The '75 T/A can be a great...
The '75 T/A can be a great collectable Pontiac-especially with 455 HO power. To distinguish it from the '74 model, the parking lamps were moved from below the front bumper into the outer edges of the grilles and featured new chrome bezels.
As many of us know, 1975 was not a high-water mark for quick cars. Despite the fact that the Trans Am was slower than in years passed, it still flourished sales-wise in a tough climate. Current values on the underrated '75 T/As can make them a shrewd choice as an affordable collectible today.
Tough Times
By 1975, the GTO, Z28, GTX, AMX, Cuda, Challenger, and the real Mustang were all casualties of the musclecar wars. The remaining GSs and 442s were handling packages, the Road Runners' wings were clipped, and the Charger became a luxury car. Even the Trans Am was kicked in the powerplant. When the '75 model press releases came out, not only was the SD-455 gone, but so was the D-port variant. The only Trans Am engine was a 185hp 400, shy 40 horses from the previous year.
Then came some bad press. The March '75 issue of Road Test magazine published "A Bird Without Wings"-a blow-by-blow account of a Trans Am test, wherein its 400, automatic trans, and 2.56 rear conspired to produce a 0-60 time of 11.2 seconds and a quarter-mile e.t. of 17.99 at 79.36 mph. The writer stated that the Pontiac's 4,035-pound curb weight, power-robbing emissions controls, automatic trans, and Bonneville Speed Week rear gears were to blame.
The outlook began to brighten later in the year when Pontiac released the L75 455 H0 Trans Am package that also included special exhaust, a Super T10 four-speed trans, a 3.23 limited-slip rear, metallic brake pads, and a $150 price tag. Output was 200 hp and 300 lb-ft of torque (a loss of 50 hp as compared to the '74 D-port 455). The impact was felt at the strip as Car and Driver testers in "Firebird: Keeping the Flame Alive" revealed in the September issue that their 4,015-pound 455 HO T/A covered the 1,320 in 16.1 seconds at 88.8 mph. It was a vast improvement over the 400 of the same year but well off the mark of past T/As that were flooding the used car market following the recent gas shortage.
The profile was largely unchanged...
The profile was largely unchanged from 1974 save the new rear glass, which improves over-the-shoulder visibility and the (455 HO-only) exhaust splitters that add style. These optional body side moldings are not often seen on a Trans Am, and were dealer installed.
Truth be told, the '75 455 HO was not the HO of recent legend. It was more akin to the '74 D-port 455. There was no aluminum intake, no round-port heads, streamlined exhaust manifolds, or 288/302-degree duration 068 cam. In fact, the '75 455 HO shared its 2.11/1.66 valve D-port heads, 273/289-degree duration 067 cam, log-type manifolds, 7.6:1 compression, Y-pipe, and cat converter with other Pontiac lines. Its modest advantage over them was that the 800-cfm Q-jet carb and ignition were dialed in and a special muffler was utilized.
Perspective
Sure, the 455 T/A was slower than years passed, but keep in mind, there was no serious competition. Buick GSs and Olds 442s could still be had with 455s, but power was down and curb weight was close to 4,300 pounds. The Camaro's 350 four-barrel was wheezing at just 155 hp, and the new Mustang II made a pathetic 134 hp. Therefore, the Bird's crosshairs became fixed on the Corvette, as it would be its only real U.S.-based competitor for the next couple of years.
Not all changes in 1975 were bad, though. Rear visibility was given a boost with the introduction of an all-new rear window that wrapped into the quarters. The HEI ignition was a step forward in ease of maintenance and consistent performance. And, of course, the T/A's handling was still in a class by itself thanks to quick-ratio power steering, 1.25-inch and 0.812-inch front and rear sway bars, and Radial Tuned Suspension with fat GR70-15 tires.
Given its May '75 debut, just 857 455 HO Trans Ams were built that model year; 26,417 came with the 185-horse 400. How much of an advantage was realized by Pontiac in producing a muscle-like T/A when most other Division rivals and competing automakers pulled the plug on their performers? Total T/A production rose to 27,274 in 1975 vs. 10,255 for 1974-that's about a 166 percent increase in sales during a recession year.
 Pontiac's 15x7 Rally II wheels...  Pontiac's 15x7 Rally II wheels were standard and so were the GR70-15 steel-belted radials as part of the Radial Tuned Suspension. These original, optional, raised-white-letter tires and the wheels are nicely preserved because the first owner had removed and stored them in a climate-controlled environment soon after purchase, opting for different rolling stock on the street. |  King of the hill for the '75...  King of the hill for the '75 Trans Am was this WX-code 200-horse D-port "455 HO." Though it lacked the power and the trick engine parts of the past HOs, only the L82 Corvette had more power at 205 in 1975. Note the fresh, dark-metallic-blue engine paint, Oldsmobile used the same color on its 455. |  Inside the racy Trans Am cabin...  Inside the racy Trans Am cabin is a tilt steering column with a Formula wheel and a Super T10 four-speed manual transmission with center console. |
 The black rear Endura bumper...  The black rear Endura bumper was first added in 1974 and was one of the more aesthetically pleasing approaches to the new federal bumper mandates. Conversely, the Camaro bumper had an awkward, add-on appearance. |  | |