فورد موستانگ، پرفروش‌ترین خودروی اسپورت سال 2016

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1

بچه ها شرمنده مطلب اولى رو 2 بار تکرار کردم
اما مورد اخر مشخصات فنى پونتىاک gto 1967 هستش
A corporate policy decision banned multiple carburetors for all cars except the Chevrolet Corvette, so the Tri-Power engine was cancelled and replaced with new quadrajet four-barrel carburetor. Chevrolet was able to keep the tri-power set up to help with their image; the GTO was really becoming a serious competition problem for them. To compensate, the 389 engine received a slightly wider cylinder bore (4.12 inches, 104.7 mm) for a total displacement of 400 in³ (6.6 L). Torque increased slightly, from 431 to 441 ft-lbf (584 to 598 N·m) for the base engine, from 424 to 438 ft-lbf (575 to 594 N·m) for the optional engine but power remained the same. Testers found little performance difference, although the distinctive sound and fury of the Tri-Power was missed.

Two new engines were offered. The first was an economy engine, also 400 in³ but with a two-barrel carburetor, 8.6:1 compression, and a rating of 265 hp (198 kW) and 397 ft-lbf (538 N·m) of torque. Offered only with an automatic, it was not well received by GTO buyers. The second engine offered at an extra cost of US$263.30 over the standard high-output engine, was the Ram Air engine. The package, which included a functional hood scoop (much like the previous dealer-installed set-up), featured stiffer valve springs and a longer-duration camshaft. Rated power and torque were unchanged, although the engine was certainly stronger than that of the standard 360 hp (268 kW) GTO. It was available only with 3.90:1 or 4.33:1 differential gearing, and its “hotter” camshaft left it with a notably lumpier idle and less cooperative part-throttle response.

Emission controls, including an air injector system, were fitted in GTOs sold in California only.

The two-speed automatic was replaced with the three-speed Turbo-Hydramatic TH400, which was available with any engine. When the Strato bucket seats and console were ordered, the TH was further enhanced by the use of Hurst’s Dual-Gate shifter, which permitted automatic shifting in “Drive’ or manual selection through the gears. It was generally considered an equal match for the four-speed in most performance aspects. Meanwhile, the Tempest’s inadequate drum brakes could be replaced by optional disc brakes on the front wheels (for US$104.79, including power boost), a vast improvement in both braking performance and fade resistance.

Hot Rod Magazine tested a 1967 Ram Air GTO with Turbo-Hydramatic and 3.90 gearing, and obtained a quarter-mile performance of 14.51 seconds @ 98.79 miles per hour (158.99 km/h) in pure-stock form, rising to 14.11 @ 101.23 miles per hour (162.91 km/h) with accessory drive belts removed, new spark plugs, and a slight modification to the carburetor. Car Life’s similar car ran 0-60 mph (0-97 km/h) in 6.1 seconds and the quarter in 14.5 seconds @ 102 mph (163 km/h) with 4.33 rear differential. They were critical, however, of the Ram Air’s behavior and tendency to overheat in traffic, as well as the ease with which a careless driver could exceed the 5,600 rpm redline in top gear (which limited the car to a maximum speed of 107 mph (171 km/h) with a 4.33 axle ratio). Nor was it cheap: for performance and appointments very similar to their 1965 Tri-Power, the price was US$4,422, a 20% increase.

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