead

Gm aosI“d

The Legend

M does not recom-end the use of any fuel

dditive with methanol r MMT, as used in ome octane boosters. use the ones that say, contains petroleum istillates.”

cleaner, it should be replaced. I be-lieve the OHC 6 uses the AC FB59, same as the V8. Some OHC 6s have the breather style oil cap; it should be cleaned and re-oiled (consult the ser-vice instructions for your year for specifics). Confirm that the hose and valve connecting passages in the en-gine are open and clean – correct as necessary. The main engine air filter must also be clean for the system to work properly.

One-barrel, original regular fuel, “low” compression OHC sixes

in the OHC 6. I hope this helps the OHC 6

owners to keep them running. This was a great engine design, overshad-owed by the V8 performance, cou-pled with cheap gasoline. When the first oil crisis hit, we wished we had it back! We might even have made a 4-cylinder version! In some ways, the Family II turbo and non-turbo Pontiac engines used in some Sun-birds and Grand Ams (and other GM cars) bear some relation to the OHC 6 heritage.

4 November 2006

Now available from Ames Performance are 1969 to 1970 Ram Air heat diaphragms that open the air inlet ducts in the Ram Air set up. Sold as a set, the diaphragms come complete with retainer brackets and the correct rivets. Retainer brackets do not have the script like the originals did. Interestingly, they are identical to the 1969 to 1972 Dual Snorkel air cleaner heat diaphragms that open the air inlet ducts for the snorkel assembly. The Ram Air actuators are part number N174RF and they sell for $59 per pair. The Dual Snorkel actuators have a different part number, N175WH, and they also sell for $59 per pair. Call Ames at 800-421-2637 or reach them online at www.amesperf.com.

The Legend

Pypes Exhaust has upgraded their exhaust systems, mufflers and hangers to 409 grade stainless materials. This is the same grade of stainless used by Magnaflow. Even better, the up-graded system was not accompanied by a price increase. Pypesalso tells me that it is replacing its high end ceramic coated sys-tems with new polished T304 stainless systems sometime early in 2007 in response to the demand for a high end stainless sys-tem. Retail pricing has not yet been finalized but they foresee a 2.5" header back system in the $699 price range. The systems will be available through Ames, Parts Place, Performance Years and Year One. You can reach Pypes at 800-421-3890 or online at [email protected]

Performance Years is now carry-ing reproduction trunk extensions for the 67 GTO. The part num-bers are RPR32L for the left and RPR32R for the right side. They are both available now for $39. PY also has 69-72 reproduction trunk lamp kits. The kit for the hardtops is RPT128, and the con-vertible is RPT128C. Both are now available for $69. Call them at 800-542-PART (7278) or online at www.performanceyears.com.

5 November 2006

I’ve always been a car guy, and as far back as I can remember have always had a thing for Pontiacs. Perform-ance has always been #1 to me and some of my earliest childhood memories involve sitting along the side of the road with my friends trying to pick out the coolest cars. The things we looked (and listened) for were dual ex-haust, mag or chrome reverse wheels, glass packs, and spe-cial fender emblems (421, 409, etc.). I had a paper route and paid special atten-tion to any home with a “cool” car in the driveway. One day I was fortunate to hear this guy start up his ‘62 Catalina with a very throaty exhaust note. It sported 421 emblems on the fender. He

backed out of his driveway and proceeded to smoke the tires for the better part of the block. I ran my bike into the curb and fell because I was watching him instead of where I was going. I knew that someday I wanted a car just like that!

During the summer of 1970, I had an experience that forever changed my per-ception of GTOs – especially The Judge. This was during the height of my cruising days. I was in college and home for the summer and out cruising with my buddy in his ‘65 SS396, which had a reputation for being one of the fastest cars in the area. Rumor had it that some guy in town just got a GTO Judge, thought he was hot

stuff, and was looking for some street action. We found him and set up a race in an unincorporated area be-tween Downers Grove and Naperville, IL. When the smoke cleared, the Judge had won by a good four car lengths. Yes, it was a Ram Air IV. Not only was the Judge bold and brash look-ing, but it really delivered performance-wise. From that day on, my new goal was to finish college, get a job, and buy a Judge.

While I was finishing college, the government was busy imposing new regula-tions on the auto industry and the insurance industry con-tinued its pressure against muscle cars. By the time I finished school, Pontiac was no longer making the Judge, the GTO was relegated to an option package on the LeMans, and all engines were low compression. I had exactly $3 to my name and no job. Ratchet forward a couple years and what seemed like a very bad thing at the time – called the Arab Oil Embargo – actually had a positive side. I was able to pick up a ‘69 GTO for $700. It was a great runner, but a

bit “rough” in appearance. Two years later my job situa-tion improved, the GTO was treated to new paint and I bought a Trans Am, which was the last year for the 455.

A few years later, I sold the GTO and Trans Am and got married. I shake my head as I write this because most of my friends went through the exact same stage

He backed out of his driveway and proceeded to smoke the tires for the better part of the block. I ran my bike into the curb and fell because I was watching him in-stead of where I was going. I knew that some-day I wanted a car just like that!


in their lives. Then, after a 20+ year interlude from muscle cars, my wife Nancy and I were at the Downers Grove cruise night and ran into a couple of really nice GTOs - Rick Last’s superb ’67 convertible and Bob Zeiger’s ‘70 “Judge Judy.” The GTO bug had bitten me again and we decided to start looking for a GTO. I am for-tunate to have a wife that re-alizes that the only cure for a GTO bite is to buy a GTO! The first challenge was de-ciding what year (or years) we were looking for and whether a hardtop or con-vertible. Not an easy choice. The 1966-67 body style was always my favorite, but so was the ’69 Judge. Since I really wanted both, I decided to look for a Judge first be-cause of its scarcity.

After a couple of near miss opportunities, I located a Judge in Mundelein, IL in June 2003 – a Carousel Red, Ram Air III, 4-speed. The owner had another prospec-tive buyer, who was flying in from Canada to see the car and I would have an oppor-tunity to see the car if he did not buy it. I nervously waited for the phone call – which came late in the after-noon. Apparently, they were

unable to agree on price so the car was still available. The Judge appeared to be and was advertised as a good restored driver car – which was exactly what I wanted. The guy in Mundelein had bought the car in Texas the year before and had “re-stored” it. I was extremely nervous and, in retrospect, should have had a person with GTO expertise with me to help inspect the car. There were areas of the Judge that I was not satisfied with, such as the door panels and trim pieces but figured I could easily upgrade those. Then my wife said those magical words, “If you really want

the car then let’s get it.” Shortly after buying The Judge I joined the GTOAA and Cruisin’ Tigers GTO club.

I thoroughly enjoyed driving the Judge and was overwhelmed by the experi-ence of driving a real muscle car again. After driving 4 and 6 cylinder cars I couldn’t believe the response of a

high-compression V8. Even with its flaws, the Judge re-ceived an honorable mention trophy at the 2003 Indian Uprising – an annual all Pontiac car show sponsored by the Cruisin’ Tigers. One week after the show, the Judge broke a rocker arm (fortunately I was less than a mile from home) and two weeks later the transmission refused to go into first gear. The Judge was obviously sending me a message. After a new clutch and transmis-sion, I was back in business.

At the end of the 2003 season, I took the Judge in for some restoration work at Best of Show in Naperville, IL, which is owned by fellow Cruisin’ Tigers Jim Martino and Rick Last. My objective was to replace the trim pieces, door panels, repaint

the hood, and make various other minor improvements. Due to the overall paint qual-ity and paint match issues, Jim suggested that it may make sense to repaint the en-tire car. I agreed. Not realiz-ing it at the time, I had just signed up for a course in Automotive Archeology. Jim Martino could not have been more correct when he told me that you can not tell what is wrong with the car until you strip the paint off. Paint and bondo cover a mul-titude of sins. I still remem-ber getting a call at work from Jim saying, “Mark, you have come to the shop and see the car. It’s a bondo queen!” Just getting the bondo removed so the body could be taken to the blaster was a major project.

The metal damage consisted of a crushed rocker panel and cowl on the driver’s side, dent puller holes, dents and numerous ripples on both quar-ters, crudely welded patch panels and even a pop-riveted patch. Bondo had truly hidden a multitude of sins!

