Tim's 455 is equipped with the Edelbrock Performer RPM Power Package that includes a match
While Tim's Marimba Red GTO exhibits a modern hunkered-down look, father Doug's black Goat
Inside Tim's GTO, the only clues to the extensive upgrades are the additions of the afterm
New A/C controls found a home in what would be the stock location in Tim's GTO. The AM rad
Some fathers and sons go fishing to strengthen their familial bond, others may regularly take in a ball game. But in HPP, fathers and sons build Pontiacs, one of the most rewarding shared endeavors of all. Such is the case with Doug Askew and his son, Tim, a pair of Greensboro, Georgia, natives who have an affinity for '64 GTOs.
For Doug, the affection for Pontiac's first musclecar came in 1963 when, at the tender age of 20, he worked at a Pontiac dealership. "I was shopping for my first new car," he recalls, "I liked the '63 LeMans, but my sales rep, Jim Duke, suggested that I wait for the '64 models to come out because there would be a new option called the GTO. He didn't know much about it at the time but sent me the literature as soon as it was available. Needless to say, one look and I had to have one."
Doug's first new car was a Marimba Red '64 GTO with a 325-horse 389 four-barrel engine, black interior, a four-speed, and a 3.23 Safe-T-Track rear. Soon after delivery, Doug and his new wife, Jackie, headed to Daytona Beach for their honeymoon, making memories with their new Goat.
The GTO stayed in the family until 1969 when it was sold to help finance the construction of a new home. In 1975, son Tim was born, and his brother, Jack, arrived a few years later, as did a succession of '64 GTOs, ensuring that the young Askews grew up with constant exposure to Pontiacs.
The Father's '64 Gto - By 1983, Doug was searching for yet another '64 GTO. Shortly after purchasing this No. 2 condition Pontiac, a chance encounter with a deer put the Goat's nose out of joint, not to mention the right door and quarter-panel, prompting the decision to go ahead with another restoration earlier than planned.
The body was removed from the frame, and soon thereafter, Doug learned the true meaning of "Bondo Bucket" as it became apparent after stripping the shell that both of the quarters, the floors, the trunk, the package shelf, and even some areas of the roof needed to be replaced with fresh metal.
Once the metalwork was complete and the flanks of the GTO were as smooth as 12-year-old scotch, two coats of Martin Senour acrylic enamel were applied over primer and sealer of the same brand. Three coats of urethane clear followed, as did wet-sanding and polishing.
Fortunately, the news regarding the drivetrain was more positive. Though this GTO is not a factory Tri-Power model, under the hood was a correct '64 348-horse Tri-Power 389 that had been rebuilt to stock specs prior to Doug purchasing it.
The factory four-speed trans was reinstalled, as was the Safe-T-Track 3.23-geared rear. Using mostly stock replacement parts, the suspension was completely rebuilt, and an 0.875-inch rear stabilizer bar from a later Pontiac and boxed lower control arms were installed to augment the factory 0.938-inch bar up front in reducing body roll and understeer, while aftermarket gas shocks smooth the ride. GM restoration paint was used on chassis components and gloss black enamel was applied to the frame. The Askews rebuilt the GTO's four-wheel 9.5-inch drum-brake system as well. In fact, all the restoration work except the interior upholstery was performed by Doug and Tim at their home shop.
Around 2003, after the GTO was back on the road and leading a life of cruise-night leisure, Doug decided the Hot Rod Power Tour was too good an opportunity to pass up. However, thinking a stone-stock '64 GTO might not be the most comfortable mode of transport across 1,800 miles of Southern states in midsummer, he decided a few mods were in order.
To keep the red Morrokide from welding to his skin while driving in the heat of the day, Doug installed a knee-knocker-style aftermarket A/C system. A vintage, aluminum Edelbrock intake was bolted on, along with the company's 600-cfm carb to simplify the induction system, and an MSD Pro-Billet distributor and a 6AL box, which is hidden under the seat, ensures reliable spark. Stock log-style exhaust manifolds gave way to a set of Ram Air units to feed the 2.25-inch duals with twin mufflers and factory splitters.
Finally, a Tremec TKO five-speed trans from Hanlon Motorsports in St. Peters, Pennsylvania, and a Centerforce Dual-Friction clutch replaced the factory four-speed, providing a lower First gear as well as an Overdrive gear to turn lower rpm on the highway. "Now the GTO is fun to drive anywhere," Doug says. With a set of Weld Wheels that, at a glance, look like '60s vintage Halibrands, and blackwall radial rubber, the GTO took on the attitude of mild modified from back in the day.
The Son's '64 Gto - Tim appreciates his dad's '64s, but in his younger days, he was more into late-model performers. "I bought a '96 Cobra Mustang, then a Saleen Mustang," he explains. "I modified them and raced at the local dragstrip regularly."
With all the attention that was paid to Doug's '64 however, Tim soon decided that he too would like to build a '64 GTO but with a few more modern amenities. In what Doug describes as "a weak moment," he offered Tim his other '64 GTO, which had been awaiting a resto since 1992.
Doug bought this one out of Chicago and learned a valuable lesson about "sight-unseen" purchases. He and Jackie limped it home from the Windy City making frequent stops at auto parts stores as the headliner rained decomposing material down on them with each passing truck. They made it all the way to Georgia without a breakdown. Then 17-year-old Tim, excited to check out his dad's new Goat, hopped in for a spin down the street and instantly blew a head gasket! At the time, he had no idea that same GTO would be his 12 years later.
"I started that Pontiac on January 1, 2004," Tim tells HPP. "Dad gave it to me to build a drag car for the GTO Nats. January 2, I was outside sandblasting the frame, and dad realized we weren't building a drag car. In seven months, the GTO went from frame-off to finished. We made it to the GTO Nats with less than a mile on it. We were bolting on headlight bezels and grilles as it was loaded on the trailer."
Beginning with a '70 455 engine, the block was machined as needed and bored 0.030 over. The stock crank was refurbished, and aftermarket forged-steel rods were employed with JE forged flat-top pistons. While the oil pan is stock, a high-volume oil pump ensures the crude gets to where it's needed.
An Edelbrock hydraulic cam featuring 231/240-degrees duration at 0.050 and 0.516/0.516 lift was installed to complement the company's aluminum heads. A set of 1.65-ratio roller rockers and Comp Cams pushrods move 2.11/1.66 stainless valves in the 87cc chambers. Compression is approximately 9.5:1.
A Performer RPM intake is bolted to the heads and is fed air and fuel by an Edelbrock 800-cfm Thunder Series AVS carb, which draws atmosphere through a K&N air cleaner and fuel through a high-volume mechanical pump.
An MSD Pro-Billet distributor, coil, and 8.5mm wires deliver spark to the plugs, and Doug's 1.875-inch headers exhaust the 462 into 2.5-inch mandrel-bent pipes with an x-style crossover and a pair of Spin Tech mufflers.
... an Alpine AM/FM CD head unit that is hidden in the glovebox. Two MB Quart midrange spe
The stereo's output is boosted by JL 500/1 and 300/4 amps mounted in the trunk under a cus
This GTO was in restoration from 1984 to 2000. Its bumpers were rechromed in the early '80
Air Ride Suspension
Except for the knee-knocker A/C, the interior of Doug's GTO is all stock-restored in red M
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