An Injection Of Power
Bruce was looking for a little more performance from his GTO, and Jim went a step beyond while rebuilding its original WS-code 389ci. The block was zero-decked, and its cylinders were bored 0.030-inches to 4.09. Forged-aluminum TRW pistons fill them and ride on original cast-iron connecting rods, which ult-imately spin about the original 3.75-inch stroke crankshaft. Total displacement equates to 395ci.
The original No. 77 cylinder heads were treated to new 1.92/1.66-inch intake and exhaust valves, and a multi-angle valve job. The intake and exhaust ports were gasket matched, the rocker stud bosses were tapped, and threaded rocker arm studs were installed. Valve timing is controlled by a custom-ground camshaft with specs similar to an original No. 744, which was subsequently used in Ram Air applications the following year.
Like the 389ci in Ambrose's GTO, Bruce's engine inhales through its original Tri-Power intake manifold and Rochester carburetors, but its original exhaust manifolds exit into a reproduction exhaust system from Gardner. "We spent an entire day on the dyno dialing the engine in," Jim said. "It's basically a blueprinted version of the original 389 Tri-Power package, and will literally melt the tires in First or Second gear. It'll even leave two black strips if you stand on it in Fourth. It's just a pleasure to drive."
The Results
Ambrose says he couldn't be happier with his finished GTO, and that Jim deserves the credit. "He worked very hard-the car is absolutely gorgeous. I'm a freak about original cars, and told him that I wanted a top-class restor-ation that looked like it rolled off the truck in Houston. Well, the results speak for themselves."
When asked what he likes best about his GTO, Ambrose replied, "I love the stacked headlights. It gives the '65 GTO an elegant appearance, and my GTO is equipped with a distinct combination of performance and luxury. It's got a Tri-Power engine and a four-speed manual transmission for going fast, but it's loaded with convenience options including air conditioning for comfort when it's needed. It's really an all-world car."
Bruce says that what initially attracted him to his GTO still captivates him today. "I love the color combination, the lack of convenience options, and all the musclecar features. In my mind it's the perfect GTO-a stripper in elegant clothing. Of Jim's effort, he adds, "I couldn't be any happier with the result, and I'm absolutely thrilled with the way it runs and drives. Jim satisfied my ultimate fantasy-it's truly a dream come true for me."
Conclusion
The first public appearance for both GTOs was at the 2007 GTOAA National Convention in Columbus, Ohio, and the pair was certainly captivating. Show judges intently discussed which to award Best of Show honors, and though the final nod went to Ambrose's Blue Charcoal GTO, that's no indication that Bruce's Montero Red model is at all inferior.
Ambrose and Bruce are now acquaintances, and neither is shameful in saying that their respective '65 GTO convertibles could be considered Beauty or The Beast. The fact is, both Tigers are classic examples of the beautiful Pontiac Design Staff styling, yet their Tri-Power engines and manual transmissions are among the signature characteristics that made the GTO a performance leader of its day. It may be easiest to classify these GTOs simply as Beautiful Beasts.
 The original WS-coded 389ci...  The original WS-coded 389ci engine was mildly hot rodded during its rebuild. Jim spent a day on the dyno, tuning its original carburetors and transisterized distributor for maximum performance. The Ram Air pan is an original unit that the owner found and Jim installed. |  The deep-groove pulley on...  The deep-groove pulley on this 42-amp alternator prevents the drive belt from being thrown off as engine speed quickly climbs. It was included when a 3.90:1, or numerically higher axle ratio, was combined with Transistor Ignition. What don't you see on this convertible? Power steering. |  A voltage regulator limits...  A voltage regulator limits the amount of available alternator voltage by controlling field current. The alternators of most '60s GM vehicles were mechanically regulated to about 14 volts. A transistor voltage regulator was optional on most '65 Pontiac models, and used a series of self-contained electronic components to perform said task. The small plug in the center is removed to access the internal voltage adjustment arm. |