Once the body came back from the blaster we saw the true condition of the sheet metal and how the car had been previously “re-stored.” The metal damage consisted of a crushed rocker panel and cowl on the driver’s side, dent puller holes, dents and numerous ripples on both quarters, crudely welded patch panels and even a pop-riveted patch. Bondo had truly hidden a multitude of sins! At this point, the minor improve-ments turned into a full frame-off restoration.

The restoration took 16 months and during that time I learned more about the Judge than I ever thought possible.


Over the years, many parts had been replaced with aftermarket or later date, non-correct components. I took an active role in search-ing for needed parts and learned how difficult it is to find certain ones. As an ex-ample, after three new repro-duction headlight switches all leaked vacuum, I had to search for a real Delco switch. It took time, but I did find an NOS Delco switch. The metal frame-work behind the back seat had been cut out in order to gain access to the trunk without getting out of the car. Was the car used to smuggle drugs at some time during its past? One can only speculate because at-tempts to contact the prior owners in Texas have been unsuccessful.

To completely repair hidden damage from previ-ous accidents, I bought a front clip for the firewall and cowl, NOS GM quarters on both sides, and the metal framework behind the rear seat. The original dash and console were sent to Dashboard Restorations in Washington. The dash bezel plastic rechroming was done by C.V. Vacuum Platers in Canada. Advance Plating in Nashville restored the tail light bezels and grill chrome. The tail light bezels came back beautifully rechromed but were restored too well and were heavy with copper.

Jim had to work his magic to make them fit. Best of Show did a superb job on the metal work and paint. Essentially, everything from the tail light bezels to the front grill

chrome had to be refurbished or replaced. Fortunately, be-ing a Texas car, the frame was in excellent condition and free from rust or pitting.

Finding so many “chal-lenges” in the rest of the car, Jim recommended taking the supposedly rebuilt engine to Ron Rocchi for a thorough evaluation. Good thing we did because the rods had been put in backwards (yes, they will go in that way), the

ring gap was incorrect, the main seals were improperly installed, the oil pump shaft had to be replaced, incorrect bolts were used throughout, and the water pump looked

like it went down with the Titanic (those were Ron Roc-chi’s words). Just to be safe we had the rods resized and reinstalled with ARP bolts. I also had Ron install a 744 cam, which was correct for early Ram Air III, 4-speed cars. My final engine chal-lenge was replacing the HEI distributor with the correct 1111952 distributor and find-ing a correct 7028273 Quad-rajet. That was fun!

The Judge came out of restoration in May 2005 and was displayed for the first time at the 2005 GTOAA Nationals in St. Louis. The car earned Concours Gold and countless compliments. Nancy and I enjoy taking the Judge to several local area cruise nights. The Judge was one of five cars chosen as Best of Show at the 2005 In-dian Uprising all Pontiac show and most recently was picked as “Best Car on the Street” at the local cruise night in Downers Grove, IL. The show quality bright or-ange paint (I mean Carousel Red) really stands out and is an attention getter. That was exactly what Pontiac in-tended for The Judge. When taking my Judge in for restora-

tion, I recall saying that I never wanted it to be so nice that I would be afraid to drive it. However, that is what happened. As a result, I wanted a similar performing muscle car that I could actually drive and enjoy.

My only disappointment was that the Judge turned out much nicer than I ever wanted it to be. When taking it in for restoration, I recall saying that I never wanted it to be so nice that I would be afraid to drive it. However, that is what happened. As a result, I wanted a similar per-forming muscle car that I could actually drive and en-joy.

Like most other classic GTO owners, I was not ini-tially impressed by the new GTO first offered in 2004. However, the increase to 400 horsepower, the addition of hood scoops and “real” split dual exhausts for the 2005 model got me seriously thinking about it.


Shortly after Pontiac announced that they would discontinue the GTO after 2006, I test drove one.

Without exception this is the most impressive car I have ever driven. Other than lacking a nostalgic appear-ance, the new GTO benefits from quantum leaps in tech-nology compared to the clas-sic GTO. Compared to my Judge, it’s faster, more agile, quieter, smoother, and burns one-half the fuel. As I said in the beginning, to me it’s all about the performance. I looked at what else was available in the same price range that gave the same level of performance. The LS2 GTO is faster than a Mustang and in my opinion the GM powertrain is supe-rior to Ford. Unlike the Chrysler alterna-tive, the GTO is a 2-door. Also, it is nice to drive a muscle car that’s covered by a bumper-to-bumper warranty. Nancy also really likes the ’06 and after driving it for the first time told me it was a good thing she didn’t test drive it or we would have to buy two of them. That is a very strong statement from someone who typically does not get excited about cars. I find it sad that a car this good didn’t catch on.

I have given a lot of thought into what a GTO is, because it can be many things to different people. To me that versatility is part of the timeless appeal of the GTO. In ’69, one could or-der a GTO in every configu-ration from a Ram Air IV, 4-speed with manual steering to a 2-barrel, automatic, A/C, with a highway cruising gear – and they are all GTOs. We don’t talk about it today, but I clearly remember the re-sponse when the ’74 GTO was released on the X-body

with a 350. Given this wide disparity, I can see where, over time, the ’04 – ’06 may be accepted into the GTO equation just as the ‘74 was. Time will tell.

When I drive the Judge people acknowledge by waiving, honking their horns, giving a “thumbs up” out their window, and yelling, “cool car.” In comparison, when driving the ’06 most people have no idea what it is and there is rarely a reac-tion – except from the occa-sional Mustang who wants to “have a go.” Actually, some-times it is nice to be in a “stealth” mode because you can surprise the hell out of someone when you put your right foot down.

I am a living example of an obsessed GTO car guy who has found a place for both the classic and new GTO. They are totally dif-ferent cars designed in dif-

ferent eras – but I enjoy them both. The Judge is for show and the ’06 is for go.

Going forward, I will continue to upgrade aspects

of the Judge wherever possible. Anyone

who has gone through a frame off restoration with their car understands the

bond that is cre-ated. I can’t

imagine ever parting with the Judge. As for

the future, I still dream of someday owning a 1966-67 ragtop.

One of the most appre-ciated complements anyone can give Mark today is to tell him his Judge “looks every bit as good as it did the day

Best of Show Restorations delivered it to him.” Keep-ing a body-off-frame restored vehicle “standing tall” 100% of the time is not easy. Only passion for the car, and the task, will get the job done; Mark has plenty of both!

The Legend 9

Do you have a GTO storyto tell? Would you likeyour GTO featured inThe Legend? For detailsof how to proceed pleasecontact: Jim Stern / Feature Editor 3820 Ohio Ave. / Unit #5 St. Charles, IL 60174 Phone: (630) 258-2615 [email protected]

November 2006

Chapter Newsletter Highlights articles selected by John Johnson

Electrical Woes and GTOs by Larry Metzger, reprinted from Get The Original, monthly newsletter of the Delaware Valley Old Goat Club

Automotive electrical systems from the ‘60s and ‘70s era are quite different when compared to modern day design. An Automotive Technician (used to be called a mechanic) today has the ability to connect “electronic tools” to a vehicle, and its on board diagnostics will com-municate what’s wrong. Computer tech-nology also does the thinking for them by telling how to make repairs, and links vital information associated with the problem such as manufacturer recalls and technical service bulletins.

Back in the day, the professional or shade tree mechanics were armed with little more than a Chilton’s manual and experience to troubleshoot and repair electrical problems. Hopefully this arti-cle will provide the information neces-sary to understand some basic problems encountered on our beloved classics. Basic Electrical Elements The main elements of your car’s electri-cal system consist of the following: A power source known as a battery. A charging system to maintain a

charge on the battery and supplement power requirements. These are known as the alternator and voltage regulator. A method to move the power from

the battery to the device in need. The individual wires assembled in your wiring harnesses provide this task. A safety device to prevent damage to

the electrical system, such as a fuse. A load or device such as a light bulb,

motor, or gauge. A switch that is necessary for some

electrical devices to enable or disable operation. A return path commonly known as a

ground. Basic Tools These are common devices available at automotive stores, hardware stores, or the Internet. Volt/Ohm Meter (aka: Multimeter) Continuity Tester (not needed if you

have a volt meter)

Test leads made up of a short length (a foot or so) of alligator clips. Cleaning agent such as contact

cleaner. This product is available in a spray can, fine grit emery paper, and clean rags. Wiring diagram for the model and

year of your car. Common sense. (I’ll explain later)

Basic Knowledge & Troubleshooting

So far the basic elements of an elec-trical system have been identified. Let’s put these items together and hopefully make some sense out of everything. The battery is our primary source of power to initiate the starting process of the vehi-cle. The positive (+) battery cable is a direct link from the battery’s positive post to the starter solenoid. In order to start a vehicle and enable it to run, the following needs to be established. • Ignition key turned on. • Power to the solenoid when ignition

turned to “Start.” • Power to the ignition system is pre-

sent to generate “Spark” to each cyl-inder.

