How Do You Beef Up a 350 Engine in a 69 Pontiac Grand Prix
The 1969 Pontiac M Prix was a totally re-designed version based on the new mid-sized 118-inch wheelbase (some 3 inches shorter than the 1968 model and exclusive only to the Grand Prix for 1969) "G" body platform from Full general Motors. John DeLorean, then general director for GM's Pontiac Division (who would subsequently become infamous for other reasons), instructed his designers and engineers to build a fresh new vehicle for the 1969 model year release. They started development in April of 1967 and concluded upwardly with what many believe to be a perfect combination of great looks, high-performance and practiced treatment (for a car of its size), all wrapped upwardly in a luxurious package.
The new Grand Prix would only be offered in a ii-door, semi-fastback, hardtop coupe (no convertible) and would have the longest hood (approximately six feet long) to announced on a Pontiac to date. The hood had a large, pointed "beak" at the front end and finished off the protruding, "V" shaped grille which split the dual, aforementioned-sized, side-by-side, square trimmed, round headlamps. In fact, Pontiac claimed, in its sales brochures, its new Grand Prix had the "longest hood in the industry". The taillights were two long, horizontal, rectangular units, set into the chrome rear bumper.
Past massaging the current "A" torso platform to create the new "G" body, they shaved off critical development time and major costs for most of the expense on the chassis, but the body and interior was entirely make new. New and stylish, exterior "lift-to-open" door handles replaced the old, standard take hold of handle with push-button door handles. The base cost for a new 1969 Pontiac Chiliad Prix started out at around $3,866 and went to over $6,000 fully optioned.
Of the well-nigh 112,500 Pontiac Grand Prixs congenital for 1969, the majority of them, almost 99 percent, were ordered with the 3-speed, Turbo-Hydramatic, automatic transmission (a $227 selection). The heavy-duty iii-speed manual manual came standard (merely approximately 338 were produced) and the optional iv-speed, wide or close ratio, manual transmission was only a $185 option (approximately 676 were produced), later on all, this was more often than not a luxury/performance vehicle, so why would you want to waste effort on all that shifting of gears?
Only ii engine sizes and iv powertrain choices were available for the 1969 Grand Prix. The base 400-cid V8 with two-butt carburetor, producing approx. 265 hp, the optional 400-cid V8 with 4-butt carburetor, producing approximately 350 hp, the optional 428-cid V8 with 4-barrel carburetor, producing approx. 370 hp and the optional big, bad, "high-output" 428-cid V8 with 4-barrel carburetor, producing approximately 390 hp.
The Grand Prix "J" models were considered the base models and the "SJ" models were the summit-of-the-line only using the 428-cid power plants. The "J" and "SJ" model designations were rumored to have been borrowed, by DeLorean, from Duesenbergs of the past, as well as, the long hood and short rear deck areas. Nonetheless, the "S" did non stand for Supercharger every bit it had with Duesenberg. The "SJ" (identified by the special badging located on each forepart fender) too came standard with loftier-operation suspension components and rear axle, 8.25×14 inch wide-oval, low-profile tires on "Rallye 2" styled rims, dual-exhaust, automatic leveling-control with dual-phase, vacuum activated compressor, power-brakes with front disc/rear pulsate, chromed valve covers, air cleaner and oil filler cap. Other options were air-workout and power steering of course.
On the interior of the, new for '69 Pontiac One thousand Prix, you were surrounded by an aircraft, cockpit-style cluster of "Rallye" style gauges. Once in the drivers or "Control" seat, you were enveloped with all sorts of switches and controls, conveniently located within easy achieve. The "Strato-Style" bucket seats were comfortably wrapped in fully expanded "Morrokide" vinyl, fine leather upholstery or vinyl/fabric combinations with "Morrokide" were options. Too an option, at no extra charge, was a dissever-bench seat with centre armrest. A vinyl "Carpathian Elm" burlwood appliqué was used on the dashboard keeping with the luxury "look and experience." All cars had a floor console, slanted towards the driver, which also contained the shifter, ashtray and a storage compartment. An integral "anti-theft" steering/ignition lock was now used on the tilt-wheel column and "pulse-action" intermittent dual-speed windshield wipers with the artillery/blades "subconscious" from sight (which they promoted as an manufacture first, which is arguable) by the back edge of that actress-long hood. Some other "first" was the nearly-invisible, "hidden" antenna, which was embedded in the center of the front end windshield (which frustrated owners due to poor radio reception), power windows were optional, as was a sporty, hood-mounted tachometer. A vinyl "Cordova" way roof was an available option as well every bit an embedded wire, electrical rear window defroster.
This Poncho "gunboat" of a luxury/functioning machine was no slouch, just because information technology weighed in at about 3,900 pounds, it handled well fifty-fifty in corners and best of all . . . it would still go from 0 to sixty mph in about six.5 seconds or run the 1/iv mile in most 14.1 seconds at around 97 mph. (Estimated with the 390 hp, 428-cid V8). "Car Life Magazine" actually awarded the new for 1969 Pontiac One thousand Prix the prestigious "Applied science Excellence Honour". The new Yard Prix likewise helped Pontiac hold onto third place in the manufacture for model-year production, which information technology had held since 1962.
Find a classic Pontiac Grand Prix that you lot love!
Source: https://journal.classiccars.com/2013/07/01/1969-pontiac-grand-prix/
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