Ah, the “daddy.” Many people believe that the Pontiac GTO is the father of the muscle car, and who am I to argue? There’s no doubt that even in its most conservative form, the 1965 GTO offered stunning performance. Equipping its mighty 389ci V8 with a Tri-Power setup lifted its potential to a higher level. That’s what the new owner will score with this classic. The seller located the car in a barn where it sat for thirty years. They revived it, but changing plans means it needs to find a new home. The GTO is listed here on Craigslist in Morgan Hill, California. The seller set their price at $39,500, and I must say a big thank you to Barn Finder MattR for spotting this beauty.
The GTO first appeared during the 1964 model year, with the 1965 version receiving styling changes that increased its physical size. The changes didn’t negatively impact sales volumes, with figures doubling between 1964 and 1965. The history of our feature car is unclear, although the seller located it hidden away in central California. It had hibernated for over thirty years, but the lack of activity hasn’t hurt it unduly. The Mayfair Maize paint isn’t perfect, but it still shines nicely if the buyer elects to retain the car as a survivor. The Black vinyl top shows a slightly matte appearance, but there are some excellent products that would return it to its former glory. The panels are straight, featuring consistent gaps. There is no evidence of rust, and the seller doesn’t mention any issues in their listing. If this GTO has spent its life in drier climes, it may have avoided the corrosion issues that can be a common occurrence. The car rolls on its spotless original steel wheels and hubcaps, with the remaining trim looking equally impressive. There are no issues with the glass, and the overall impression is that this GTO would happily serve as a survivor if the buyer prefers to avoid following the restoration route.
GTO buyers in 1965 received the 389ci V8 producing 335hp. This car also features a two-speed Powerglide transmission and power assistance for the steering and brakes. The Powerglide saps some of the performance potential, but this classic would have still scorched the ¼ mile in 15.5 seconds. Had the original owner selected the four-speed manual option, that figure would have dropped to 14.6 seconds. This engine features the legendary Tri-Power induction system that would boost power to a conservative 360hp. However, the setup isn’t original to the car. The seller is unsure of its origin but can confirm it has been in situ since the 1970s. They feel it may be a dealer-fitted system, but it would take some investigation to confirm. After more than three decades in hibernation, the seller returned the car to a running and driving state. It is unclear whether it is roadworthy, but even if it isn’t, it appears the buyer can commence that process from a sound base.
The first thing I noticed when I examined the interior shots was the presence of an aftermarket radio/cassette player occupying the spot reserved for the factory radio. I believe there are speakers mounted in the rear parcel tray, but those appear to be the only additions. The upholstered surfaces wear Black vinyl, and while the driver’s seatcover is slightly stretched, the lack of rips and tears makes it acceptable for a driver-grade car. The dash and pad look excellent, as does the faux woodgrain trim. The car features a sports gauge cluster with a factory tachometer. There is a console that is in good condition, but there are no further luxury appointments like air conditioning.
When I look at classics like this 1965 GTO, I find it hard to fathom how a company like Pontiac could cease to exist. The company produced some of the most iconic high-performance models in American history, but its demise was a sad affair brought about by many factors. Such are the vagaries of the automobile industry. A company can go from a rooster to a feather duster pretty quickly, and Pontiac won’t be the last to suffer that fate. The GTO remains a staple of the classic scene, and I doubt that will ever change. As the automotive world begins turning its back on the internal combustion engine in favor of zero-emission alternatives, it becomes critical to preserve cars like this Pontiac. Many of us have been lucky because we’ve experienced vehicles like this when their producers were at the peak of their powers. Future generations will view this GTO and marvel at what they missed. That makes me glad to be a member of my generation. Technological advances may see electric cars eventually offering superior performance levels, but none will possess the aura of this classic. Do you agree?
It should have been a corporate felony to offer the two speed turbine 300 automatic in any GTO………. :)
Nah, what’s a felony is potato-cam pics on Craigslist.
( drum roll),,Little GTO, you’re really looking fine, 3 deuces and a 4 speed,,( needle scratching across record), an automatic? Good heavens, someone missed the boat, blasphemy, some might say, Ronnie and the Daytonas, Jan& Dean, DUDE, yet,, I read Pontiac didn’t break down what GTOs had 4 speeds or automatics, but 1 site said, almost 70% of all ’65 Tempests had an automatic, like 18% , including GTOs, had a 4 speed. Many had tri-power or 4 speeds added later. To be clear, it wasn’t so much 1/4 mile times that people wanted. We didn’t drive around on drag strips, however, it was the 0-60 time we wanted. In ’65, not many 4 lanes, and this made passing those smoking, pesky diesel rigs ( that I was driving) on a 2 lane a breeze, if the skinny bias-ply tires hooked up, that is. The tri-power was more of a gimmick to most, and despite the songs, I think most were 4 barrels as tri-power added almost $300 bucks( $3grand today, if you believe that) on top of the already $300 GTO option and many went with a/c, or a more useful option, like the automatic instead. It appealed to a wide range of drivers that wanted the fanciest Tempest made, and not just gearheads. Librarians wanted them too.
Pontiac automatic Transmission was a Super Turbine not a power glide
ST-300 automatic transmissions were reliable, tough and easy to work on. Installed on a ’64-’66 GTO, they had 2 distinct speeds … “fast” and “faster”!
The looks to be rust or bubbling in the driver’s rear quarter panel and on the rear panel below the rear glass.
They have been trying to sell this for a few weeks.
Wa,wa,wa,wa,was,wa.
Trunk lid gap raises questions
IMO the first real American “muscle car,” defined by dropping a big, powerful engine into a mid-sized car was the 1957 AMC Rebel. It was a fast, good-looking ride that they took to strips and if memory serves me to the salt flats as well for performance runs. Some will counter that it was the 1956 Studebaker Hawk with the Packard engine, but that car doesn’t match the definition above. That said this GTO is a fine-looking well-preserved example.
Purist will say the 1948 Olds Rocket 88 is the first real muscle car. Me? 1964 GTO.
Nothing wrong with the ST300, my 64 Buick Special coupe had one behind the 300 cu. in. V8. Very reliable, and never any problems with it. Buick used it behind their larger displacement engines without any problems.
First muscle car was the Chrysler 300s with the Hemi/two fours. If you are only counting the sixties cars them it would be the 62 Chrysler Max Wedge cars, not the ponchos, imo
The tri-power set-up is the one-year only ’66 version with a divorced choke located on the intake manifold. This is NOT a criticism, just an observation. Nice ’65!
The Super Turbine 300 was used across the BOP line, not related to the Chevy Powerglide. What was the difference between the two? Probably would have been more sensible just using the Powerglide across all four makes. They would have saved a lot of money.