When the key is turned to the start

position, the following devices should do this: The starter’s solenoid receives power from the ignition key circuit and engages the starter gear to the flywheel, while simultaneously providing power to the starter motor which spins and starts the engine. The other key circuit during this process is power to the ignition sys-tem that becomes active once the key is in the “ON” position. A multimeter will read the presence of voltage at the end of the battery cable at all times, even if the key is out of the ignition.

Voltage should be present only when the key is turned to “START” on the copper tab between the solenoid and the starter and the thin wire from the harness that’s connected to the ignition switch. At this point you may be think-ing this is too much information, but really it’s not. Armed with the informa-

tion so far, we can determine the next steps in the event of a no-start situation.

If nothing happens when the key is turned, look to see if your dome light (if known working) is on when the door is opened. No light or a dim one probably means a dead battery. A quick check on the “DC VOLTS” section of your mul-timeter or connection of your test lamp between the posts of your battery should determine the battery condition.

A click is heard, but the starter doesn’t turn the engine. Based on the in-formation above this should indicate the following: power is provided to the sole-noid because of the click generated from under the hood, and the ignition circuit shouldn’t be a factor since the failure appears to be starter related. Trouble-shooting this condition includes check-ing for poor/corroded connections at both ends of both battery cables or a dead cell or battery not able to generate the current needs of the starter. Clean and tighten any suspected connections using a contact cleaner or emery cloth on battery posts or cable ends. A wire brush or post cleaning tool will also work. If the no start condition remains, a bad starter and/or solenoid is a reason-able assumption.

Once removed, the unit can be benched tested by someone with the know-how. Some auto parts stores can do this usually at no charge, or take it to a business that rebuilds starters and al-ternators. The professional rebuilder might not be the cheapest, but if you’re a purist or have all original parts on your car this will be the best choice. If you find yourself in a jam, continue to at-tempt to start the car. Sometimes what happens is the starter motor develops a dead spot which is the cause of the click but no start. Every once in a while you get lucky and a starter will move just enough so the next attempt the starter works properly. If all else fails and you’re not in a place that allows the starter to be removed, hit it with a ham-mer (I’m not kidding). A rubber mallet is preferred, but use what you have and

The Legend November 2006 10

Chapter Newsletter Highlights articles selected by John Johnson good luck. If you’re lucky, don’t press that luck and address the problem ASAP. It will happen again.

Does everyone know what a circuit is? The word “circuit” was used above and is a common term used in electron-ics and racing. Who watches NASCAR on television and can recall an announcer making reference to the number of cir-cuits completed?

A definition of a circuit could be best described as a completed path or trip from start to finish. The numbers of circuits in a race would be the number of laps successfully completed. The term relates to automotive electrical systems as a path that allows an electrical current to flow from the start (battery) through the wiring, passing through a fuse lo-cated in the fuse block, proceeding back into a wire and delivered to the device that requires the voltage and current to allow it to operate. The circuit is not complete until a path is provided back to the battery.

In order to satisfy the requirement and to simplify the electrical design, the metal portions of the body and frame be-come the path back to the battery. 99% of the vehicles used in this country are designed as or referred to as “negative ground.” The heavy-duty battery cable connected to our cars goes from the negative (-) post of the battery and is at-tached directly to the engine. In order to establish a good path between the en-gine, the frame, and body, GM cars came equipped with copper straps that connect the engine to the frame and body. Hope-fully these copper straps are still in place. An electrical system might be able to establish a ground connection from things like the speedometer cable connected between the dash and trans-mission. I strongly advise you to check for proper connections and verify these devices if you’re experiencing any elec-trical problems.

My ‘68 and ’69 GTOs have a strap connected from the back of the cylinder head to the firewall and another from the passenger side frame rail in the vicinity of the radiator to the inner fender well. After the power is delivered, a connec-tion to ground is essential.

At this point I need to talk about electrical voltage and current. I have come up with a way of explaining this to

you that won’t put you to sleep. In fact it is so good that if you remember any-thing about this article, this will be it. OK, here it goes! In a Direct Current or “DC” circuit, electrons travel at a speed which is just like a voltage. Current is the number of electrons that travel through a circuit at a particular time and point.

To a car guy, an electron is a car and the voltage is speed the car is traveling. You car’s wiring system is the roads the electrons travel on. Are you with me so far? The size of a wire is determined during the design of a circuit.

An interstate highway is a wide multilane road designed to handle large amounts of traffic, just like the battery cables in you car. A wire connected to a dome light has a very small current need, and is like a road designed for a neighborhood or housing development.

The speed or voltage requirement is the same in relation to all the needs of our cars with one exception, the ignition system. Ever come in contact with a spark plug wire and ground? Those that have know what I’m talking about. In order to provide the spark for a spark plug, the voltage needs to be thousands of volts. This is accomplished by the “coil” which is basically a transformer (no, I won’t go into detail or have a cute story on how a coil works) that steps the 12 volts provided from the car’s electri-cal system to tens of thousands of volts needed to jump the gap of a spark plug and provide a spark thousands of times per minute. The voltage is “amplified” but on the other hand the current is ex-tremely low. This is why we remember the effect of an encounter with the output of a coil and live to tell about it.

But Larry, how does this relate to what you told us about the cars and roads in relation to current and voltage? I’m glad you asked. Think of the electrons as two nitro burning 5,500+ horsepower funny cars on a quarter mile drag strip. The road is small, the speed is fast, and the guardrails are extra heavy duty to keep you safe. Just like an ignition wire that has a small conductor (road), extra heavy-duty insulation (guard rails) to keep you from getting zapped, and de-livers very high voltage (speed).

The last elements we need to cover are switches, charging circuits, and

fuses. Switches are common devices used in automotive applications that do nothing more than to break or provide a path to complete a circuit.

We discussed the battery earlier and determined it as the source of power for our vehicles. Since that power can be consumed, it must be replenished. The charging circuit is made up of the alter-nator which is a device powered by a drive belt and pulleys on the front of the crankshaft. The alternator turns and generates an AC current. All cars re-quire DC to operate, so the alternator in-corporates a rectifier stage that converts AC to DC. A properly operating assem-bly should provide approximately 13.8 volts. The current rating will vary de-pending on design. Cars with more ac-cessories like air conditioning, power seats, and convertible top should have a higher current alternator.

A voltage regulator is necessary to keep the alternator operating at a voltage within tolerance of the system design and keep the battery from being over-charged. While the vehicle is running, the charging circuit will provide power for the vehicle and keep the battery at proper levels.

Last but not least is the importance of the fuse. A fuse is designed as a weak link to the electrical circuit. In the event of a short circuit (power goes to ground before reaching the load) the fuse will “blow” or open and sacrifices itself to save the wiring and prevent further dam-age or fire. The value of a fuse is deter-mined by the sum of the current draw by all loads in the circuit and is typically double that requirement. So a fuse de-signed for a circuit that draws roughly 5 amps will have a value of 10 amps. A fuse rated for 10 amps should burn open once the current rises above rating. If a circuit shorts, the current will exceed the capability of the wire and burn if not fuse protected. This would be like the number cars traveling on an interstate trying to use the road through your de-velopment at the same rate. It can’t han-dle the capacity.

All fuses in older GM cars are lo-cated in the fuse block just behind the emergency brake pedal. Some accesso-ries have inline fuses somewhere be-tween the power source and accessory that it powers. Many aftermarket appli-


Chapter Newsletter Highlights articles selected by John Johnson cations use in line fuses also. The gen-eral rule of thumb is to locate the fuse as close to the power source as possible to give the most protection. Most GTOs used the same style fuse. These are commonly glass with metal caps and a visible fusible link inside. I’ve encoun-tered some that are paper instead of glass and are white instead of clear. The only way to determine if these are good is with a continuity tester when removed or a voltmeter or test light when installed in the fuse block.

