1969 Trans Am Recreation on 2040-cars
Big Lake, Minnesota, United States
First off, I apologize to the 100's of watchers as the picture quality was poor, and eBay would not allow me to change them out, so I had to realist the car. Didn’t make the best Black Friday purchase yet? Then here is your chance to make a great purchase, and have it delivered before the holiday season ends! Up for auction for one week and one time only is a 1969
trans am tribute. The car was purchased
from the east coast as you currently see it in the pictures. The previous owner replaced the quarter
panels professionally (skins), and the rest of the bodywork and interior was
also completed prior to my purchase of this vehicle. The paint scheme is correct with cameo ivory
exterior and blue racing stripes. he blue interior is in very good condition, but the center console could use some TLC. As you
can see from the pictures, the car has been restored to a very nice condition,
but there are a few blemishes in the paint as this car is driven (only on nice
days) and is an “older” restoration. The power plant in this “old” poncho is a 1972 455 stroked to 467. I purchased an Eagle stroker kit with H beam rods, forged pistons, and Mahle file fit rings. The entire rotating assembly was balanced and blueprinted. I purchased a camshaft, new valve springs, pushrods, timing chain/gear set, and roller tip steel rockers all from comp cams. In addition, I purchased ARP head studs to properly secure the heads to the engine block. Topping off the motor is a pair of Pontiac #96 heads, a Holley street dominator intake manifold, and a demon 825 blow through carb. The head stud kit was needed, as I knew I wanted to run a supercharger, so I finally settled on a Paxton Novi 2000 supercharger. The bracket to mount the supercharger was made by a gentleman in CA. The bracket and supercharger fitment on the engine and in the engine bay is absolutely fantastic! For those that want to know, the engine went to the dyno for testing, and it would eventually make a very respectable 626 HP and almost 700 foot-pounds of torque. I believe that the intake manifold held back some of the horsepower numbers, but there is room for more boost as I do have a larger crankshaft pulley. I installed a new four core aluminum radiator this spring, and the car ran at 195 degrees even in stop and go traffic with an outside air temp well over 95 degrees. The radiator was guaranteed to cool to up to 950 horsepower. The car was an original four-speed car, but it needed an overdrive transmission. I purchased a TKO 600 kit with a driveshaft, cross member, and a clutch. The transmission has an .062 fifth gear so cruising is made very easy with the 3.55 posi-traction rear gear. AT 70 MPH, the motor is turning about 2100 RPMs per the tach on the hood. One of the pictures shows a classic audio sound USA 630 radio which allows you the ease of bringing your iPod, thumb drive, or installing a cd changer to listen to all of your music. Unfortunately, on of the previous owners did not do a very good job of installing one of their radios, so I thought the next potential buyer should see a picture of the radio cutout. Most of you know approximate costs to restore cars, build Pontiac motors, add superchargers, etc., so hopefully you can appreciate me having a reserve on this item. I have receipts for all of the engine modifications and print outs of the dyno session. In addition, there is room for more boost as I do have a larger crankshaft pulley. If you have any questions including closeups or different angles, please ask them prior to bidding! I do have this vehicle listed for sale locally, so I do reserve ending the auction early if a local buyer decides to purchase. I have been an eBay member for 12 plus years with 100% feedback rating. I want your transaction to be just as successful! Thank you for looking and Happy Bidding! |
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Auto blog
Junkyard Gem: 1968 Pontiac Catalina sedan
Wed, Aug 14 2019During the late 1960s, General Motors ruled the American car landscape, growing so dominant that the federal government considered antitrust action to break up the company. The General offered sporty Corvettes and muscular GTOs and rugged pickups and opulent Fleetwoods, sure, but the fat part of the sales numbers came from the bread-and-butter full-sized sedans and coupes, which boasted superior engineering and modern-looking styling; in 1967 alone, the Chevrolet Division moved 972,600 full-sized cars, and that's not even counting the 155,100 full-sized Chevy station wagons that year. Pontiac, Buick and Oldsmobile sold the same big cars with division-specific engines and bodywork, and they flew off the showroom floors. For 1968, the entry-level full-sized car from Pontiac was the Catalina, and I've found an example of the most affordable version of the most affordable big Pontiac for 1968, discarded in a northeastern Colorado wrecking yard about 50 miles south of Cheyenne, Wyoming. A '68 GM full-sized coupe, convertible, or even a four-door hardtop might be worth the cost and effort of a restoration, but a no-options base-trim-level post sedan with rust and plenty of body filler just won't get many takers these days. Like so many vehicles that sit outside for decades on the High Plains, this one is full of rodent nests. I wouldn't want to work on the interior of this car without a respirator and a lot of work with a shop-vac, because hantavirus is a significant danger in these parts. Alfred Sloan's plan to offer a stepladder of prestige for GM buyers, in which your first new car was a Chevrolet and you moved up through Pontiac, Oldsmobile, and Buick until you became sufficiently prosperous for Cadillac ownership, worked brilliantly for decades. In 1968, the Catalina was a notch above its Impala sibling on the Snob-O-Meter, with the sedan starting at $3,004 (about $22,600 in 2019 dollars). In fact, the V8-equipped 1968 Chevrolet Impala sedan listed at $3,033, and the Oldsmobile Delmont 88 went for $3,146, so the lines were beginning to blur between the relative positions of the lower-end GM divisions by this time. The base engine in the 1968 Catalina was a 400-cubic-inch (6.5 liter) V8 rated at 265 horsepower and enough torque to tow an aircraft carrier.
