Power is fed through a Hays flywheel, a Centerforce Dual-Friction clutch, and a Tremec TKO five-speed. An HD steel driveshaft transfers the twist to a Moser 12-bolt rear featuring 3.55 gears and a posi unit.
Unlike dad's GTO, Tim's sheetmetal was pretty clean to begin with. The duo replaced the trunk floor, patched the quarters, and straightened dings before employing a regimen of PPG products to complete the body. Two Marimba Red basecoats are under four coats of PPG Concept 2000 clear that were wet-sanded and polished. Carl Bartholomew, of Cleveland, Georgia, restored the bright trim, and the bumpers were rechromed.
Tucked under the now-pristine body of Tim's GTO is a state-of-the-art Air Ride Technologies ShockWave suspension system. It features Air Ride's tubular lower-control arms up front and single-adjustable airspring bellows with integral shocks at the four corners.
Thanks to Air Ride's RidePROe compressor system, the suspension can be adjusted for ride height from the cockpit via an electronic controller that interfaces with the solenoids, compressor, and tank mounted in the trunk. Aiding the handling are Addco 1.25-inch-front and 1-inch-rear stabilizer bars to further reduce body roll in the corners, and an AGR steering box tightens the ratio to 12.7:1 for quicker response to steering input. A set of big Baer Brakes and 18-inch wheels and tires finish off the upgrades.
Tim is impressed with the handling of the GTO. As for Doug, "It's a little too sports car for me. It doesn't feel anything like a '64 GTO anymore." Both agree, however, the major problem when driving it is actually staying in the seat through the corners.
Conclusion - So what is it about '64 GTOs that has kept Doug captivated all these years? "I was 21 in 1964 and lived through the musclecar era," he says. "It just stays with you. The '64 GTO was part of my life from the beginning. Working in the Pontiac dealership reinforced that loyalty, and I was able to watch Pontiacs evolve.
"When people mature and have to be responsible adults, soon they want to relive their childhood. I did as well. I searched for my original '64 GTO, but all I could track down was the original transmission, never the complete car."
Happily, Doug is able to share his feelings for Pontiacs with his family. "I get wonderful satisfaction out of building these cars with my son. We work together 8 hours a day running the family business (high-end appliance dealer), and then we go home and work 3-4 more hours in the shop on our GTOs, all without a cross word. We respect each other and each other's opinions. Sure there is give and take, but we work it out. Who can ask for a better relationship than that?"
"I had been around '64s all my life," Tim says, "and it always fascinated me how dad knew every nut and bolt on them, and that he was so detail-oriented in building them. Now I like my '64 more than my later-model 442, Grand National, and Saleen Mustang."
"My son taught me that you can upgrade these GTOs to perform and handle like a more modern machine while retaining the classic look," Doug said. "Now I'm trying to do with my GTO what he's done with his." To that end, Doug is working on upgrading to a Stainless Steel Brakes Corp system and a switch to modern 18-inch wheels with steamroller tires, as well as springs and shocks to complement the changes.
And so the '64 GTO projects continue to evolve for this father and son team.
A bit more sedate than his son's engine, Doug's 389 Tri-Power spec powerplant now features
Out back, 18x10 wheels have 275/40ZR18 g-Force tires. Backspacing is 6 inches. "The tires
A set of 18x8.5 Billet Specialties wheels with 245/40ZR18 BFG g-Force tires are fitted up
Note the "down-low" stance of Tim's Goat in this photo as compared to the cover. It's made