DETROIT - With its high-output V8 engine, rear-wheel-drive configuration, high-torque off-the-line acceleration and great reserves of passing power, the all-new 2004 Pontiac GTO more than delivers the legendary power and performance of its original namesake.

The new GTO will produce 350 horsepower at 5200 rpm and 365 ft.-lb. of torque at 4000 rpm - power ratings that are the result of contemporary engineering, yet true to the GTO heritage. In addition, the GTO is expected to achieve impressive performance times of 0 to 60 MPH in less than 5.5 seconds and a 1/4 mile run in under 14 seconds.

"There's no doubt that outstanding power and launch feel was the priority for this vehicle right from the start," explained 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.

"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."

GM engineers pulled out all the stops to create the GTO's exhilarating power and off-line performance, taking an engine already known to driving enthusiasts for its superb performance and reliability / durability -- GM's award-winning 5.7-liter Gen III LS1 V8 -- and refining it for substantially more power and the low-end torque Pontiac's have always been known for, with special exhaust tuning to emphasize its performance-oriented character.

The LS1 V8 provides the GTO with successful, racetrack-proven performance as well as smooth, quiet operation. Its lightweight all-aluminum construction, including cylinder heads and blocks, provide an excellent power-to-weight ratio.

To achieve outstanding launch capability, GM engineers adopted the LS1 V8's high-lift camshaft (increasing low-end torque, without giving up power). They then took advantage of the engine's torque on the low end and changed the transmission gear ratios and final drive ratio for the kind of launch performance one would expect from a GTO.

In addition to off-the-line launch feel, the higher lift camshaft also boosts torque over most of the rev range by an average 5 percent thereby ensuring great reserves of power for sudden acceleration and freeway passing. Compared to the original camshaft, the new configuration provides 20 ft-lb more torque from idle up to 4400 rpm.

The horsepower increase over the original engine setup results from improved airflow into and through the engine and the exhaust system. This includes:

Increasing fresh airflow through the air cleaner with a larger 100mm diameter inlet pipe;
Reducing exhaust backpressure to a very low static pressure of (40 kPa) with a slightly larger diameter size dual pipe system; and,
An all-new true dual exhaust system. It includes dual catalytic converters, one on each exhaust bank; two small resonators, one between each catalytic converter and the mufflers; and pipes-only running from each muffler all the way to the dual chrome exhaust tips which are packaged next to each other at the rear fascia. The two exhaust gas paths are totally independent all the way from the exhaust banks to the dual chrome tips, which are located next to each other. The resonator / pipe design is to achieve the desired exhaust notes.
On the GTO, the LS1 can be mated to GM's most aggressively geared (M12) six-speed manual transmission. The M12 provides quick, smooth, precise shifts; increases torque multiplication in almost every forward gear for quicker acceleration; and delivers outstanding high-speed performance by providing more usable torque at higher speeds.
The precisely controlled, smooth shifting, electronically controlled Hydra-Matic 4L60-E transmission is standard. Used in all GM light-duty applications, it has a long history of customer-pleasing performance and dependability. In the GTO, its electronic controls are calibrated to provide the performance of a super-sport vehicle.

Both the manual and automatic transmissions use the same low-geared 3.46 final drive axle ratio to maximize off-line acceleration. The GTO also offers a conventional limited slip differential, which increases available traction by using both rear wheels to transfer power when one loses traction.

The 2004 Pontiac GTO is a modern interpretation of the classic performance coupe, emphasizing contemporary styling and total performance. It will be available in Pontiac dealer showrooms before the end of 2003 in limited numbers. Pricing has not yet been finalized but is expected to be less than $35K.

General Motors Corp. (NYSE: GM), the world's largest vehicle manufacturer, employs 342,000 people globally in its core automotive business and subsidiaries. Founded in 1908, GM has been the global automotive sales leader since 1931. GM today has manufacturing operations in 32 countries and its vehicles are sold in more than 190 countries. In 2002, GM sold more than 8.6 million cars and trucks, nearly 15 percent of the global vehicle market. GM's global headquarters is at the GM Renaissance Center in Detroit. More information on GM and its products can be found on the company's consumer website at www.gm.com.

 

 

It's easily the fastest GTO ever...

I been saying 350 HP for 2 months

 

I think we've all been figuring right around 350 HP for a while now...

 

My question is what the heck will this thing be putting to the wheels? My WS.6 was rated at 325HP, but it put down 316HP to the wheels with an air lid (which is like 371 at the crank with a 15% drivetrain loss)...

-Jason

 

I have a feeling it will put out some pretty stout numbers at the wheels. I am going to say about 330 and I bet the torque will be very impressive too. I can't wait to see what one will run at the track with an accomplished driver.

