2004 Pontiac GTO

In a few months time, Holden will begin a new phase in its well-known history when it begins manufacturing the GTO for American co-brand Pontiac.

September 2003 is when production is due to start at Holden's Elizabeth plant in South Australia, and far from the 225 or even 235 kay-dubbel-yoo small-block V8 we understood was to be installed, the GTO will be offered with a staggering 350 ponies under the bonnet.

Some say that Pontiac purists weren't happy with 235kW or even 250kW, so GM responded in kind with a gentle fettling of the 'LS1' V8 mill, and the result is expected to be rather pleasing.

In addition to more power and of course the well-documented face-lift, the Pontiac GTO is more than just a 'new' car on the US automotive stage.

The GTO moniker means a lot to the American motoring fraternity: Many attribute the emergence of the muscle car era to the 1964 Pontiac Tempest GTO, and following a 29-year hiatus, the GTO will return - but will it be as universally worshipped as the original?

GM divisions both locally and in America are certainly doing everything in their power to ensure this is the case, but already many over in the US of A are up in arms that their beloved GTO namesake is being tacked on to an Aussie car.

You can't please everyone, but with a freshly tickled V8 and reworked six-speed manual, the imminent arrival of the Pontiac GTO in the States should provoke quite a bit of discussion.

The original 1964 Pontiac Tempest, where the 'GTO' badging was an optional extra, shipped with a stonking 389ci, or 6.4-litre V8 engine, worth roughly 240kW at the flywheel.

The impending launch of the 2004 GTO will ship with a smaller 346ci (5665cc) mill, essentially a re-tooled Gen III powerplant.

The 5.7-litre V8's vitals include: 2-valves per cylinder, OHV, a 10.1:1 compression ratio and sequential-port fuel injection.

To kick off proceedings, the LS1's high-lift camshaft increases bottom-end shunt somewhat, and the GM boffins re-calibrated the gear ratios (including final drive) to better take advantage of this torque boon.

This is supposed to improve launch significantly, and Pontiac types are already suggesting numbers such as 5.5 seconds, and 14 seconds will be attainable. Not bad for a car with a kerb weight just under 1700kg.

"There's no doubt that outstanding power and launch feel was the priority for this vehicle right from the start," said Dave Himmelberg, GTO program engineering manager. "The original GTO was the standard bearer of its class in terms of power - and that's exactly the standard we set for ourselves when developing the modern version.

If in fact the GM white-coats can indeed offer a GTO that hits 100km/h from standstill in 5.5 seconds as claimed, and race through the quarter mile in under 14.0 seconds, the new Pontiac should be quite the bargain at an estimated $US33,000.

Compared to the standard-tune Gen III powerplant, the LS1's high-lift camshaft is claimed to add an average of 5 per cent torque across the entire rev range, and a whopping 495Nm of torque now peaks lower in the rev range - @ 4000rpm - making for a wider powerband than Aussie-spec Monaros.

Peak power of 261kW occurs @ 5200rpm, and lending a helping hand to boost kilowattage is a freer breathing exhaust system. Airflow is increased through the airfilter via an enlarged inlet pipe, some 100mm larger in diametre than the stock item, and redline is now 6200rpm - some 1000rpm above peak power.

Then there's the reduction in exhaust backpressure, which came about by installing a larger-diametre dual pipe system, comprising two completely independent exhaust paths, running all the way from the exhaust banks to the dual chrome tips.

The sound has also been tuned to evoke some of that old-school muscle car fervor that many Pontiac enthusiasts go crazy about: "Anyone who drives this vehicle is going to know it's a GTO from the moment they turn the key and press that accelerator and hear that throaty Pontiac exhaust note - this car will definitely push you back in your seat," explained Dave Himmelberg.

The four-seater Pontiac coupe makes use of a similar 4-speed auto gearbox (Hydra-matic 4L60-E) used on many of Holden's large cars, such as Commodore and Berlina, and this will be standard.

A six-speed manual transmission will also be offered, but unlike the super-tall (and oft-maligned) gearing seen in Australian-spec six-speed 'boxes fitted to V8s, the GTO will be getting much more appropriate ratios - which are likely one of the main contributors to the Pontiac's stunning 0-100km/h times.

The M12 six-speed manual shifter is being touted as GM's most aggressively geared tranny, and Pontiac is promising precise, quick and smooth gearchanges.

Manual and automatic models make use of the same 3.46 final drive axle ratio (which is quite low) to improve general acceleration. A slippery diff will also be packed as standard, useful when one wheel starts to spin (and perhaps smoke), and traction control will be added as well.

At the end of the day, the Pontiac GTO looks like a car that would sell extremely well in Australia, but as it stands, Holden only plans on exporting them for the über-lucrative American markets. Direct competitors to the GTO will be BMWs 3 Series, the Chrysler Crossfire, Mazda RX8, Nissan 350Z, Ford Mustang GT, and Dodge's new Charger.

The 2004 Pontiac GTO's main goal is to make money, but also to reinvigorate the ailing Pontiac brand with the return of the original street fighter. The car is expected to go on sale in the States by late November 2003 in limited numbers, while the new year will bring ample supply (18,000 units per annum) from South Australia as manufacturing is ramped up.

This modern-day muscle car has a lot going for it: 495Nm of torque, a bellowing V8 with a sonorous soundtrack, the acclaimed ride, handling and overall styling of the Monaro plus a re-jigged six-speed manual that should make it one very quick coupe.

But those three magic letters - G T O - are some of the most hallowed in all of America-town, and even with the abovementioned virtues, the new Pontiac pin-up is not a guaranteed success.

Come year's end we should know if Holden's venture into the USA proves fruitful, and if it does, it could well open up some potentially huge doors for the boys down at Fisherman's Bend.