by
Bob Paris
Price
Guides
Sports
Car Market
|
Low |
High |
1968
GTO |
$16,800 |
$28,000 |
1968
Conv |
$22,500 |
$35,000 |
1969
GTO |
$18,200 |
$28,000 |
1969
Conv |
$23,800 |
$39,200 |
1969
Judge |
$32,200 |
$49,000 |
1969
Judge Conv |
$77,000 |
$126,000 |
**
all with 4 speed and RA/RA3
NADA
(July)
|
Average |
High |
1968
HT |
$26,300 |
$40,600 |
1968
Conv |
$32,500 |
$51,900 |
1969
HT |
$26,600 |
$34,500 |
1969
Conv |
$29,600 |
$49,200 |
1969
Judge |
$27,000 |
$45,000 |
1969
Judge Conv |
$44,500 |
$74,500 |
**
all with 4 speed and RA/RA3
Hemmings (Apr 2005)
|
Average |
High |
1968
HT |
$19,500 |
$27,000 |
1968
Conv |
$27,000 |
$39,000 |
1969
HT |
$20,500 |
$27,500 |
1969
Conv |
$29,000 |
$40,000 |
1969
Judge |
$27,000 |
$45,000 |
1969
Judge Conv |
$44,500 |
$74,500 |
**
all with 4 speed, tri-power or RA
Old Car Price Guide (Aug
2005)
|
#3
VG |
#2
Fine |
#1
Exc. |
1968
HT |
$17,700 |
$27,500 |
$39,200 |
1968
Conv |
$20,200 |
$31,400 |
$44,800 |
1969
HT |
$18,900 |
$29,400 |
$42,000 |
1969
Conv |
$21,500 |
$33,300 |
$47,600 |
1969
Judge |
$23,400 |
$44,100 |
$63,000 |
1969
Judge Conv |
$32,300 |
$49,900 |
$71,400 |
**
all with 4 speed and RA/RA3
|
|
July
27, 2005
This is the
third in a series of articles covering GTO values in the market place. Data
is gathered from several sources (magazines, auctions, price guides, etc.)
and reported in this column. There are so many variables when determining
value that we can’t get too specific and at best we might be able to have
an idea of the value range. Remember the data from these sources are a
lagging indicator of average prices.
This
month covers 1968 & 1969 GTOs
Auctions
1968
Conv
|
Barrett-Jackson
|
$39,800
|
Jan
05
|
1968
HT
|
Kruse-Ft
Lauderdale
|
$15,700
|
Jan
05
|
1968
HT
|
Kruse-Dayton
|
$17,700
|
Feb
05
|
1968
HT
|
Mecum-Kansas
|
$17,200
|
Apr
05
|
1968
HT
|
Mecum-Kansas
|
$18,400
|
Apr
05
|
1968
HT
|
Mecum-Kansas
|
$26,400
|
Apr
05
|
|
|
|
|
|
|
|
|
1969
HT
|
Barrett-Jackson
|
$26,000
|
Jan
05
|
1969
HT
|
Barrett-Jackson
|
$32,000
|
Jan
05
|
1969
HT Judge
|
Kruse-Ft
Lauderdale
|
$90,500
|
Jan
05
|
1969
HT
|
RM-Boca
|
$15,500
|
Feb
05
|
1969
HT Judge
|
RM-Boca
|
$38,500
|
Feb
05
|
1969
HT Judge
|
RM-Toronto
|
$31,200
|
Apr
05
|
1969
HT
|
RM-Toronto
|
$32,100
|
Apr
05
|
1969
HT
|
Kruse-Auburn
|
$18,500
|
Apr
05
|
1969
HT Judge
|
Kruse-Auburn
|
$38,500
|
Apr
05
|
No
1968 or 1969 sales in May - June. 1968 – Car of the year An
extensive restyling distinguished the 1968 GTO from the previous models.
Most notable was the new Endura color-keyed front bumper. The GTO was the
first GM car to use this new flexible polyurethane covering that allowed
minor dents to pop out without any permanent damage. Optional hidden
headlights combined with the Endura nose created a handsome vehicle unlike
any previous GTO. The stunning styling, powerful performance, solid
engineering, and excellent market timing were all factors that helped the
GTO garner the coveted Motor Trend Car of the Year award.
More
horsepower was on tap for the new body style. All engines displaced 400
cubic inches, but the standard engine rose to 350 horsepower from 335
horsepower – the no-cost economy two-barrel engine gained 10 horsepower
for a 265-horsepower rating. The optional HO engine remained at 360
horsepower, as did the optional Ram Air engine until March 1968, when the
366-horsepower Ram Air II option was introduced.
