While the late second-generation F-bodies were produced in large numbers, the early 1970s produced a handful of track-bred monsters that represent the absolute zenith of American muscle. Among these legendary machines, none command more respect than the 1973 Pontiac Trans Am Super Duty 455. This stunning, museum-quality example is listed here on Hemmings.com for $174,900. It is a documented, two-owner car showing just 56,160 actual miles and located in Farmingdale, New York. With documentation, matching numbers, and an extraordinary narrative, this Buccaneer Red coupe is not merely a collector car; it is a historical artifact of Detroit’s twilight era of high performance. Thanks to Curvette for sending it to us.
Approximately ten years ago, this Trans Am underwent a concours-level, bare-metal restoration. The body was refinished in its correct Buccaneer Red paint with show-quality results, yet the undercarriage preserves its original factory red oxide primer—a testament to its structural integrity and life of pampered storage. The interior has been tastefully refreshed with new seat covers, carpeting, and a rear package tray, while retaining its original functional gauges and factory AM radio with an 8-track player. To appreciate this vehicle’s place in automotive history, one must look at the climate in 1973. As federal emissions, safety mandates, and insurance premiums successfully choked out traditional muscle cars, Pontiac engineers quietly developed a race-ready engine package under the radar. The resulting “Super Duty” (SD) 455 cubic-inch V8 was fundamentally a street-detuned race motor. It featured a reinforced cylinder block with four-bolt main caps, provision for dry-sump oiling, forged steel connecting rods, aluminum pistons, and high-flow round-port cylinder heads. Pontiac installed this specialized engine in just 252 Trans Ams and 43 Formulas for the 1973 model year.
This example is one of only 180 automatic Super Duty Trans Ams built in 1973. The highly durable, PQ-code three-speed Turbo Hydramatic 400 transmission is mated to the matching-numbers, XD-code SD-455 engine block. Mechanically, the vehicle is said to perform with the tight, rattle-free precision expected of a restored, low-mileage car. The legendary powerplant was rebuilt to original factory specifications in 2000. Complementing the drivetrain are several factory options verified by Pontiac Historical Services (PHS) records, including power windows, tinted glass, an electronic rear defroster, the Lamp Group, a center console, and restored 15 inch Honeycomb wheels wrapped in correct GR70-15 tires.
The history of this specific example is pretty impressive. Ordered on March 27, 1973, through VanderZee Buick-Pontiac, Inc., the car remained with its original West Michigan owner for his entire life. In an era when a buyer could purchase a used 1965 Shelby Cobra for approximately $9,000, this enthusiast instead chose to spend a $5,027.20 on a factory-fresh Super Duty Trans Am (which carried a base price of $4,203.75 plus $48 for destination charges). It was delivered in early August 1973, configured in Buccaneer Red over a pristine black vinyl interior.
If only this car had the 3rd pedal, it would have been the car I was searching for, for 5 years. Alas, the price is in the stratosphere and I have a 1971. Beautiful car.
I agree with you but Herb Adams preferred automatics.
A red 73 SD is about as good as it gets for me. Yes, some will want the manual transmission but if you want an automatic this car is looking darn good! Yes, its not chump change by any means but some of these real premium cars continue to just keep appreciating.
There is a good reason only 180 came with the automatic.
The T/A ” expert” / fanboys regularly state that these SD’s are worth $250 k .
I am a Trans Am guy ,own several,and would love a 73 in Brewster green .
As for the big price ; Super Dutys are bigtime performers ,super rare and better all around cars then most others in that price range ( I’m looking at you Hemis,Shelbys ,Eleanors , and many Vettes ).The price of second gen Trans ams ,especially Bandits , are on a steep curve right now ,so I’m going to call this a blue chip musclecar .
Oh baby…Holy grail type stuff here for me!
So was performance improved with the automatic or degraded? Certainly fun factor was. Who ordered this a car? A secretary?
Ok, Steve, we get it. You don’t like automatics. May I ask what you drive?
Prolly drives a 1994 Toyota Camry.
I just don’t understand why people bought a new muscle car back in the day with an auto trans . . .
It’s not a difficult skill to acquire.