I think I’ve covered most of the ba-sics and hope you’ve continued to read up to this point. There are many com-mon problems that happen with automo-bile electrical systems in the neighbor-hood of 40 years old.

Over the years prior owners may have left you surprises in the way of botched repairs that are causing prob-lems today. Solderless crimp style con-nectors are not the best method for per-manent trouble free solutions. Any repairs should be done with quality con-nectors, a soldering iron (no torches) and solder for electrical applications. (NO PLUMBERS SOLDER! It contains an acid core flux compound for plumbing.)

Soldering requires some expertise but can be mastered pretty easily. The concept is to tin the tip of a hot soldering pencil and make contact with the area to be soldered. This provides a good heat transfer and when done properly the sol-der will flow easily and evenly. Heat shrink is a necessity for a professional looking result and is the proper way to protect a splice, especially underhood repairs. Electrical tape is not a good substitute and looks bad. Always re-member to slip the heat shrink on the wire before completing the splice or you may have to start over.

Find yourself an original wiring dia-gram. These are easy to find for be-tween $5 and $10 on eBay. Search the web and you will probably find one for free or check some of the GTO or Pontiac discussion websites. Sit and read the information before you get in-volved. Make notes about things related to your problem and identify which har-ness and color the wires are related to your problem. The diagram will save you time, effort, and is well worth the cost.

Here are some common problems: Bad Grounds and More Bad Grounds!

Most commonly encountered prob-lems experienced with cars from this era. This problem can make people go crazy. These can be intermittent, difficult to lo-cate, but easy to fix once identified. Remember, a circuit needs a complete path back to the battery to operate. A defective connection between the load and frame or body connection should be investigated when a fuse checks good, but the device will not operate. Parking lights and tail lamps are the most vulner-able to these issues due to more exposure to the elements. Make sure the item you are testing is on and use a test lamp be-tween the incoming power wires and a known good ground. If the lamp lights, the power requirement is there.

Determine how the device seeks ground and repair any possible faults. A word of caution when checking lamp sockets. When making contact with the conductor in the bottom of a socket, don’t touch the test lead against the outer portion. A short will result and a blown fuse may occur. Insulate the test lead with electrical tape or heat shrink where contact can be made. Contact cleaner, emery cloth and clean rags are suggested on any potential problem areas.

Another common ground problem can make your dash instruments do crazy things. If you use a turn signal, and the dash lights that illuminate the instrumen-tation at night blink, suspect a bad ground.

Another thing I’ve encountered is the signal indicators will light when some other circuit is enabled. What happens here is a circuit uses another path to provide ground. Determine if grounding is an issue with dash instru-ments by providing a ground between a known good ground point and the metal case of the dash cluster or printed circuit located on the back. If the problem goes away, find the fault or install a perma-nent new ground. Finding the cause may be impractical. The test lead with alliga-tor clip can be used for troubleshooting, but isn’t for a long-term solution. Re-member to check the ground straps dis-cussed earlier.

Water Migration and Heat Old wiring may fail after years from

heat and being under the hood. Insula-tion will become brittle, especially the engine harnesses. This is a good place to find past bad repairs and broken insula-tion. A short will cause a blown fuse and a break will cause something not to work. Many cars experienced water mi-gration sometime in the past. Most were originally daily drivers and not the pam-pered classics they are today. Back in the late ‘70s my ‘67 convertible would develop a puddle on the rear carpet after a good rain. Wiring exists on the driver’s side and water migration will turn copper wire green and cause it to fail. Anything related to the back of the car has wiring under the carpeting. If damage is extensive, consider replace-ment of the complete harness. I believe most wiring harnesses are available for GTOs.

Common Sense!

Over the years I’ve seen some pretty crazy things related to repairs. The most common are fuses replaced by bolts with the heads cut off or the classic chewing gum wrapper or aluminum foil covered blown fuse. If a fuse blows, a bigger one is not the answer. These are safety de-vices that are there to protect you and your car. Intermittent problems are common and can wear on your patience, but always use common sense. Remem-ber not to overlook the obvious and do things correctly. Replacement wire should be done using solder and heat shrink, not wire nuts and duct tape! Re-pair it to last another 40 years! Larry Metzger gains his experience not only as a car enthusiast, but as a busi-ness owner and Engineer for Nextel. He is currently employed by Sprint/Nextel Corporation and has eight years experi-ence in engineering doing project man-agement for highly visible projects asso-ciated with NASCAR and Public Safety Communications. Larry is one of four people working with Public Safety or-ganizations nationwide to provide stra-tegic planning and funding to relocate radio systems away from the cellular phone spectrum to eliminate interference with emergency communications.


Editor’s Note: 2006 was the year that every GTOAA Regional event, plus the Nationals, experienced some soggy weather. Tiger Run, Woodward, and Louisville all had their share of raindrops. The Eastern Regionals were no different, but just like the other events, the GTO faithful came out and enjoyed themselves anyway.

For most of us, as the summer months wind down toward fall, and the daylight hours become increasingly short, activities involving our beloved Pontiacs start to dwindle. Here in the Northeast, the change in climate is inevitable, but there is one difference. The last weekend in August is very special for us, as it plays host to the annual GTOAA Northeast Regional Meet.

Hosted by the Garden State GTOs and held August 25 – 27, the 17th consecutive year for this event was quite special in many ways. This was the first year for our new host facility, The Parsippany Hilton Hotel. Located just across the highway from last year’s venue, The Hilton proved to be just what Hiltons are, the best of the best. A much larger parking lot provided ample room for all cars and classes.

Unfortunately, we didn’t have the opportunity to realize its full potential, as the weather that weekend was less than desired. Friday was littered with intermittent showers, but that didn’t hamper the die-hard show regulars that show up for their two-day stint. By Friday night, the rain had abated, and those in attendance were once again treated to a marvelous parking lot

performance from a great local oldies band called The Symphonics. The band played throughout the early evening under a large gazebo located in a tree-lined grove adjacent to our cars. People gathered to enjoy the music and free food provided by Garden State GTO members Frank and Jackie Olandesi.

Saturday was show day and the rain held off for us throughout the show, which resulted in 135 show cars despite the gloomy skies. Mr. Jim Wangers was on hand to greet the show-goers and mingle with the crowd. Steven Miller provided music all day long and many door prizes were handed out. This is a full featured show which includes both a large Popular Vote Show consisting of sixteen classes with first, second, and

Still going strong at 80 yearsyoung, Jim Wangers delivered astandout presentation at theawards banquet.

Wet roads did not deter the 2004-2006 GTOs, which ended up being the largest class with 13 entries. Yes, one of those has a Monaro front clip!


third place trophies for each, as well as a judged Concours event, staffed by some of the most knowledgeable judges available. A delicious and reasonably priced lunch menu was provided right in the parking lot by the Hilton, much to the delight of hungry attendees.

Saturday night’s award banquet was in all respects the best we ever had. Jim Wangers 80th birthday was celebrated with a huge cake and over one hundred “Wangers face fans,” much to Jim’s surprise. The buffet style dinner was fabulous and everything went as smooth as could be imagined. A tricky tray auction provided some really nice prizes and a 50/50 raffle was held as well. For pictures of the awards ceremony as well as the show itself, go to our website www.garden-state-gtos.org and click on the 2006 Regionals tab.

I would like to thank all the members of Garden State GTOs who each year help organize and run this show. As club president, I am honored to have such a great group of people who make it look easy. Also, I would like to thank the other clubs attending this event, especially the Delaware Valley Old Goat Club, who in addition to their large turnout, helped tremendously with Concours judging and Popular Vote tabulation.

Clockwise from top: very cool ’64 GTO racer, '55 Safari wagon, ’77 Can Am, ’71 Judge convertible (?)

Overall, everyone seemed to like our new location and the Hilton has been reserved again for next year’s show which will be held on August 24 through August 26, 2007. If you have never been to this event, don’t miss it next year. Providing the weather is good, we expect almost 200 cars in attendance. Remember, this show is open to all classic Pontiacs, not just GTOs. Many thanks to all who were in attendance despite some rainy weather. To register for next year’s show, check our website in the early spring for printable registration forms and remember to register early to ensure banquet seating. Till then, have a safe and happy winter season.