Considering
its high-performance equipment, the Ram Air II’s rating was probably
conservative. It came with 10.75:1-compression forged pistons, forged steel
crankshaft, new cylinder heads with round exhaust ports, free-flowing
exhaust manifolds, a high lift camshaft with the corresponding
high-performance valvetrain components, and a re-curved distributor. The Ram
Air II put 445 lb.-ft. of stump-pulling torque to the pavement via the
mandatory limited-slip Safe-T-Track rear end with 4.33:1 gears.
The
coupe body style was dropped for ’68. Sales were tilted heavily toward
hardtops, which sold 77,704 units compared to 9,980 convertibles. The
popular hood-mounted tachometer option continued from 1967, too. The Ram Air
cars had 5500-rpm redlines compared to the standard 5200-rpm limit. The
external tachs helped the GTO project a powerful performance car image.
1969 – Here comes ‘The Judge’
GTO
engines got even more exciting in 1969 with the introduction of the Ram Air
III and Ram Air IV versions. Considerably underrated at 370 horsepower, the
Ram Air IV was the zenith of GTO performance. The RA IV used many of the
high-performance parts introduced on the ’68 Ram Air II, along with the
cold air induction system that came with the Ram Air III. Both RA III and RA
IV used driver-controlled flapper doors on the twin hood scoops. As powerful
as the Ram Air IV was, it still used hydraulic lifters and was far more
tractable in traffic than competitors’ solid lifter engines. The RA IV
didn’t overheat or foul spark plugs. It was only available with a 3.90:1-
or 4.33:1-geared limited-slip differential.
The
real star of the 1969 lineup was the GTO Judge. The original intent of the
Judge (although it’s commonly referred to as the GTO Judge or simply
Judge; the fender decals said “The Judge”) was to combat the upstart
low-price muscle cars like the Plymouth Road Runner.
Pontiac
’s initial answer to the
Road Runner was to be called “ET” or “E/T” – a reference for the
drag racing term “elapsed time.” The car was to be based on a
stripped-down, bench seat, LeMans coupe with a flat hood and Rally II wheels
without the trim rings. The engine was a
Pontiac
350 with cylinder heads from the 400 HO engine. Tests of the prototype E/T
against 383-powered Road Runners proved that the budget GTO could outrun the
Plymouths.
As
strong as the 350 was, it wasn’t a 400; and DeLorean was adamant about
GTOs being powered by 400-cubic-inch engines. He quickly killed the 350 E/T
project and requested a car that was up to GTO standards. Ironically, the
resulting car turned out to be the most expensive GTO. The Judge option was
available on hardtop and convertible bodies. About the only E/T parts that
remained were the Rally II wheels without trim rings.
DeLorean
is credited with naming The Judge. His inspiration was the hit NBC-TV show “Laugh-In,” which had a recurring bit with the tag line, “Here come de
Judge, Here come de Judge.” In retrospect, it may seem odd to name a car
after a bit on a comedy show, but “Laugh-In” was very hip with a huge
audience of young viewers – the exact demographic DeLorean wanted to
reach. This was an era where car companies named models after cartoon
characters, came up with names like Boss, Eliminator, Grabber, Rebel, Demon,
and Swinger, and painted them outrageous colors such as Panther Pink, Go
Mango, Sublime, Banana Yellow, and Plum Crazy. In that light, “The
Judge” wasn’t out of place.
The
initial Judge color was bold and eye catching. Called Carousel Red, it was
actually more of an orange hue. The shade was exclusive to the Judge for the
GTO line, but the same color was available on Chevy Camaros as Hugger
Orange. Approximately the first 2,000 Judges were painted Carousel Red.
After February, Judges could be ordered in any GTO color, but approximately
80 percent of the cars sold in 1969 were Carousel Red. Besides the wild
color, stripes, pop-art graphics, and hood scoops, Judges came with a
massive 60-inch-wide rear spoiler.
Judge
engine choices were limited to the standard Ram Air III or the optional Ram
Air IV. Four-speeds and the Turbo Hydra-Matic transmission were available.
Despite a late start, The Judge accounted for 6,833 sales out of the ’69
GTO’s total of 72,287 cars. Judge convertibles were rare. Only 108 were
produced in 1969, making them one of the car collecting world’s most
valuable finds.
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