Arrest me red 65 GTO!
1965 GTO built by Global West fabrication and service departments. This is one of several on going projects.
The photos below show the installation of Vortechs new supercharger for Pontiacs. The motor is a 400 out of a 68 Firebird. Vortech used the car for proto typing the kit. Vortech requested a stock motor for testing in order to show the gains. We do have a more serious motor waiting to drop in.
1965 GTO build up: The original concept was to build a daily driver that was setup for handling. Somewhere I went over the edge.
Frame: We sand blasted the frame and prepped it for powder coat. The entire frame was buffed and re-welded. In addition to the welding we re-enforced the frame rails and added additional supports at the rear spring and shock mounts. The car had air shocks on it prior and the top shock mounting locations where damaged. We repaired them and added additional support. The side rails are boxed, but not just by adding flat plates. The plates have tabs that are bent and protrude into the frame channel. Then they are welded. This increases the frames resistance against twisting. Note: Just by adding a flat plat to the frame does not provide optimum strength. Frame twist can still take place. We also had to install the motor and transmission for a trail fit because we converted over to a Richmond 6 speed transmission. This requires moving the transmission cross member back about 4 inches. After all the frame modifications had been completed we where able to send it out for powder coat. When the frame came back from powder coat, we assembled the suspension onto the frame.
Frame Body Mounts: We special built Global West Interloc solid body mounts.
Suspension: The suspension is our Global West negative roll system front to rear. The negative roll is a handling package. Since our background is setting up race car suspensions for road racing for the last 30 years, making this car handle is a natural. The suspension consists of the following: Street setup
For handling --- no rear sway bar
Steering: Steering is handled by the Delphi fast ratio power steering box #ST-42. The steering column was also modified for a better fit when driving the car. Normally the steering wheel in those cars is fairly close to the driver. We shortened the column up about 3 inches, which gives us more arm extension when driving the car. The modifications are not noticed.
Brakes: Front brakes are Global West CAT 5 - 6 piston - 13 inch brakes Part # C5-1300-6. The brakes contain new modified B-body spindles that are taller then stock. Global West manufactures the hubs out of 7075 T-6 materials. The hubs use ARP studs and BCA bearings. The rotors are Coleman ventilated 1-1/4 wide 13 inch used on stock cars. We install slots in the rotors and zinc wash then before assembly. Wilwood 6 piston calipers and pads are used along with Wilwood aluminum hats.
Rear brakes are Wilwood 12 inch with parking brake kit #W140-7578-C5 kit. This is classified as a Chevy Special rear disc setup. The pattern in the rotor is designated by C-5. This rotor will match up to the front brake kit.
Brake lines and related parts. The brake lines are stainless steel, which we custom bent. The flex lines are all braided steel. Note: The front lines are included in the #C5-1300-6 kit. The braided lines for the rear calipers is #DB-55 and the line between the frame and the rear end is #DB-51.
The front steel lines are ran inside the frame so they cannot be seen. Stainless steel fitting are install in the frame connecting the braided line to the calipers.
The master cylinder is a Wilwood manual 7/8 diameter W260-9439P (polished). The car originally had power but because we wanted the engine compartment clean we converted over to manual. Note: By choosing the correct master cylinder size and pedal ratio, we can make manual almost feel like power. An adjustable proportioning valve is also installed in the rear line #DB-99. New parking brake cables are used in order to hook up the Wilwood rear parking brakes. We used Lokar #LOK-81FHT.
Wheels and tires:
Wheels --- American Racing Torque Thrust 2’s -------- 17 x 9-1/2 with 6 inch back space --- front and rear
The tires currently are Kumho MX 275 x 45 x17
Rear End: The rear end is a 12-bolt posi with Ford big bearing outer bearings and 31 spline axles. We had J & S Gear out of Huntington Beach build the rear end. They installed 3.42 gears and a C-clip eliminator kit. The axles are drilled with a Chevy bolt pattern 5 on 4-3/4. Studs are ½ inch. We trial fit the brake lines onto the rear end and welded additional tabs for mounting. We also made a pair of centering rings to index the 12-inch rotor onto the axle. The rings are permanently secured to the axles by tack welding using silicon bronze rod. Once trail fit was over we disassembled the rear end and sent it out for powder coat. In addition we installed an aluminum cover that provides additional support to the carrier bearing caps.
Drive shaft: The drive shaft is an Inland Empire aluminum 4-inch diameter unit with turbo 400 yoke.
Transmission: The transmission is a Richmond 6 speed with a Longs shifter. The car was an original 4-speed car but installing the Richmond required us to enlarge the transmission tunnel. We cut the tunnel out of the car and fabricated a larger tunnel, making sure the original panel for the shifter still fit. The car had a consol in it and I wanted to keep the correct look. Installing the 6 speed also required us to move the transmission cross member back, which we did during our frame clean up. Upon moving the console back we had to build new floor heater air ducts that are fabricated out of aluminum. We contoured the ducts to flow into the console. The aluminum duct was then anodized black.
Bell housing, clutch and clutch master: Lakewood steel scatter shield
The clutch assembly is a McLeod with a hydraulic throw out bearing. The clutch master cylinder is made by Wilwood. We also designed an aluminum plate that allows the clutch master to bolt up without any modifications. The plate allows the stock clutch pedal assembly to be used in the passenger compartment.
Engine and engine compartment:
Cooling system : The cooling system consists of the Afco aluminum cross flow radiator. We installed an electric fan and then custom built the fan should to accommodate the supercharger pulleys and increase flow through the radiator..
Billet Specialties components was used for the radiator over-flow and windshield wiper fluid tank. On top of the radiator core support we designed an aluminum panel for keeping the air flow through the radiator and dressing up the engine compartment..
Exhaust System: Doug’s full-length headers / Magna Flow 3 inch stainless steel exhaust system
Installing the exhaust system took a bit of time, especially routing 3-inch pipe over the rear end. Magna-Flows kit is nice; with a little bit of finessing we tucked the pipes up tight to the floor for more ground clearance.
Body and interior: The GTO had the traditional rear window rust problem. The rust was bad enough to take out the back deck area. I was lucky to find a 65 Buick coupe for a donor car that had zero rust. We cut the entire section out and replaced it.
The body was removed from the frame and a great majority of the body repair and paint was handled by American Muscle Car. An NOS front bumper was found back east and installed
The back of the rear seat normally is a cardboard divider ---Our machine shop built an aluminum plate to fit the entire back seat separating the passenger compartment from the trunk. The plate is out of ¼ inch 6061 material and is hard-anodized black with the Global West logo engraved in it. A light bar illuminates the panel when the trunk lid is opened.
Upholstery was done by Collins Custom interiors Upland CA.
Year one supplied the carpet, upholstery kits and related interior pieces.
Before the interior was installed, Dynomat was installed in the doors and on the floor
Various body parts are handled by the following : Original parts group, chrome air conditioning ducts and bezels, gage cluster lens
Air Conditioning; At the time a 1965 GTO air conditioning system was not available so I purchased a Vintage air unit for a 65 Chevelle. We modified the levers and made custom activating cables to get the unit to work properly. I used parcel ducts form Vintage air and installed factory replacement air ducts in the dash. In the engine compartment we designed a cover for the heater fan opening and ran the hoses under the fender out of sight. The original non-air heater box is still retained. The heater hoses where converted over to braided steel lines and fittings.
Factory Gauges and wiring: The factory gauges where taken apart and cleaned. I also reset the odometer because the car was going to be completely new. All new wiring kit was installed from M&H.
Stereo system:11 speakers are now in the car, along with 2 amps and 1 sub woofer.
More to add.