swept area of 269.8 square inches, the standard brakes have linings with thicker secondaries and longer prima ries. Wider and heavier, the drums are offered in both iron and alumblum. In iron, the front drums are centrifugally cast in a corrugated steel shell while the rears are staticaIly cast with 40 axial ribs around the outside. Both front and rear iron drums have cooling flanges that extend out into the air stream for better cooling. Aluminum. drums are available as a front end op tion only, and metallic linings are avail able with all axle ratios except 3.08A. These linings are standard equipmeht on all production line vehicles having a 3.90 axle ratio. 11 Our test car was equipped with the metallic linings and the power assist mechanism (Delco Moraine Power

come from the big stabilizer bar used up front. Standard at 0.938-inch diameter, this bar bolts below the frame horn extensions in large rubber bushings and connects to the lower control arm well to the outer end for maximum travel. With this big a bar, front end roll is reduced considerably, but normal up and down movement of the front suspension doesn't seem too severely hampered.
The shocks normally fitted are valved for a firm ride, with even firmer options available. Our test car was fitted with the super-boss stiff thingies, which we really liked. But, for average Joe Driver, the normal shocks will prove quite satisfactory.

An optional quick steering manual unit is available upon request, with a ratio of 20 to 1.
BRAKES

Pontiac has made a definite effort to improve upon the efficiency of theirbrakes, which is a refreshing attitude from Detroit. Dictates of styling and cost have too long kept sufficient braking from the average American car, contributing to much of the scorn by sports car addicts.

But the GTO offers braking for the most critical. Of the standard hydraulic, internal expanding, two shoe design, the 1965 items have finned drums with a 9½-inch diameter. Giving a total

The rear suspension is coil springs and four-link locater. One of the first things we noticed about this car was the lack of rear end movement (twist and hop) so we crawled under to look. It has two stamped U-section locaters that run forward from the bottom outer ends of the axle housings to the frame. These locaters run parallel with the frame. Castings integral with the third member housing (on top) provide mounting points for two more U-section locaters that also run forward. These two locaters are shorter than the bottom two, and bolt to the back of the rear crossmember. They intersect the frame rails at about 45 degrees. Rubber bushings are used at all mounting points to reduce noise transmission. With this locater system, axle wrap-up and sidesway is'virtualIy eliminated. About all that's left to the performance enthusiast is the addition of Air-Lifts to the coil springs.

STEERING


As with most American cars, the GTO offers two basic steering systems, power and manual. The rotary valve safety power steering gear gives an assist only when required, and has been improved over previous models through the rotary valve feature. A "torsion bar" incorporated in the design gives a better "feel" and minimizes over-steering. The power steering ratio is 17 to 1. The standard manual steering has a ratio of 24 to 1, with the same basic recirculating ball bearing design as the power unit.

 
New Pontiac perimeter frame is responsible for extra total strength factor of the GTO, helps increase low overall profile and interior room. Four rear end links mount to frame and rear crossmember iust inboard of inward sweep. Frame material is stamped steel.

Club members take a closer look at the 389 cubic inch engine, equipped with triple carburetion, progressive linkage, and modified camshaft. All tests were conducted with cleaners and belts on, in effort to maintain absolute showroom condition results.
CARCRAFT   MARCH 1965
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