By 1972, the Pontiac GTO had come full circle—from an option package for the Tempest to an option package for the LeMans (except for 1974, when it was an option package for the Ventura). In between, from 1965 to 1971, it was its own model—you wanted performance, you asked your Pontiac dealer for a GTO. The “Judge” option, introduced in 1969, was discontinued after 1971, as was the convertible model. Other changes were major reductions in the horsepower options on all three engine choices (as opposed to five in 1970 and four in 1971). The 400-cid option was down to 250 bhp from 350 bhp; the 455-cid option came in two flavors, a 250 bhp D-port and a 300 bhp RAM AIR. Both were a sad shadow of the former 350-bhp standard (400-cid), and the 360-bhp H.O. – RAM AIR big-block (455-cid) engines of 1970. Heck, the 400-cid RAM AIR IV from 1970 put out 370 bhp! Styling-wise, the ’72 retained the same nose as the ’71, along with essentially the same bodylines. The GTO option hung on until 1974, but by then orders had fallen off to the point that it was discontinued. Production numbers ran as follows: 32,450 in 1964, 75,352 in 1965, 96,946 in 1966, 81,722 in 1967, 87,684 in 1968, 72,287 in 1969 (6,833 Judges), 40,149 in 1970 (3,797 Judges), 10,532 in 1971 (374 Judges), 5,807 in 1972, 4,806 in 1973, and 5,335 in 1974. The GTO option wasn’t seen again until thirty years later, in 2004, when a retro version was re-introduced—testament to the drawing power of the Grand Turismo Omologato (GTO) nameplate.

In addition to the 1:18 scale image of the ’72 (see Rich Sufficool’s review on this site), and a 1:24 scale limited edition for Vicki’s Gifts in white, GMP has also released a 1:24 scale version in Adriatic Blue. After all the orange and black permutations (can you say Halloween?), I’m pleased to see the GTO in a color I’d probably have ordered, though I’d have gone for a black or gray interior rather than white. All the under-the-hood detail we look for is there on the scaled-down version of the 455 H. O. RAM AIR V-8—right down to rubber hoses and belts and correct decals. This is one area that GMP is never lazy with. The interior is up to standard too, with 3-D gauges and nice detailing throughout. The only flaw I can see is that the shifter (and this is common to all manufacturers) seems a tad large. Perhaps they figure that it might be too fragile if scaled to size. As is the case with all their 1:24 images, the suspensions are non-working, even though the literature says so (George Bojaciuk tells me it’s because its borrowed from the 1:18 scale images’ literature. That being the case, it’s time GMP fixed this.). I don’t find this lack of a working suspension a problem, however, since the cars always display the proper ride height. In the trunk, you’ll find a paper-wrapped spare tire and the trademark GMP removable floor mats. Undercarriage detailing is excellent, right down to the metal fuel line running from the tank to the engine bay. Overall, GMP has given us another worthy addition to the growing stable of muscle cars they’re assembling (the three ’87 Buicks, the four ’69 Cyclones, and the three [’70, ’71, and ’72] Goats). I’m interested to see what they have up their sleeve next.

From its heyday in the mid-60’s, to its retirement in the mid-70’s, Pontiac’s GTO spelled power and excitement for many. Even in its most anemic form, the GTO was a muscular-looking performance machine. It’s no wonder then, once the nation sorted out the price-of-gas versus performance-and-mileage issue, the venerated GTO name was revived once more. In a time when performance “tuner” cars are set up with a lap-top computer, the days when performance was measured by big-block cubic inches—and cold air was inducted into big bore carburetors—seem as ancient as the age of dinosaurs. Though the current GTO has only been with us since 2004, time alone will tell how long it will be around in the 21st Century. The very fact it’s back says a lot.

-Tom Pine