Steve Kiellar’s 1965 GTO hardtop won Concours Best of Show honors.

Joe Guerra’s original unrestored ’66 GTO hardtop was President’s Choice.


CONCOURS RESULTS Gold Steve Kiellar, burgundy 65 convertible Silver Lee Karagianis, red 70 hardtop

Gold Frank Platt, blue 65 convertible Silver John Cotter, turquoise 66 coupe

Gold John Nicastro, white 66 hardtop Silver Alfred Minervino, blue 66 convertible

Gold Joe Guerra, black 66 hardtop Silver Matt Palmer, red 69 convertible

Gold Marc Komorsky, white 67 coupe Silver Vito Tocco, gold 70 hardtop

Gold Alan Foote, red 71 convertible Bronze Gary Trombino, black 67 hardtop

Bronze Joe Lounsberry, white 67 convertible

POPULAR VOTE . RESULTS CLASS 1st Place 2nd Place 3rd Place

Stock GTO 64 Steve Goscinsky, red conv Ralph Moyer, blue conv Mike Calvet, red conv

Stock GTO 65 Ed Jarusiewicz, burgundy conv John Pyne, blue conv Mike Williams, burgundy hardtop

Stock GTO 66 Tim Moore, turquoise conv Larry Wyker, green conv Jim Roberts, red hardtop

Stock GTO 67 Nick Massaro, plum mist conv Joe Portagallo, red hardtop Ed Burns, turquoise hardtop

Stock GTO 68 Tom Cook, red hardtop Charlie Miller, black Hardtop Don Simione, turquoise hardtop

Stock GTO 69 Chris Hanke, green conv Larry Metzger, silver hardtop

Stock GTO 70 Ed Korejko, silver hardtop Bob Molinary, red conv Rocco Scotellaro, gold conv

Stock GTO 71-74 Steve Laughlin, bronze 71 hardtop Ray Kelly, red 71 conv Robert Pantosh, green 72 hardtop

Stock Judge Joe & Ronnie Bartha, red hardtop Jeff Legutko, white 70 hardtop James Warrel, orange 70 hardtop

Modified GTO 64-67 Carl Kovach, 67 red hardtop Elwood Steele, 67 burgundy conv William Zisa, 67 blue hardtop

Modified GTO 68-74 Ed Saunders, 69 blue conv Harold Murray, 68 blue hardtop Stan Brzezynski, white 70 hardtop

In Progress GTO Paul Stransky, green 70 hardtop Bill Rickwood, blue 67 hardtop Al Stack, red 66 coupe

LeMans/Tempest 61-67 Dan Schulte, blue 66 conv Rory Temple, 66 hardtop Kelly Murray, 66 4-door sedan

LeMans/Tempest 68-74 Scott Morris, red 70 conv Mike Crocetti, green 70 hardtop Francis Teller, 68 hardtop

Firebird / Trans Am Robert Ferguson, 68 Firebird Jeff Wallace, black 76 Trans Am Robert Pilone, 70 Firebird

Other Pontiac Open Ken Makowski, 55 Safari wagon Gary Heicklen, 77 Can Am Lou Calisabetta, 60 Catalina conv

GTO 2004-2006 John Vilardi, silver 05 Monaro Kurt Bregamini, black 04 Linda Miterko, orange 06

SPECIAL AWARDS Winners’ Circle (Returning 2005 Class Winner) Bob Corazzini, red 68 GTO hardtop

Winners’ Circle (Returning 2005 Class Winner) Chuck Catalano, yellow 68 LeMans convertible

Long Distance Award (411 miles, New Hampshire) John Nicastro, white 66 Concours hardtop

GTOAA President’s Award Joe Guerra, unrestored black 66 hardtop

Best of Show Popular Vote Tom Szymczyk, red 72 LeMans convertible

Best of Show Concours Steve Kiellar, burgundy 65 hardtop


Timothy Sickle [email protected] GTOAA #9015

This column will focus on contact I had with a fellow modeler and GTO owner in Michigan, and his ‘quest.’

The aftermarket model car commu-nity is a small, tightly knit group of friends that have developed over a period of time. The Model Car Garage (2908 S.E. Bella Road, Port St. Lucie, Florida 34984, www.modelcargarage.com) spe-cializes in the production and sale of photoetched nickel script sets (1965- 1966 GTO set pictured) for many popu-

lar currently available scale model cars ranging from 1/24 up to and including 1/12 scale, including several GTOs (1964 through 1969). Items on this fret include but are not limited to grilles, 4-speed and automatic console lids, GTO scripts and crests, pedals, license plate frames, window cranks, steering wheel spokes, and even keys and key rings.

When modeler and former GTO owner Alan Twietmeyer from Michigan contacted Model Car Garage with ques-tions about how to replicate his wife’s 1964 Pontiac GTO (bought by her for only $650 in California in 1972), MCG proprietor Bob Korunow knew of my af-finity for all things GTO. Bob, a close personal friend of mine, has solicited my input on several items prior to their re-lease. Bob put Alan in touch with me, in hopes that I would be able to help him in his quest to build his ‘Little GTO.’

On the surface, that would seem to be a no-brainer, given Revell-Monogram’s excellent 1964 GTO. Alan’s problem stemmed from the fact that his wife’s car was a single four-barrel car with an automatic, rather than the Tri-Power 4-speed combo kitted by Revell-Monogram. After some thought,

we were able to source a two-speed automatic from a Revell Impala kit, a four-barrel manifold and carbure-tor from a Revell Chevelle kit, topped off with the air cleaner from the AMT/ERTL 1965 GTO. A bet-ter source for the four-barrel manifold and carburetor may well have been the new Revell 1968 Firebird kit, but Alan was worried about ‘scale mismatch’ (1/24 scale vs. 1/25 scale). Alan has an AMT 1962 409 Bel Air unit that he feels will be a better fit, after he has it chrome-plated. I know, I know – Chevy stuff has no place on a Pontiac. Look at it this way – these Chevy kits were parted out in the interest of building a better GTO!

The interior was a bit more of a challenge. The 4-speed console was al-tered to more closely approximate the automatic unit, and the pedals were modified for automatic use. A Model Car Garage 1965 GTO photoetch set provided the automatic console lid. With a bit of paint and some time with progressively finer grades of sandpaper, you can even read the shift quadrant on it. The shifter, shortened a bit, was sourced from the AMT/ERTL 1965 GTO convertible. For the steering wheel, Al had to put on his thinking cap. He finally chose a wheel from the AMT/ERTL 1962 Custom Catalina kit. He then cut the rounded horn ring off, turned it upside down, and bent a paper clip to match the unique shape of the GTO’s, and superglued it to the center

horn piece ends. Careful assembly, and a careful application of some Bare Metal foil, resulted in a very realistic replica.

As if to underscore Alan’s accom-plishment, Scale Auto magazine pub-lished a photo of his hard work in their June, 2004 issue. Good job, Alan! Even better than this though, is how pleased both Alan and his wife are with his rep-lica. Sadly, the real car was taken from Alan’s wife (Alan never even saw the car he was trying to replicate!) pre-maturely by an accident on, of all places, Woodward Avenue. Oh, the cruel irony of it all!

Alan relates that this was a fun pro-ject, and it moved along rapidly once he got wind of possible parts sources. Oh, and the Revell Chevy kit remnants? Why, they currently reside in my 1,000+ collection of kits, for some unspecified current and/or future project! It’s just like full scale – you can never have too many parts, whether they are full-size, or 1/25th scale!

As usual, if you run across some-thing that has not been covered in this column (diecast or plastic), I’d love to hear about it. Thanks to all of you out there who have responded with com-ments and Goat finds. Questions? Sug-gestions? You know where to reach me. As always, have fun buying, building, and/or collecting. In closing, remem-ber—the Great One STILL rules (in sev-eral scales!).


Courtesy of Jon Schwenn, 2004-2006 Tech Advisor Editor’s Note: we presented the 2004 GTO production figures in the May 2005 issue. 2006 statistics will follow in a future issue of The Legend. 2005 model year total production was11,069.

