1970 Pontiac GTO Convertible Ram Air III for Sale

Originally a RAM AIR III GTO - The Pontiac Historical Society documentation (see photo below) shows that this GTO is an originally equipped Ram Air III, convertible, 4 speed, and was loaded with numerous options – Hood Tach, PS, PB front discs, A/C, Power Windows, Power Locks, console, Sport steering wheel, remote mirror, Rally Wheel, s 8 track,

remote trunk release.

PHS advised me that there were less than 100 of these RAIII, convertible, 4 speed cars produced – rarer than a RA III Judge GTO. I have owned the GTO since July 1996 and the original Ram Air III engine block had been replaced when I bought the car.

I still have what I believe (no warranty) are the Original RA III No. 12 Heads (production#1179 #1179) and Intake (#9799058 ) - see photos below. The original “Ram Air ” control knob is still mounted below the dash the original Ram Air scoop flaps, underhood pan, and scoop control cable are still mounted in the engine compartment. The Ram Air carburetor pan shown in photo is a reproduction fiberglass unit

– I never had the original. CURRENT DRIVETRAIN: ENGINE. The RA III motor went down hard several years ago. Then we had a professional engine rebuild shop build following engine for the GTO: 1972 “YC” code 455 BLOCK from a Pontiac Gran Prix with 4 bolt main bearing caps – lined bored, new FM main, rod, cam bearings oiling holes drilled to improve oil flow w new oli gallery plug set; Engine work components installed by a professional engine building shop were (see photo below): block bore 4.185 for 462 c.

i. SRP forged pistons Eagle Rods, Speed-Pro rings, Eagle forged crankshaft 4.21” storke – all balanced; Crower Hydraulic camshaft duration @.050 Int 240/Exh 242 installed

at 108 degrees; Melling 80 lb oil pump w alloy drive shaft ¾ “ pickup; Rollmaster double roller timing chain; factory Windage tray with extra holes drilled to improve oil flow; Pioneer SFI damper/balancer; new 455 flywheel; HEADS - Edelbrock aluminum street/strip prepared by Pontiac Kauffman Racing shop – 87 CC; bench flow 310 cfm; 1.65:1 Crane Cams Rocker arms new valve springs; Edelbrock Performer RPM Intake port matched to Heads; all assembled with new 105 piece SS bolt kit; Demon Carburetor 850 – jets Primary 85; Secondary 90; Compression Calculation: 9.9:1; Timing @ 40 degrees on 93 octane; and new aluminum high flow water pump; with MSD Pro Billet 6AL distributor spark box; Taylor 8mm Spiro Pro plug coil wires; new starter battery cables; radiator cored reinforced, new hoses; Horsepower - On the Dyno stand the engine developed the following power: 1) on 110 octane gas - 520 hp 607 lbs torque; 2) on 93 octane – 507 hp 600 lbs torque;Exhaust Manifolds – Ram Air Restorations RAIV manifolds with 2.5 inch collector were installed when 455 installed.

Engine Has Not Been Cranked or Run In Over 4 Years. After less than 3,000 miles on the engine driving it sparingly over a couple of years, the engine developed a bad rear main seal leak – too much crankcase pressure – and I finally parked it inside at my mechanics shop about 4 years ago planning to pull up and repair rear main seal – but never got to it with too many car projects going on.

I later learned that these Pontiac 455 suped up engines generally require an crankcase ventilation Evac System (electrical or belt driven) to take out the crankcase pressure. The engine was running very strong fine when we parked it – no knocks or dings or bad noises. However, this Engine MUST be pulled, inspected, new rear main seal at least, and checked for whatever other work should/must be done to get it in proper running order to drive safely.

Gas tank and lines must be cleaned well and/or replaced before operatio Brakes must be gone over thoroughly. TRANSMISSION. When I bought the car factory 4 speed had been replaced with Turbo 400 transmission console. For the new 455 engine we installed a Turbo 400 rebuilt with kevlar gears, shift kit, and 3,200 rpm Anti-balloon stall converter which handled the suped up 455 nicely. However, the Trans has also not been run in over 4 years and must be pulled checked just like the engine for proper running order and safety.

REAR END. When I bought the car the rear end appeared to be the factory GM 10 bolt with Limited Slip and apparently the 3.23 factory gears. I never changed or modified the Rear-End and it was operating fine when the car was parked and handled the 455 just fine. However, the Rear End has also not been run in over 4 years and must be checked just like the engine for proper running order or repairs. Electricals – All electricals were operating fine when the car was parked – except no A/C. repairs. Aftermarket gauges and speedometer were operating when the GTO was parked, but Factory AM/FM radio was not working.

However, the Electrical systems has also not been run in over 4 years and must be checked just like the engine, trans, and rear end, for proper running order or repairinteraction HAUST. After 455 was installed we put in a Magnaflow 3 inch dual exhaust system behind the Ram Air Restoration manifolds. Exhaust system appears to be in good shape. However, the Exhaust system has also not been run in over 4 years and must be checked just like the engine, trans, and rear end, for proper running order or repairs and safety.

Used 1970 Pontiac GTO 100,000 miles