ABOUT THE GOLD S/E OPTION
Here is some info gained from Pontiac paperwork provided by contributor Rocky Rotella. Believe it or not, the Gold Special Edition Trans Am was originally cancelled in Car Distribution Bulletin (CDB) 78-F-4 dated July 19, 1977. The Black S/E, UPC Y82 (with Hurst Hatches) was to continue, and the Black S/E, UPC Y84 (Fisher hatches) could be ordered but was on hold. Despite the cancellation of the Gold S/E, the code 50 Solar Gold paint was announced as available for Trans Ams in the August 1, 1977, CDB 78-F-6. It also stated that a new hood bird was designed to be used exclusively with the Gold Paint.
CDB 78-F-8 (October 5, 1977) announced that the Gold S/E (UPC Y88) will in fact replace the Black S/E (UPC Y84) in January 1978. Production to start January 2. Orders for Gold S/Es to be accepted beginning in November 1977.
According to that CDB, the Gold S/E Package includes:
- Solar Gold exterior with dark gold pinstriping
- Gold grille liners, instrument panel, and miscellaneous interior and exterior emblems
- Black taillamp housings and black windshield and backlite moldings
- Interior trim restricted to base or custom Camel Tan vinyl, cloth, or leather (leather was later canceled in CDB 78-F-14 November 30, 1977)
- Gold glass in Fisher hatches (CC1) with anodized gold moldings (gold moldings were later cancelled in CDB 78-F-10 October 17, 1977)
- Formula steering wheel in Camel Tan with gold spokes
- Gold 15x7 cast-aluminum wheels (NOTE: 15x8 gold cast-aluminum wheels when WS6 is ordered)
An October 6, 1977, memo to zone managers states again that the Black S/Es will be replaced with the Gold S/Es and that dealers need to be made aware of the changes. It also mentions a contract with Hurst to produce a certain number of cars with its hatches (Y82). Once the contract is fulfilled, Y84 production will begin. Dealers are encouraged to solicit Y82 orders for the next 30 days.
Car Distribution Bulletin 78-F-14 dated November 30, 1977, announced the price for the Y88 package would remain the same as Y82 and Y84, at $1,259.
| IN THE CODES |
| Item | Code/Casting |
| W72 400 Engine (Man. Trans.) | WC |
| Heads | 6X |
| Intake Manifold | 10003395 |
| Carburetor | 17058263 |
| Distributor | 1103315 |
| Cam | 10003402 |
| Transmission: Super T-10 | ZT |
| Rear: Safe-T-Track, 3.42:1 | 2PY |
| Paint: Solar Gold | 50 |
| Upholstery: Camel Tan Deluxe | 62B1 |
| 15x8 Snowflake Wheels: Gold | JF |
ABOUT THE RESTORATION
"I'm not sure how many idiots like me have ever put $73,000 into a Trans Am, but it's a damn fine car now," owner Jerry Clum told HPP. The following photos illustrate some of the restoration process on this T/A. For the most part, Murphy's restored it to appear as it did when they took it apart. Since mileage was low, much body, drivetrain, and chassis info could be documented. Some of what you see may not agree with the norms of chassis finishes discussed in the hobby. This is partially due to the fact that all surfaces that were supposed to remain bare metal from the factory were painted to preserve the look and ward off rust. In a few areas, however, the T/A is admittedly overrestored per the owner's wishes. These include the lack of overspray in the cowl area, body color--keyed floor pans, and wheels that are more polished than stock. This restoration was completed in just six months because the owner had to it have ready in time for the T/A Nats. According to Mark Murphy of Murphy's Classic Restorations, "This Pontiac was easier to restore than one that is completely rusted out, of course. But you still have to attend to every nut and bolt regardless of the car's original condition. Combine that with the amount of photo documentation that we did and the tight time frame and you have a challenge. Careful planning was key to getting the job completed on time, and I'm very pleased with the results."
With the front clip removed,...
With the front clip removed, we see proof that even low-mile Pontiacs that were stored get dirty. You can see traces of the factory primer with gold overspray on the outside edges of the firewall. Also note the flash-chromed valve covers that were part of the W72 package.
What Trans Am owner in the...
What Trans Am owner in the rust belt wouldn't kill for floorpans like these? I guess pampering does have its privileges. Note the rubber plug in the doorjamb, evidence of an earlier rustproofing. The plugs were removed and the holes were repaired and painted during the restoration.
Now This is a complete teardown....
Now This is a complete teardown. The crossbars in the door openings help maintain rigidity of the shell while it's on the rotisserie.
That bare-metal rear quarter-panel...
That bare-metal rear quarter-panel is a feast for the eyes for anyone who has ever owned a Second-Gen Bird. Except for a small spot at the front of the wheelwell, it has no bodywork done to it. We can see the roof seam has been smoothed, and the jambs are edged with primer. Mark also told us that factory waves were removed from the body (i.e. upper doors) and panel alignment was improved upon.
Here, the body is edged and...
Here, the body is edged and reassembled--painting will follow. Mark Murphy explained that he edges in body color and then assembles the body prior to painting any car with metallic to ensure continuity of metallic flow out from panel to panel.
In the engine compartment,...
In the engine compartment, DuPont Imron in semigloss black was used, the cowl and fenders have been edged in color, and the glass has been reinstalled. Polyurethane bushings have replaced rubber in the suspension but the factory ball joints were retained--you can just see the rivets of the upper balljoints in this photo. Factory rivets get drilled out to remove the old balljoints and the new ones are installed with bolts and nuts, thus losing the stock appearance. So if you see a Pontiac with riveted upper balljoints, it may be a low-mileage piece (or it's really overdue for a rebuild).
The front suspension was restored...
The front suspension was restored per the teardown photos taken. Exceptions are the aftermarket shocks and endlinks, and finishes applied to the stabilizer bar, tie-rod sleeves, and springs to replicate a natural metal appearance. The blue bolt heads were replicated as well.
The Safe-T-Track rear was...
The Safe-T-Track rear was detailed with an as-cast-appearing centersection and semigloss black axle tubes. Gears inside are factory-installed 3.42s. Edelbrock shocks are used. Painted to look natural along with its brackets is the rear stabilizer bar, which measures 0.75 inch and is part of the WS6 package. The gas tank is natural and appears to be galvanized steel.