Interior Colors RPO Description Total Percent812 Black 7,990 72.18% 746 Blue 673 6.08% 756 Red 2,406 21.74% Total... 11,069 100.00%

Combination Total % of Combo % of Total

Phantom Black Metallic/Black/Auto - 17" Wheels 553 17.41% 5.00% Phantom Black Metallic/Black/Manual - 17" Wheels 1,077 33.91% 9.73% Phantom Black Metallic/Red/Auto - 17" Wheels 286 9.01% 2.58% Phantom Black Metallic/Red/Manual - 17" Wheels 645 20.31% 5.83% Phantom Black Metallic/Black/Auto - 18" Wheels 136 4.28% 1.23% Phantom Black Metallic/Black/Manual - 18" Wheels 287 9.04% 2.59% Phantom Black Metallic/Red/Auto - 18" Wheels 68 2.14% 0.61% Phantom Black Metallic/Red/Manual - 18" Wheels 124 3.90% 1.12%

Total... 3,176 100.00% 28.69% Combination Total % of Combo % of TotalTorrid Red/Black/Auto - 17" Wheels 400 18.36% 3.61% Torrid Red/Black/Manual - 17" Wheels 641 29.42% 5.79% Torrid Red/Red/Auto - 17" Wheels 472 21.66% 4.26% Torrid Red/Red/Manual - 17" Wheels 322 14.78% 2.91% Torrid Red/Black/Auto - 18" Wheels 76 3.49% 0.69% Torrid Red/Black/Manual - 18" Wheels 146 6.70% 1.32% Torrid Red/Red/Auto - 18" Wheels 51 2.34% 0.46% Torrid Red/Red/Manual - 18" Wheels 71 3.26% 0.64%

Total... 2,179 100.00% 19.69%

HoodRPO Description Total PercentBZJ Flat Hood 24 0.22% BQS Hood Scoops 11,045 99.78% Total... 11,069 100.00%

Transmission RPO Description Total PercentMN6 Manual T56 6,809 61.51% MXO Automatic 4L60E 4,260 38.49% Total... 11,069 100.00%

Wheel SizeRPO Description Total PercentPZ9 17" Wheels 9,262 83.68%N87 18" Wheels 1,807 16.32% Total... 11,069 100.00%

Exterior Colors RPO Description Total Percent12U Cyclone Gray 1,331 12.02% 13U Quicksilver Metallic 1,500 13.55% 24U Impulse Blue Metallic 999 9.03% 28U Midnight Blue 1,092 9.87% 59U Yellow Jacket 792 7.16% 62U Torrid Red 2,179 19.69% 80U Phantom Black Metallic 3,176 28.69% Total... 11,069 100.00%


Combination Total % of Combo % of TotalQuicksilver Metallic/Black/Auto - 17" Wheels 449 29.93% 4.06% Quicksilver Metallic/Black/Manual - 17" Wheels 516 34.40% 4.66% Quicksilver Metallic/Red/Auto - 17" Wheels 130 8.67% 1.17% Quicksilver Metallic/Red/Manual - 17" Wheels 181 12.07% 1.64% Quicksilver Metallic/Black/Auto - 18" Wheels 71 4.73% 0.64% Quicksilver Metallic/Black/Manual - 18" Wheels 97 6.47% 0.88% Quicksilver Metallic/Red/Auto - 18" Wheels 15 1.00% 0.14% Quicksilver Metallic/Red/Manual - 18" Wheels 41 2.73% 0.37%

Total... 1,500 100.00% 13.55% Combination Total % of Combo % of TotalYellow Jacket/Black/Auto - 17" Wheels 234 29.55% 2.11% Yellow Jacket/Black/Manual - 17" Wheels 447 56.44% 4.04% Yellow Jacket/Black/Auto - 18" Wheels 35 4.42% 0.32% Yellow Jacket/Black/Manual - 18" Wheels 76 9.60% 0.69%

Total... 792 100.00% 7.16% Combination Total % of Combo % of TotalImpulse Blue Metallic/Black/Auto - 17" Wheels 107 10.71% 0.97% Impulse Blue Metallic/Black/Manual - 17" Wheels 160 16.02% 1.45% Impulse Blue Metallic/Blue/Auto - 17" Wheels 228 22.82% 2.06% Impulse Blue Metallic/Blue/Manual - 17" Wheels 347 34.73% 3.13% Impulse Blue Metallic/Black/Auto - 18" Wheels 20 2.00% 0.18% Impulse Blue Metallic/Black/Manual - 18" Wheels 39 3.90% 0.35% Impulse Blue Metallic/Blue/Auto - 18" Wheels 41 4.10% 0.37% Impulse Blue Metallic/Blue/Manual - 18" Wheels 57 5.71% 0.51%

Total... 999 100.00% 9.03% Combination Total % of Combo % of TotalMidnight Blue/Black/Auto - 17" Wheels 368 33.70% 3.32% Midnight Blue/Black/Manual - 17" Wheels 566 51.83% 5.11% Midnight Blue/Black/Auto - 18" Wheels 44 4.03% 0.40% Midnight Blue/Black/Manual - 18" Wheels 114 10.44% 1.03%

Total... 1,092 100.00% 9.87% Combination Total % of Combo % of TotalCyclone Gray/Black/Auto - 17" Wheels 419 31.48% 3.79% Cyclone Gray/Black/Manual - 17" Wheels 714 53.64% 6.45% Cyclone Gray/Black/Auto - 18" Wheels 57 4.28% 0.51% Cyclone Gray/Black/Manual - 18" Wheels 141 10.59% 1.27%

Total... 1,331 100.00% 12.02%


by Gary Major

Combustion is still the key to most of today’s transportation.

A brief history of the engine begins with the wood, coal, and later the oil fired steam boiler, which ran the first ex-ternal combustion engines. Eventually alcohol, then kerosene, was introduced and the internal combustion engine had its beginnings. Gas, being a cheap, plen-tiful by-product of kerosene, became the next logical fuel for the internal combus-tion engine.

Combustion is defined as “the spon-taneous rearrangement” of fuel and oxy-gen atoms to produce carbon dioxide (CO2), water (H2O), and energy. During the “rearrangement” of fuel and oxygen the lower energy chemical bonds of H2O and CO2 create heat, light, and gas ex-pansion. Which we mechanically con-vert to propulsion.

Generally speaking, the more oxidi-zable the fuel, the more heat is created thus – more energy (BTUs/calories). For example, methane (CH4) rearranges 4 oxygen atoms (O) to produce one carbon dioxide (CO2) and two water (H2O) molecules. In the process 12,500 calo-ries are released per gram of methane (CH4). On the other extreme, the already oxidized atoms in the carbon monoxide (CO) molecule will burn, but not much energy will be released in the process. Each CO (carbon monoxide) molecule will react with only one oxygen atom to release one CO2 molecule and release only 4,900 calories per gram of fuel. This is why, based on energy produced per pound of fuel used, alcohols make relatively poor fuels. In other words, on a calories per gram or BTUs per pound basis, alcohol formulas are less efficient (albeit cleaner burning) fuels.

Alcohol containing fuels are those defined chemically as those containing OH in their chemical formulas. Ethanol is coming our way no doubt. In fact, its use has been legislated to start in some areas already. So, what can we expect?

First, plan on changing the rubber components in your fuel system. This includes fuel line flex lines, diaphragms (fuel pump) and carburetor internal parts. Note: It is predicted there will be a lot of boats lost to fires resulting from dam-aged fuel lines as a result of the new “al-cohol” fuels.

Aircraft should be minimally af-fected, as adding ethanol to their fuel would dramatically drop the octane rat-ings and thus adversely affect perform-ance, resulting in accidents. Therefore it is doubtful oil companies would will-ingly want to “tamper” with the avgas supply again (lead removal from avgas during the 1980’s had some disastrous effects). So, avgas may become an op-tion for the high performance, high com-pression (above 9.5:1) engine owner.

osuloBl

aPe

a more efficient exhaust system will be necessary. Pontiac engine design tends to make for higher operating temperature engines that typically run high CR’s with plenty of total timing. Remember, the gasoline of 1966 was worlds different than today’s concoctions. (Ever notice how today’s exhaust smells more like burning paint thinner than gasoline?) Therefore, we must warm up to re-thinking our approach to building and maintaining our nostalgic fleet.