2 hrs of stop & go after 9pm cruising on the strip back in the “day” was not clutch or left foot friendly. The turbo 400 auto trans is essentially bulletproof with still no internal repairs after 53 yrs on mine. & the 400 trans was NO EXTRA CHARGE! back then – but only on a t/a.
yeah, that’s collector deep pocket money. those people at that price is like them spending 20.00 on lunch. must be nice.
I will just say this. While I personally agree that a manual is more fun in any high performance car, there is a way to state that and also a time and place for it. The quality of some of the comments above is below the dignity of this car and BF in general.
Snide comments about what secretaries drive is juvenile at best. Questioning the performance pedigree of a car because it has an automatic is maybe appropriate with a 1985 Toyota Celica, but simply a distraction with a car of this calibre. In this case from yet another serial poster (and non-member at that) that just likes to make themselves heard with trolling comments. It is getting old here lately. I’d be happy to help moderate this crap here.
Calm down everybody. No self respecting gearhead in the 1970’s ordered a performance car with an automatic. Cars like this were called secretary cars.
Maybe you can show us the list of secretary’s who ordered Trans Am Super Duty cars. Also there were plenty of as you call self respecting gear heads that ordered automatics for a lot of different reasons.
I’m a diehard 4 speed guy, but c’mon Steve, you know plenty of hardcore drag racers preferred autos. Definitely not as fun to drive as a shift-ur-self trans, but still, there were advantages to an auto equipped car, especially going in a straight line for a short distance. I’d prefer this SD with a 4 speed too, but I most certainly would not kick this one out of my garage either.
I would love to see the secretaries that ripped thru the town in an SD though. Talk about love at first sight…
Not a snide comment. Well maybe it is snide but big deal. That’s what we called performance cars ordered with automatics back in the 70’s. Just good natured ribbing though. I can’t believe how badly some peoples feelings get hurt these days. I know a lot of cars are faster with an automatic but I would rather shift even if the car is a little slower. I’m building a 63 Dodge 330 2 door sedan Max Wedge replica right now and even though the 727 equipped cars were faster I’m still going with the four speed.
Hurt feelings no. You missing the point of what this car is about and taking us all on a wasteful tangent about automatic vs. manual transmissions when we should be discussing this car on a level it deserves?…Yes.
100 %
Jason V
Of course it’s a great car but the elephant in the room is that auto. Look at LS6 Chevelles and Shelby Mustangs, 4 speed vs automatic, the auto is always a bit of a downer and is ultimately reflected in the selling price. It’s very relevant. I wonder if some of these angry commenters never learned to drive a stick.
For some reason where I grew up everyone had Pontiacs. 71 GTO 455HO convertible, one 73 and one 74 SD Trans Ams, a 64 GTO 389 tri power convertible, two 69 Formula 400 Firebirds, a few regular Trans Ams and a 70 GTO 400, oh and a real 69 Trans Am with a Ram Air IV! .But one guy in our neighborhood who was a little older than us bought a 70 Trans Am Ram Air IV from a local dealer with 8,500 miles on it in pristine shape. 4 speed car and Very fast. This is around 75-77 when we were in high school. He pulled the trans out and put a built turbo 400 with converter in it and everyone thought he lost his mind. He street raced for quite a bit of money back then his record improved a lot. He always seemed to win by just a fender or less. Always wondered how fast that car really was. He did some engine work also, but never told us what he actually did to it other then the tranny swap. I wrecked the 70 GTO and found a 70 torino gt with a 351C 4V and been with Ford ever since. Still love a nice Pontiac!
Agree, If a daily driver and live in the city a 4-speed can become a real headache. Been there as I lived down south in Fort Lauderdale and a stick was fun but as a daily driver heavy traffic sucks! A small converter and a good shift kit in an actual race is always more consistent and easier on parts. May not be as fun, but you’ll win more races for sure! Had two friends in high school, one had a Blue 73SD and the other had a red 74SD. Guessing on the colors. Can’t remember who had what year as far as the colors go. Both Autos and ran quite well.
I preach the reality of daily driving ,in traffic , all the time .
I have both manuals and automatics in my diverse collection.
So here’s my gated 6 speed in traffic :
1-2-3-4-5-4-3-2-1-2-3-4-3-2-1 REPEAT
oh crap ,where are the cupholders ?
