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gastrografin enema manual guideNote the woman using her futuristic car phone in this ad. Changing the weak 4T45 auto in a late model Grand Am GT to a 5- or 6-speed is pretty popular. Maybe, if you have a lot of time on your hands. The list of stuff I replaced would make your eyes water, especially the parts that were replaced more than once. I replaced the GMC with an early Nissan Frontier and the Grand Am with a first gen Focus, and have only had to do routine maintenance on either vehicle. Maybe new-GM is better, but I’m not sure I want to take that chance, especially from the used car marketplace after the factory warranty has expired. They just filled the whole damn center of the steering wheel up with buttons. I remember sitting in one in 1984 (age 8) and thinking I was seeing The Future. Otherwise, we might as well drop entire cars, refrigerators, etc.Maybe that explains the shoddy, quick-to-rust steel coming from China. Just for the rarity, it’s sad to see it at a salvage yard. Sure, it had a heaping helping of that big, lazy american muscle under the hood, but with shoddy brakes, hypothetical steering, and an interior that fell apart with just the thought of turning on the cassette player, it wasn’t really that good of a car. Tap the pedal and experience a surge of Amurrikan Powah.On or off, those are your choices.I was a Japan-only driver at the time so I was surprised how shoddy his early 90s Grand Prix was. The plastic interior rattled and squeaked like a car with over 250k miles, but the thing was only 1-2 years old. But as the Pontiacs rust away the V6 Charger seems to be replacing them. I drove a manual Lumina Z34 of the same vintage. I would think the Grand Prix GTP stablemate would have also had the option.The turbo and Quad4 were automatic only. Given that the Quad 4 was originally an Oldsmobile Engine, that made some sense. Interestingly the manual trans Quad 4s made more power than if you ordered an automatic.http://mobiligennari.com/userfiles/fire-fighting-operation-and-maintenance-manual.xml
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Pontiacs had clean styling up until the mid-90’s when they heaped plastic body cladding on all their models. Very sharp indeed. I purchased that cassette deck shown and installed it myself (estaba hecho en Mexico, esta bien hecho)as it was an option not on the car at the dealership. The only manual cars available were higher-end models, above of a poor sailor-with-a-family’s price range. Not a bad car, returned really great mpg’s (around 30 on the highway), pretty good performance for a guy who’d owned air-cooled VW’s for the previous 15 years.I don’t think I’ve ever seen one. Car phones were scary. The ’89 Riv I bought in 1994 didn’t have it though. All the time. But I do have an Aztek story if that suffices. Aztek counts. I don’t think he was around today. In 1988 or so, MTV did some big thing called the Museum of UnNatural History, where advertisers set up product kiosks in shopping malls. The Pontiac kiosk showed a version of the video below on a huge theater-type thing that was 4 screens high and 4 screens wide. Parts of the video utilized the whole thing full-screen, while other parts showed different scenes on different screens at the same time. I stood there and watched it on endless loop, mesmerized. I rented a Grand Prix, liked it and bought one. The other car I considered was the Nissan Maxima, which was priced several hundred more. (I had a brace of motorcycles to satisfy the other urges.) Luckily I married a gal who got in there with her sewing kit and made it right. The funniest part of the interior was the brace of levers on each side of the steering wheel, which, combined with the orange gauge lights, made a real Flash Gordon set-up. Everyone commented on it. It was not heavy — 3,300 pounds, if I recall. After I replaced the Goodyears with better tires, it went haring through California’s coastal mountains with decent dispatch and resolution. For all the limitations of FWD, it was fun. Then I drove it across country and it got better than 30 mpg.http://www.dialogosconsultoria.com.br/userfiles/firearm-safety-manual.xml The only issue was a bit of blistered paint, which GM had redone gratis. Replaced the alternator. The thermostat, too. The brakes needed attention. That was it for for 100k. The shift feel was like stirring a bucket of nuts and bolts with a golf club. Engaging reverse was coupled by a loud “CRUNCH!” He looked at me. I smiled and told him “they all do that!” That loud crunch brought back memories of my first car. They thought this was the best of the W bodies. I noted the lack of power windows, locks, etc. After obtaining a nice white ’96, my “thing” for these cars expired rapidly. As rapidly as the the POS degenerated from a shiny new car into a worn out pile of crap with under a hundred thousand on the clock and its second transmission, entire suspension and steering ready to let go at any time. I guess I really can’t complain for eight years of service but for a car that was exceptionally well maintained it just couldn’t hold itself together. Those interior plastics (blue in my case) degraded quickly, looking oxidized and brittle. Squeaky dash syndrome was omni-present. Clear coat delamination was a big issue with these things as well. The stupid VATS pass key also added fun when turning starting the car into a ten to fifteen minute procedure. Damn chip would wear out or just be “dirty “. I was not at all sad to see my GP go to a new home when the time came. I was a young sergeant in the United States Air Force in Oklahoma and I wanted a sporty car but this was all I could afford. I was naive and the Pontiac salesmen took advantage of me. After several hours of “negotiating” I finally closed the deal on my first brand new car and they handed me the keys. I walked out to my new car only to discover that it was light blue. Then it dawned on me that I was wearing my brand new “blue blocker” sunglasses when I first saw the car, which made the it look silver (instead of “blue”). Aaaaaarhg!https://www.interactivelearnings.com/forum/selenium-using-c/topic/19089/dgs-3627-user-manual Well, it was too late to back out I thought, so I drove the car away and was still amazed at my first new car even though I paid to much for it. Several years later, I received orders