Pilots of light aircraft are taught fuel management from the start. They can control the air-fuel mixture, carburetor heat, and airflow (throttle). In today’s cars (probably your daily driver) we have computers that monitor intake and exhaust flow and combustion mixtures to then control fuel injector pulsing and therefore fuel/air mixture almost instan-taneously for proper engine operation.

What do we have in our sixties go-fast cars? We have induction systems that we can modify, along with exhaust manifolds and exhaust systems and crossovers that can enable us to make a more efficient “air pump” our of our en-gines. We have carburetors that we can “massage” both internally and externally to mix our air and new fuel formulas more efficiently.

Valve geometry; i.e. spring pres-sures, push rod lengths, rocker arm lengths, “roller” components, lifters (solid and hydraulic), valve and seating grind, porting/flowing, gasket matching

.d urIcBalc

The Legend

.. based on energy pro-uced per pound of fuelsed, alcohols make elatively poor fuels. n other words, on a alories per gram or TUs per pound basis, lcohol formulas are ess efficient (albeit leaner burning) fuels.

Second – consider re-camming and / r changing heads, dropping compres-ion ratio (CR). Generally, this enables se of lower octane (lower flashpoint), wer vapor pressure – and yes, less TU-producing – fuels. Translation:

ess performance. Third – engine temperature man-

gement becomes even more important. erhaps a lower temp thermostat, more fficient radiator, and/or water pump, or

and numerous other changes can be made. Our cam grinds can be “dual grind” customized for our needs with ad-justments made for “duration at .050”, advertised duration, lift, lobe radius, etc. Cylinder heads can be milled and our blocks zero and parallel decked for op-timum quenching/flow and “squish fac-tor,” piston design, connecting rod lengths, crankshaft design – all are fac-tors.

November 2006 22

Distributors can be recurved for the

new fuels and to match our cams. Solid-state units can replace “points” and new coils producing higher voltages resulting in a better “bang” will help. With higher voltages, you’ll need better plug wires and a wider gap in the plugs. But the re-sults are quite dramatic and way more efficient that the “stock” technology.

1926 by Marge Sawruk

What a year it was

The birth of a car and Wangers too What a strong combination

That carried through

We saw him in the mags And thought “How nifty” To be on the drag circuit

In the sixties

389, 400, 421, 455 Just numbers to some

But not to Jim, he smiled with glee As he approached the infamous tree!

The years have passed

And the numbers come and go But the memories he shares

Are never slow!

Now here we are in twenty-o-six And even at 80 he still loves those slicks!

Editor’s Note: As we end Jim Wangers’ year-long birthday celebration, I thought it would be nice to share this poem that Marge Sawruk wrote

for one of Jim’s six or seven “official” birthday gatherings.

Most engine builders have access to computer engine design programs that enable you to “plug in” different compo-nents and “virtually dyno” to dial in the best overall engine for your intended use. Basically, if you keep in mind that torque overcomes weight and horse-power overcomes drag (I’ve just set fire to some “gear-heads” hair) you won’t go wrong.

Curiously enough, a quick glance at any four-stroke dyno graph will show that torque/horsepower curves cross at 5,250 rpm. This is a matter of horse-power as a mathematical computation of torque and best left to those in “higher pay grades” than I. The moral here is that at the rpm the vehicle starts to move, torque is your best friend, and at the lat-ter end of your power band horsepower is your best friend.

Time and time again I see where higher torque engines result in better 60 and 100 foot times, but pure raw horse-power gets the job done further down the track. For you cruisers, better torque at the lower end of your engine’s power band results in less BTUs, therefore less fuel (a lighter pedal) being needed to get the car moving, or accelerate. The re-sult: better fuel economy. Higher torque and horsepower will enable you “cruis-ers” to use taller rear end ratios like 3.08:1 and taller profile tires, i.e., over 26” o.d., again, more economy.

Just remember, torque is easy to gain by modifying airflow where as horsepower is gained by increasing BTUs (remember the pound of fuel per BTU discussion at the beginning of the article). Also, the cooler and better mixed the fuel air mixture is, the more efficient the combustion. All in all there is no reason our GTOs can’t be made to run well on today’s fuel. We are all lucky that there are so many variables available to us with these old muscle cars. That’s why they’re so much FUN!

Roster Issue Reminder The January 2007 issue of The Legend will be our annual Roster Is-sue. If your membership renewal is due in November or December, Beth Butcher needs to have it in her hands by November 15, 2006 in order to be included. You will have received a renewal reminder postcard by then, so be sure to act on it right away so as not to be left out of the membership listings. If you have any questions, you may contact Beth at [email protected].


by John Johnson, GTOAA Chapter Coordinator

The 2007 GTOAA Chapter Survey forms will be mailed out in mid-November of this year, to the addresses listed in the chapter listings (see page 25). Also in the envelope will be the four chapter officer’s ½ price member-ship forms, and several other documents that I will discuss in the following para-graphs. But first, the BIG NEWS: As was discussed at the Council of Presidents Meeting at the 2006 GTOAA Nationals, beginning with 2007, GTOAA chapters that were in exis-tence prior to 2000 will need to have a minimum of 40% national GTOAA current members in order to remain affiliated. This information was first published in the October 2006 issue of The Legend, which gives you about five months of advanced notice to get work-ing towards this requirement. I will note that of the 15% of the GTOAA chapters that were below this level in 2006, most only needed a handful of members to join the GTOAA to make it to the 40% level, so it should be a very doable task. As always, chapters formed in 2000 or later must continue to maintain 100% na-tional GTOAA members in their chapter.

Moving on, the same chapter sur-vey/renewal process as last year will be followed, and here are the basic steps. After your chapter has its elections (as-suming you have your elections at the end of the year), you need to do the fol-lowing: Fill out the chapter survey forms

with the correct info. Fill out the chapter officer’s l/2

price membership forms. Fill out the other forms as provided

(more on them below). Enclose a check (payable to

GTOAA) for the balance due on the l/2 price membership forms (for most chapters this will be $60).

Now the hardest part - enclose a current copy of your chapter’s membership roster, and MAKE SURE IT INCLUDES YOUR MEMBERS’ GTOAA member-ship number and expiration date.

PLEASE DO NOT include on your

roster printout a list of your chapter members’ family’s names, the types of cars they own, the date they joined your chapter, or the date of their birthday; just edit the roster info you send me to the bare basics: name, address, GTOAA # and GTOAA expiration date. Also it would be nice if it were printed in a de-cent sized font so I can read it easily. You might have better luck printing it out in a “landscape” format, for what it’s worth. Be sure all this information gets re-turned to me by February 15, 2007.

The following items were discussed at the 2006 GTOAA Council of Presi-dent’s Meeting, and will be a part of the 2007 GTOAA Chapter Survey Packet.

We are going to ask chapters to con-sider nominating exemplary GTOAA members that they have first-hand per-sonal knowledge of, and that they feel would be a candidate for the Tom Foster Memorial Award. More information about this award will be forthcoming in the chapter survey packet, but the basic idea is someone that is very active in the chapter, the GTO hobby, presents a vol-unteer spirit, and who is a strong sup-porter of the GTOAA. Note that nomi-nations for this award are not a requirement for GTOAA affiliation; it’s just something that you can do if you have someone who would reflect these qualities. Also discussed at the Council of

President’s meeting was the fact that beginning with 2007, GTOAA chap-

ters that were in existence prior to 2000 will need to have 40% national GTOAA current members in order to remain affiliated, and all officers must be GTOAA members. Chap-ters formed after that must maintain 100% national GTOAA members in their chapter.

We are going to ask when your club was first formed/incorporated/etc., to help us get more information about the chapter’s relationship within the GTOAA.

There will be a form enclosed ask-ing for your chapter to briefly men-tion what charities/benefit functions that your chapter might have hosted or participated in over the last year, and the approximate $$ raised, and/or time spend in service pro-jects. This information will help us better understand what chapters might be in line for the annual Chapter of the Year Award.

I will be including separate pages that need to go to your chapter newsletter editor and also chapter webmaster. As an official GTOAA chapter, we would ask that your newsletter and website contain cur-rent contact info for the GTOAA, just as we print our affiliated chap-ters’ contact info in The Legend, and on the GTOAA’s website. I can e-mail you camera-ready images that you may copy and use, as well as text that might be inserted as needed. Just send an email to [email protected] and ask for this info.