 

For some reason I'm still unimpressed....its going to be a tick slower than a Z28 for approx. 10K more. I thought these Holdens were suppose to have higher 'bang for the buck' ratios than anything we had here? I guess a tick doesn't really matter all that much, and the extra quality is worth it, but I'm still unimpressed as far as performance (Never thought I'd say that about a stock low 13's car )

 

Well like you said the quality is a few notches up from the F-bodies and the utility and handling are also up. You can supposedly actually fit 4 adults in this car comfortably. Also, I'd say this car is more like 5k more than a similarly equipped F-body (leather, premium system, etc.) It seems like a good deal to me.

Seconly, I bet this car will put down the same numbers C5 corvettes do. Its essentially teh same motor going through an IRS. I cant see why theyd fluctuate too much.

 

Actually, to 60 it matches the LS1 Z28, and the Z28 normally ran mid 13s, making the GTO a tick faster in the quarter mile. Not bad for a car with the same engine, but weighs about 200 pounds heavier than a Z28.

(As for GTO's price, I'm still incredulous that anyone actually complains about it, yet remain silent over the fact that Chevy peddled a far inferior in handling, content and quality, SS Camaro for 7 years for the same price and roughly the same performance...even with a $23,000 Z28 available)

I suspect the fact you are unimpressed has more to do with the car itself, rather than the GTO's performance, which by any yardstick short of being catapulted off of the deck of an aircraft carrier, is really darn impressive.

 

Good stuff. to the GTO!

 

I thought the LS1 Z28 did a 60 sprint in about 5.1/5.2 w/ an average driver? Also the document said that the GTO will run low 14's in the quarter mile? Is that false? Also I thought w/ an average driver, an LS1 Camaro could do 13.3's pretty consistently?

 

I doubt it. With a solid rear axle vs. IRS, you're putting down 10+ rwhp vs. IRS due to greater efficiency. If the GTO is as fast or faster than a stock LS1 4th gen, all one has to do is modify the intake with most aftermarket setups (100-300 dollars) to run a faster time. Also, the '01-'02 LS1 4th gens typically dyno higher than earlier years and are running amazing times. There are so many sub-13 cars with just an aftermarket intake. For all you disbelievers look at ls1tech.com and ls1.com. And lets not forget the weight penalty. Unless the GTO is seriously underrated (I think its probably accurately rated), it will be slower in the 1/4 than 4th gens.

 

Um, didnt the LS1 already have 350 HP? *cough* under rated *cough*

Oh wait, maybe thats 350 to the rear

 

It sounds like the GTO will have what a fellow co-worker of mine calls "hit".
This guy is into the 60's big block muscle cars (especially Plymouths). Very smart guy.
But he always mentions how the old big block carbureated cars have a grunt that the new FI cars can't match. And I agree with him.
I had a '73 GP with a 400 Pontiac in it and that thing would smoke the tires off the rims if you nailed it while rolling at an idle speed. It's best 1/4 mile time was a 15.0. If you were in first gear, up to 30 mph; if you nailed it, it would smoke the tires. That car would snap your neck.

Now I have my Collector Edition. If I just roll it out in 1st, and then whack it, the tires do not even spin. The motor doesn't even seem to wind up that quick. You have to get the engine well above the 3 grand mark before you can actually feel the power. And you have to be over 3 grand when hitting it in 1st gear to get the tires to make any noise.
The car does not feel quick. It doesn't snap my neck. The power just kind of swells. Yet with only 967 miles on the clock, it ran a 13.4 . And there's more in the car, too. If I could drive it better, I could probably get a 13 teen to 20 out of it.

The car just doesn't have any "hit". I miss that feeling.

Our theory is that when you whack the throttle on a carb'ed car, you get that HUGE shot of fuel from the accelerator pump. A fuel injection system doesn't dump that kind of fuel instantaneously.

I hope the GTO, with these changes, feels like a big block carbureated car. If you've never driven one before, you won't understand what I'm saying.

I'm really going to have to drive a GTO when they come out. I want to see if these changes are noticable.

 

Have you ever driven a 3rd gen with TPI? I own three cars, two TPI thirdgens and an '01 WS6 T/A. TPI induction is FI, and it has an unbelievable kick off idle. Neck snapping, when you nail it below 3K that's exactly what you get! But where the TPI starts falling off, the LS1 is building to a beautifull crescendo of acceleration. The low end kick of TPI has to do with the cam (little intake/exhaust duration), long length of the intake runners, and small cc of the head intake ports. Stock these cars have 345 ft-lbs at 3200 rpm. I've seen mild cams with aftermarket TPI/heads pulling 450 ft-lbs out of a 350, try to do that carbureted.