Porsche Syberia RS rally car is what you make when you need a Hummer that's fast
Fri, Apr 24 2020Some history: The Porsche 911's first-ever race was the 1965 Monte Carlo rally, entered because Porsche's PR man at the time wanted to show how much the future icon could do. A year later, Porsche began selling an optional rally kit for the 911 that included Recaro seats, a roll bar, and adjustable Koni dampers. Porsche produced factory rally racers until the early 1970s, winning Monte Carlo three times in a row before letting privateers carry the torch so the factory could focus on campaigning in the East Africa Safari. After years of painful lessons, when Porsche took its brand-new 1978 911 SC to the safari, the 3.0-liter flat-six coupe was hours away from winning the race before damaging the suspension, demoting the car to second place. Porsche fans wanted their own replicas, and finding the new 911 to be an affordable option, the SC — built from 1978 to 1983 — went from denoting "Super Carrera" to "Safari Car."  Porsche took a big step up in with the 953 rally car. Built to win the 1984 Paris-Dakar, which it did, the 953 introduced the four-wheel-drive system Porsche would evolve for the 959 in 1985 and the 964-series 911 in 1989, as well as the now-unforgettable 911-based Rothmans livery. All of this is what's fueling today's 911 Safari Car revival around the world. Almost all of today's builds start with the so-called G Model 911s, produced from 1973 to 1989, usually focusing on the SC and the Carrera that ran from 1984 until 1989. Fast forward to 2007 when a mysterious crew organized the TransSyberia Rally, a "sports-touring" event that stretched 4,500 miles from Moscow to the capital of Mongolia, Ulaanbaatar. Of the 34 vehicles that entered, 25 were Porsche's purpose-built Cayenne S Transsyberia Edition. Put this all in a pot and you have the beginnings of the car that brings us here, the Syberia RS. It's said that a German fellow by the name of Kai Burkhard wanted to buy a Humvee, but the low top speed, around 50 miles per hour, put him off. So instead, he imported a 1986 911 "in collector condition" from Japan with the idea of rebuilding it to provide almost all the off-road fun he could have had in the H1. Burkhard tapped the Tailor Made department at German suspension designer H&R, and the two set to work creating a build like the 953 Dakar winner. This content is hosted by a third party. To view it, please update your privacy preferences. Manage Settings. The owner's been mum on most of the details including engine revisions.
Junkyard Gem: 1992 Pontiac Firebird
Mon, Dec 18 2023Last spring, this series featured a 1992 Chevrolet Camaro RS in a Northern California junkyard, an example of the final model year for the highly successful third-generation GM F-Body. On a later visit to that yard, I spotted the Pontiac sibling to that car, a Firebird that was born the same year at the same Southern California factory. When the Chevrolet Division introduced the first Camaro as a 1967 model, the Pontiac Division got its own version of the F-Body called the Firebird. While the two cars were built on the same chassis and looked very similar, the first-generation Camaros got Chevrolet engines while their Firebird colleagues got Pontiac engines (including the innovative SOHC straight-six). The 1970-1981 second-generation Firebirds still had some Pontiac-only engines, but Chevrolet and Oldsmobile power crept under some hoods during that period. The third-generation Firebirds first appeared as 1982 models, and they drew from near-identical stockpiles of GM running gear (including the distinctly agricultural Iron Duke four-banger, which could be considered a Pontiac-derived engine). When the Camaro got the axe after 2002, the Firebird's neck was put on the same chopping block. When the Camaro returned for 2010, the Pontiac brand was sputtering to an agonized halt during its final year and there was no chance of the Firebird's return. This car is a fairly ordinary coupe, though it does have the mid-grade 205-horsepower 5.0-liter Chevrolet small-block V8 instead of the base 140-horse 3.1-liter V6. A 5.7-liter small-block was available as well. A five-speed manual transmission was base equipment, but few Americans wanted a three-pedal setup by the early 1990s. This car has the optional four-speed automatic. The MSRP with 5.0 engine, automatic transmission and air conditioning (which this car has) started at $14,304. That's about $31,868 in 2023 dollars. It was built at Van Nuys Assembly in the San Fernando Valley of Los Angeles County. By the dawn of the 1990s, the Camaros and Firebirds made at Van Nuys Assembly had become known as the worst-built GM cars made in North America, and the plant was shut down forever soon after this car was built. Today, a shopping mall lives where the factory once stood. This car managed to drive more than 150,000 miles during its life, so it beat the odds. The thrid-gen F-Body was pretty antiquated by the early 1990s, but the fourth-gen cars handled better and looked up-to-date for the era.