Finally, please make sure that all

this information gets returned to me by February 15, 2007. Remember, the half- price chapter officers’ GTOAA member-ship discount offer expires after this date, so don’t delay!


GTOAA Chapter Directory by State AZ Cactus GTOs, Inc. 5546 East Shangri La Road Scottsdale, AZ 85254 Thom Mohr 480-991-6106 [email protected] www.cactusgto.com

CA Inland Empire GTO Club 7269 Cosenza Place, Alta Loma, CA 91701 Thom Trafford 909-489-6968 [email protected] www.iegtoclub.com

CA Southern Cal Gathering of Goats 1566 North Perry Drive Placentia, CA 92870 Debbie Tharp 714-524-3789 [email protected] www.scgg.com

CA Tri-Valley GTO Club 20116 Archwood Street Winnetka, CA 91306 Herb Silvers 818-888-7421 [email protected] www.trivalleygto.org

CO Classic GTO Association of Denver PO Box 745092 Arvada, CO 80006-5092 Sara Garvais 303-688-4023 [email protected] http://clubs.hemmings.com/denvergoats

CO Northern Colorado GTO Association 655 Zuni Circle, Fort Collins, CO 80526 Jay Robinson 970-226-1974 [email protected] http://www/ncgtoa.com CT Connecticut GTO Club 82 Hockanum Drive East Hartford, CT 06118 Rob Heim 860-568-2887 [email protected] www.ctgtoclub.org

DE GTO Club of Delaware 40 Worral Drive Newark, DE 19711 Frank Messick 302-737-4657 [email protected] http://gtocd.tripod.com

FL Sunshine State GTO Association 6763 Turtle Point Drive Lake Worth, FL 33467 Douglass VanKnowe 561-630-4802 [email protected] www.ssgtoa.org

GA Southeastern GTO Association 2236 Chimney Springs Drive Marietta, GA 30062 Den Sanford 770-594-8754 [email protected] www.segtoa.org

IA Pontiac Club of Iowa PO Box 31065 Des Moines, IA 50310 Randy Kroneman 515-255-0990 [email protected] www.pontiacclubofiowa.com

IL Cruisin' Tigers GTO Club PO Box 695, Westmont, IL 60559 Joe Panico 773-775-1788 [email protected] www.cruisintigersgto.com

IL Heart of Illinois GTOs 8961 Tamarac Way, Bloomington, IL 61704 Tom Raufer 309-827-2867 [email protected] www.hoigto.com

IN Indy GTO Association PO Box 487, Noblesville, IN 46061-0487 Bill Sanders 317-770-6409 [email protected] http://clubs.hemmings.com/indygto/

IN Northeast Indiana GTOs 3910 Thornton Drive, Fort Wayne, IN 46733 Jay Konkle 260-492-2297 [email protected] http://home.comcast.net\~jaykonkle\ NEIGTO3.html

KS GR-888'R Wichita GTO Club 1422 Briarwood Place, Derby, KS 67037 Art Meadows 316-788-6429 [email protected] www.wichitagto.com

KY Louisville Pontiac GTO Club PO Box 99185, Louisville, KY 40269 Bernard Watts 502-459-0995 [email protected] www.goattraks.com

MA Pioneer Valley GTO Association 258 Lower Hampden Road Monson, MA 01057 Paul Bourbeau 413-267-5834 [email protected] www.pioneervalleygtoassociation.org

MD Royal GTOs 705 Baylor Road Glen Burnie, MD 21061 Tom Somerville 410-798-8863 [email protected] www.royalgtos.com

ME GTO Association of Maine PO Box 521 North Waterboro, ME 04061 Robert Farwell 207-247-3233 [email protected] www.badgoat.net

MI West Michigan Classic Pontiacs 4285 East B Avenue, Plainwell, MI 49080 Gary Trama 269-345-2202 [email protected] no chapter website

MI Woodward GTO Tigers 38532 Beecher Sterling Heights, MI 48312 Joseph Kozlowski 586-242-4336 [email protected] www.gtotigers.org

MN Land of Lakes GTO Club PO Box 574, Osseo, MN 55369 Myron Moy 952-955-1138 [email protected] www.LOLGTO.com

MO Gateway GTO Association 3676 Morgan Way, Imperial, MO 63052 Steve Hedrick 636-942-4020 [email protected] www.gatewaygto.com

NC Carolina Classic Pontiac Club 228 Laurel Creek,Bessemer City, NC 28016 David Winfrey 704-923-8083 [email protected] http://clubs.hemmings.com/ccpontiac

NC Tarheel Tigers Pontiac Club 6513 Hammersmith Drive Raleigh, NC 27613 Jim Ranieri 919-510-9881 [email protected] www.tarheeltigers.org

NC Performance Pontiacs of the Carolinas 5005 Woodmark Drive Greensboro, NC 27407 Tim Joseph 336-545-9465 [email protected] www.performancepontiacs.com

NJ Delaware Valley Old Goat Club PO Box 295, Hainesport, NJ 08036 Ed Korejko 856-783-1935 [email protected] www.oldgoatclub.com

NJ Garden State GTOs PO Box 41, Oakland, NJ 07436 Harold Murray 201-405-1158 [email protected] www.garden-state-gtos.org

NM Land of Enchantment GTOs 7609 Crepe Myrtle Road SW Albuquerque, NM 87121 Gary Ebert 505-720-0414 [email protected] www.loegtos.com

NY Electric City GTOs PO Box 4825 Schenectady, NY 12304-0825 Joshua A. Doret 518-788-1456 [email protected] www.electriccitygto.com

NY Long Island GTO Club PO Box 276, Levittown, NY 11756 Amy Perciballi 516-695-4775 [email protected] www.LIGTOClub.com

NY Western New York GTO Club 1341 Stolle Road, Elma, NY 14059 Brian Mertens 716-692-1564 [email protected] www.wnygto.com

OH GTO Association of Central Ohio 13791 Cable Road, Pataskala, OH 43062 Jim Evans 740-927-5302 [email protected] www.gtoaco.com

OH Ohio Valley GTO Association 7011 Butterwood Dr., Cincinnati, OH 45241 Dave Campbell 513-932-6731 [email protected] www.ovgto.com

OK Oklahoma Ram Air Warriors 4713 South 94 East Avenue Tulsa, OK 74145 Steven Hoog 918-260-0151 [email protected] www.empgmc.com\orw\orw\htm

OR Goat Herd GTO Club of Oregon PO Box 1071, Clackamas, OR 97015 George Boeckel 503-659-7790 [email protected] www.goatherd.com

PA Greater Pittsburgh GTO Club 4 Carlisle Drive, Irwin, PA 15642 Jim Mastroianni 412-373-0334 [email protected] www.greaterpghgto.com

PA GTO Association of Pennsylvania 2509 Kesslersville Road Easton, PA 18040 Chris Wismer 610-250-8628 [email protected] www.gtopa.com

PA Susquehanna Valley GTO Tigers 513 Chickadee Drive Mechanicsburg, PA 17050 Doug Warble 717-975-9126 [email protected] www.geocities.com/svgtotigers

TX GTO Association of North Texas PO Box 800, Keller, TX 76244 Darrell Roach 817-431-1888 [email protected] www.gtoant.com

TX Gulf Coast GTOs 14906 Ferness Lane Channelview, TX 77530-2315 David Silarski VP 713-451-6003 [email protected] www.gulfcoastgtos.com

WA Northwest GTO Legends PO Box 66559, Burien, WA 98166 Stefan Fafnis 253-862-6864 [email protected] www.northwestlegends.com

WA Radioactive Redskins Pontiac Club PO Box 6234, Kennewick, WA 99336-6234 Steve Carlson 509-582-6475 [email protected] www.pontiacs.org/rrpc/

WI God’s Country GTO Association N3922 Hwy 22, Rio, WI 53960 Ed Spyros 920-992-3682 [email protected] www.godscountrypontiac.com

WI Original GTO Club PO Box 320141, Franklin, WI 53132 Larry Lorenz 414-466-2300 [email protected] no chapter website

PltioLe

The Legend 25

Updates Or Corrections ease send changes or correc-ns to [email protected] [email protected].

November 2006

“A Tradition Of Performance” Website: “A Tradition Of Performance” Website: . President Bob...

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