These Super Duties where serious torque motors, automatics did just fine without a stall converter.
It’s personal preference or maybe what’s available at the time maybe.
Just because someone drives an automatic doesn’t make them less of a gearhead than someone who drives a manual transmission car. If that was the case, then basically all gearheads are being eliminated now as so few cars currently offer a manual transmission at this point.
And just food for thought, the two 427 Shelby Super Snake Cobras with twin Paxton superchargers and 800 hp were both automatic transmission vehicles. You wouldn’t tell Carroll Shelby he’s not a gear head if he were alive or call those automatic Cobras secretary cars.
I’m sorry for upsetting the regular’s. I grew up in the 70’s. My first car was a 57 Bel Air Sport Coupe. Came with a 283 and powerglide or powerslide as many called them. No fun. My friends had 66 and 67 SS 396 Chevelles, one had an SS 350 Nova, one guy had an LS6 Chevelle. All with four speeds. I bought a four speed tranny and bell out of a totaled 57 Corvette and a rear end and three pedal setup out of a 57 sedan delivery. Turned my boring 283 powerslide into a fun and zippy 283 four speed
As you can clearly see by the lack of “likes” on your comments, NO ONE CARES what you think STEVE!!!!!
Matt, take a breath, you’re so wound up. I bet you’re a real hoot at family get togethers. Do you find yourself sitting at the kiddies table at Thanksgiving? Lol.
My son searched for one year for a 13′ or 14′ Shelby GT 500,the last 2 years for a 6-speed manual and found a 14′ conv.at a Ford dealership with 7,500 miles.He also has a Mach-E,kids….
Stunning Pontiac. You must appreciate this one BJ. Thanks for the article.
The original window sticker for my ’74 was $5988.75. Retail was $4445.75 with a $285 destination. Car was ordered with $1258 in options including $525 for the SD engine. Cheap performance I guess by today’s standards.
LOL, 180 were Automatics, 72 were 4 speeds. Seems the majority wanted the motor to do the work for them with all of that torque. Stick car is great for an occasional driver like on a nice weekend day for sure. Way more fun but, wouldn’t want it to go to work every day. Still have a 5-speed and it’s a blast to drive, but it has its limits to my patients in heavy traffic!
If you’re taking patients in heavy traffic then I want a second opinion and a new doctor too!
Ba da bing!
I think your logic applies to all of us who drive real cars in the real world .
If you wanted air conditioning in your SD, you were forced to get an automatic. Also, back in 1973, 6 grand was a lot of money. Most of these cars were bought by a more prosperous owner. The original owner of my SD was an IBM executive who preferred automatic and A/C.
A couple of tidbits told to me by Herb Adams:
When DeLorean left for Chevrolet, Herb’s group no longer had the air cover that had allowed them to do things taking direction mostly from DeLorean, the responsibility for finishing the development to make it a production car was transferred from Herb’s Advanced Design group to McKellar’s group. There was some rivalry between them. Knowing Herb, Tom Nell, and Jeff Young, they were probably openly dismissive of the old guard (McKellar) trial and error approach, compared to the engineering and theory that were applied to the SD455, and earlier work to make the RAM IV heads make horsepower for 303CID (SCCA Trans-Am and NASCAR Grand-Am), and 366 CID for NASCAR. They used very different cam profiles based on math optimization techniques taught by an MIT professor (Jeff Young got his master’s degree at MIT). In Herb’s view, McKellar went backwards. Herb claimed they could pass Fed emissions with no air pump, because the high overlap camshaft mixed enough exhaust gases that no other air was needed. An iron manifold replaced the aluminum manifold for cost reasons.
But working directly with engine manufacturing, my understanding is that they had ordered the parts for the first batch of cars before the program was formerly approved. When the new general manager tried to cancel the program he threw a fit when he found out there was a significant amount of inventory that had already been purchased (each division, for financial accounting reasons was essentially treated like a separate company). The day before Herb Adams resigned (likely, a resign or get fired situation), there was a meeting where they approved production. My conjecture is the new general manager was faced with a choice. Either build cars with the SD455, or scrap the inventory, taking the finance charge for writing it off. Since this would have impacted his profitability bonus, he reluctantly approved building cars with the option.