Frosty

Mark Sorry it took so long to answer your question. Actually, GM didn't use voltage between the fuel sending unit to the fuel gage. They relied on ohms (resistance) instead because electricity and fuel/fuel vapor are not good companions. GM used a reading of 0 - 90 ohms (zero ohms - empty - 90 ohms full) from the mid-60s thru the 90s. Today's modern fuel level senders may go to 125 ohms, which shows the gate take a little past full. That's no big deal.

If you are looking for air conditioning parts for your '73 Lemans I would suggest contacting the guys at Original Air. They should be able to hook you up with missing parts and answer all your A/C questions. https://originalair.com/ R13 was the refrigerant gas of choice back in the day, however, it was determined to be a chlorofluorocarbon, which helps destroy the ozone layer when released irresponsibly into the atmosphere. So R134a is the more environmental friendly refrigerant gas and it takes less R134a to charge a system than R13. R13 is still available but it has become quite expensive because most people hoard it for that reason. That means you have to look harder to find it too. I would check with your provincial or state law regarding what you can use, R13 or R134a. I'm guessing California may require R134a. I'm not so sure about Alberta. So a R134a conversion maybe your only option. So ask those questions too to the folks at Original Air.

Oh crap! A dare. To GE! This oughta be good!

Kind of my first thought too. Especially with the Ransom E Olds Transportation Museum across the river from my office too. Imagine if GM sold the last Pontiac, we’d be pissed too.

It seems GM has sold the very last Oldsmobile produced, out the GM Heritage Collection. A 2004 Oldsmobile Alero GLS, otherwise known as the last Oldsmobile ever made. I guess it's no longer historically relevant enough for them to keep it. http://www.thedrive.com/news/17015/general-motors-starts-spring-cleaning-early-selling-the-last-oldsmobile-ever-made

Just ordered mine.

Hi Kim. Until you get separate air breathers for your valve covers, you should maintain the stock breather element going to the air cleaner. The stock replacement breather elements are cheaper but less eye appealing than chrome/polished aluminum air breathers. It's your call on that one. However, you need some sort of breather on the car for sure. The thermo valves work to allow warm air to come off the exhaust manifold to come into the carb more quickly, especially in the winter. The valves work off either manifold or carburetor vacuum. If the manifold or carb is left unplugged, you are creating a vacuum leak that can cause other issues. As always, pictures help paint the scene here. I am assuming the Edelbrock filter is about the same size as the stock paper one and fits inside the air clearner.

Trans Am Depot and a few others have been around for awhile. Prolly six figures before all is said and done. And you still end up with Camaro VIN.

I've often wondered that myself Pro. Clearly a lot of fab work is still required. One off custom wheels. Custom front and rear ends, etc., etc. etc. Not to mention that the 1999 Concept GTO is really a wheeled buck. It is not even a working prototype. So the interior has to be fabbed from scratch (there is an artist rendering of the dash though). If I were to build this, I would start with a '98 or '99 Firebird shell or firewall- just to get a legitimate VIN so I could drive it on the street and be '99 period correct - VIN wise. Perhaps use a wrecked 5th gen Camaro as a doner car as well for some of the key lines and structure (e.g. windshield/roof/back glass/fender lines).

My first Pontiac was a '73 Lemans Sport Coupe with a 350 V8 2bbl. Enjoy it!

360, I know some of the details of the Aussie GTO development and why many of the classic details that older GTO owners would have wanted, didn't make it into the newer GTO. This is information I heard from both John Sawruk and Jim Wangers, so I consider it reliable information. Once Bob Lutz introduced to the press that a new GTO was going to come out in time for the 2004 model year, GM had to fast track the Monaro program into overdrive. There were significant changes to the Monaro that had to be made in order to make it a GTO: 1. Make it look like a Pontiac (split grille, Pontiac logos, etc.) 2. Re-engineer the car for U.S. emissions, mileage, and crash safety standards - moving the gas tank, catalytic converters, etc. 3. Certify the car to the U.S. Federal government - in all categories - as well as California's A.R.B. - government testing The new GTO turned out to be quickest new car program in GM U.S. history since the '57 Chevy. GM was allowed the unique opportunity to "piggyback" some of the US certifications for the GTO off the new Grand Prix federal certifications because both cars were similar shapes, dimensions, and wheelbases. Otherwise, the 2004 GTO would have at least been a 2005 model. Let's just say that was a first and a significant time saver. The rush to get the car to market forced GM to keep many of the original Monaro styling elements in place. So iconic things like dual hood scopes, hood tachs, Hurst shifters, etc. would have to come much later (again because of the US certifications). There just wasn't enough time to incorporate all the classic features and get it to market as Lutz had promised. Now the GTO lasted only 3 years. We did get the dual hood scopes before it was over. The problem was the Monaro platform was already long in the tooth when the GTO came along. GM planned to completely re-do the platform and design a whole new Monaro and a new GTO. That didn't happen, even though rumors still persist that concept artwork of a new generation GTO exist within the walls of GM Design. The problem for the U.S. was a combination of poor sales and the gas guzzler tax (GTO's limited production was restricted by Monaro production line capacity). The GTO was not seen as a huge seller to the Pontiac marketing geniuses (who, in my opinion, still don't understand what muscle cars at all), so it was nixed in favor of the G8 (which was based on the widely more popular Commodore platform). You know the story after that, GM starting loosing money and went bankrupt and nixed Pontiac altogether. Now I will also argue that the new GTO was poorly marketed during it's 3-year run. I made these point known to Jim Wangers and he eventually agreed with me. Jim did a lecture that I was able to attend on historical GTO advertising over the years and how understated it was and why. I suggested during the Q&A session to Jim that Pontiac was still doing that with the new GTO. I pointed out that the three new GTO commercials vastly understated the entire car. In one of the last issues of Pontiac Enthusiast, Jim wrote a scathing editorial on Pontiac's General Managers and marketing execs for the mismanagement of Pontiac. When he got to the new GTO, many of my points were there. Lastly, if you don't think that GM understood what a new GTO should have been, I invite you to re-exam the 1999 Concept GTO. IMO, that is what the newer GTO should have been or at least the next gen that never was. Now examine the Concept GTO's lines and compare it to the 5th and 6th gen Camaro. I think you will find that while we don't have a new Firebird or GTO, those lines live on in the Camaro, to some degree. 1999 Concept GTO

I tend agree with you Ringo. I think the Corvette is more than just the flagship for Chevrolet and GM, it's also the corporation's halo car. To that end, the Corvette has become an institution onto itself within GM as well as beyond. Name one other museum, in the world, dedicated to a single name plate, other the National Corvette Museum? The museum itself is literally across the street from the Bowling Green Assembly plant. So moving from front to mid-engine will be a huge institutional change. So why the change? I think 360 makes some excellent points. Obviously we have to hear GM's side of things - including why. Perhaps the mid-engine platform allows Chevy to chase after the Bugatti Veyron, who knows?

Guys, this isn't GM's first dance toying with a mid-engine configuration for the Corvette. Anyone remember the Aerocoupe concept car? The Aussie GTO was still the fastest power-to-weight GTO built. John Sawruk said it himself. The next one was the '74 GTO X-body. Go figure. So I'd buy a 2004-06 GTO too. I think it would have done better if they were allowed to market it more and allow that particular platform to evolve. The Aerocoupe at the GM Heritage Collection

One last thought, check your initial timing. Make sure it's within spec. Too much advanced timing could lead to starting issues period.

This is a rather common issue with Pontiacs. There are a few things you can do, depending on what your budget and mechanically abilities let you do. 1. Pontiacs (in the day) use to have a regular and a heavy duty starter. Replace your starter with a heavy duty starter if it isn't one already/. 2. Some people swear by the lower profile after market hi-torque mini-starters - JEGS and Summit Racing carry these 3. Install a heat shield between the block and starter and insulate it. 4. Check your battery cables, make sure they are run correctly to the starter, and not making contact with the exhaust manifold or block. If they are, chances are good that the insulation has melt and the batter cable wire is touching the engine and it is grounding out through the block. I've had this personally happen to me. When the engine cools everything contracts enough to start the engine.

Way to go dude. Love the hands / grunt work.

Try calling the guys at Hydro-E-Lectric. They are convertible top specialists. 800-343-4261 http://hydroe.com/Pontiac-Catalina-CONVERTIBLE-TOPS-POWER-WINDOW-PARTS-p-133.html

Last Indian is correct, so the date code for a 1980s and 1990s tire will be same, making it harder to know how old the tire really is without the sales receipt. For example a date code of 357 means the tire was made the 35th week of 1987 or was it 1997?

You are welcome buddy!

Paddle shifters in the Dodge Durango! YES!!!!!!!

At lease since the 1980s, perhaps longer. I can't find anything online saying specifically when the DOT put that requirement into effect. However, it makes sense.

Another thing I'd like to remind people is age/UV exposure has a long term effect on your tires. You should replace your tires after a period of time, even if you still have good tread left on the them. Think of an aging tire like an old rubber band. If you take a rubber band that's been sitting around a long time and stretch it, you will start to see cracks in the rubber. That's essentially what happens to a tire that's put on a vehicle and driven (or sitting) for a long time. Cracks in the rubber begin to develop over time. They may appear on the surface and inside the tire as well. This cracking can eventually cause the steel belts in the tread to separate from the rest of the tire. Thus making this a potentially deadly situation. Since most of us classic car owners don't drive the tires off our cars every year, I think it's safe to say that many of us fall into this category where we have good tread on our classics but may not realize the potential danger old tires possess. The length of time between replacement is subject to some debate. Some feel that tires should be replaced every six years no matter what, others say you can go up to ten years with proper maintenance and annual inspections. Regardless, do yourself a favor and check the age of your tires. I am a living example. When I purchased Lucy, it was in 1995. One day in 2006, I was going thru some of the documentation I got from the previous owner. I found a 1984 tire receipt for a tire store in Delaware for the purchase of a set of Goodyear Polyglas ST tires. These were same model of tires that were on the car at the time. Curious, I took the receipt and compared the serial number on the receipt to the tires. They matched! These tires more than 20 years old!! I knew this was a ticking time bomb just waiting to go off. So the next weekend I purchased a new set of BF Goodrich T/A radials. That's what I still run on Lucy today.

One thing I noticed lacking from 540 Rat's credentials that would have lead me to give him some more credence is the letters PE. This is short for a certification from the National Society of Professional Engineers. To become licensed, engineers must complete a four-year college degree, work under a Professional Engineer for at least four years, pass two intensive competency exams and earn a license from their state's licensure board. Then, to retain their licenses, PEs must continually maintain and improve their skills throughout their careers. Essentially a PE is a highly trained and certified engineer. He can testify in front of a court as an expert witness, he can write papers that carry some weight in his/her particular field. The late Pontiac historian, John Sawruk, was a PE. SAE and other memberships means he is a member of an engineering society. He participation in those groups could be hit or miss. It depends on his active involvement, which we will never know from reading his blog. I give a lot more support to Last Indian at this point. Chemistry is his specialty, not 540Rat's - he's a mechanical engineer.

I refuse to watch....despite my morbid courtesy. I know it can't be good.

Congratulations to the winners, but more importantly to all the participants. I applaud everyone who entered. I want to throw an extra shout out to vncruiser and 360Rocket for their competition against me. It was a good showing gentleman. I think it was the closest vote of the entire calendar competition.