for Keflavik Naval Air Station (yes, the Air Force had a radar site there), so I made arrangements to ship the car there for my two year tour. After the car arrived, an Icelandic government agency offered to buy the car from me for cash, so I gave in and sold it to them. I’m sure it’s in a landfill by now. I miss that car. Look at the models of climate change which you rely upon, they are. Waiting for your answer. Most of the Italian sports cars now come with a 7-speed dual-clutch automated-manual transmission that Ferrari—and most buff books—claim produces better acceleration numbers than would a traditional stick shift. For example, no domestic-brand midsize sedan can be had with a manual anymore. A couple of estimates put the current take rate on manual transmissions at just under six percent of all new vehicles sold. The 1991-1993 Pontiac Grand Prix is just such a vehicle. Here’s the story: Curiously, a 160-horsepower 16-valve “Quad Four” engine was the standard mill, while a new 140-horsepower 3.1-liter V6 was a no-cost option.The turbocharged V6 came only with a 4-speed automatic, however. New that year was the 24-valve 3.4-liter “Twin Dual Cam” V6. Good for 210 horsepower, the new V6 came standard with a 5-speed manual transmission. Even more interesting, the new V6 was available across the model line. The other Grand Prix engines remained “auto only.” The engine was available in various cars between model years 1991 and 1997. Those years, the GT was essentially a 2-door version of the 4-door-only STE. For 1994, the 3.4-liter V6 returned, but the 5-speed manual transmission did not. No subsequent Grand Prix would be equipped with a manual transmission. The Dual Twin Cam V6 would remain a Grand Prix option until the car was redesigned for 1997, after which General Motors’ ubiquitous 3.8-liter “3800” V6 would assume the role of top Grand Prix powerplant. We may earn money from the links on this page.The obvious part of the formula is obviously far from new: Cram a big ol' V-8 in there, make the car go faster. Detroit has been doing this since the '60s. But what may not be so obvious is that there's a big asterisk to the formula when you start applying it to a front-wheel-drive car.Despite various engineering advances, the problem persists in cars such as Acura's otherwise superb TL, which sends 270 horsepower through a six-speed manual transmission to the front wheels via a helical limited-slip differential. But in the Grand Prix GXP, with more horsepower (303 at 5600 rpm) and a lot more torque (323 pound-feet at 4400 rpm), torque steer is not a serious issue. There are hints-a little tugging when the driver cracks the throttle at low speed-but no real wrestling. More in a minute. But first, another front-engine, front-drive problem, one that's even more chronic than torque steer. As a consequence, the front wheels carry more than their fair share of the car's mass, diluting the ability of the tires to transmit steering inputs. Worse, the front tires are also required to transmit power to the pavement, and all things being equal, the poor things just can't handle their multiple assignments as well as the front tires of rear-drive cars. The result is understeer. The faster the driver herds the car into a turn, the more it wants to go straight. But there was a nasty side effect: Increasing the contact patch at the front amplified torque steer. However, after experimenting with a number of different tires from a variety of manufacturers, Minch and company decided the problem lay in the tire's construction-the way the plies were wrapped-and not the footprint. With sufficient application of power, the tire sidewalls distort, thus affecting directional stability. Bridgestone, the supplier of choice, was initially reluctant to accept this theory, but when the GXP team achieved improved results using an off-the-shelf tire from another maker, the Bridgestone people got to work and developed a tire that delivered the desired performance. Other elements of the GXP package include Bilstein monotube front struts--a first for a front-drive GM car, according to Minch--and forged aluminum 18-inch wheels (8.0-inch-wide front, 7.0 rear), a stouter rear anti-roll bar, and a 0.4-inch reduction in static ride height versus the old GTP Competition Group. The powertrain troops had to develop a tidier version of the 5.3, achieved by creating a unique edition of the block with a shorter crank, a single-belt accessory drive, and a starter mounted on the transmission rather than on the engine block.Pared down, the 5.3 V-8 met the assembly parameters—it installs from beneath—and provided an extra payoff at the scales. The all-aluminum V-8 is actually lighter than the supercharged iron-block 3.8-liter from the old GTP. Let's be clear. This ain't a BMW. It's not as agile as the sports-sedan pacesetters from Bavaria, and even though the unique tire stagger puts the GXP's responses much closer to neutral, the Pontiac's defining trait is still mild understeer. The four-speed TAPshift manumatic is better than some we've experienced, leaving upshift decisions totally in the hands of the driver, but the transmission offers only four speeds to play with. The engine's torque band is so broad, and the transmission's up- and downshifting so prompt in full automatic mode, that the driver can achieve pretty much the same levels of haste by simply putting the lever in D and leaving it there. That said, the GXP is not without some appealing traits. If it's not quite BMW eager in transient response, it's not too far off the curve, and if the GM Magnasteer II system is artificially heavy at low speeds, it's quick (2.4 turns lock to lock) and accurate, with effort that lightens as velocities climb. The GXP turned in a ho-hum 0.82 g on the skidpad, but real-world grip feels better than that, and as Minch and his cohorts hoped, a driver can induce a little oversteer. And braking performance—174 feet from 70 mph, and zero fade—is on par for this class. The net is a forgiving and capable four-door, arguably the most entertaining sedan Pontiac has ever offered. The front buckets, for example, are close to BMW territory in comfort and support, and the grippy steering wheel and nicely sized shift buttons enhance the sense of driver involvement. The head-up display is effective for keeping track of speed without glancing down, and the center-dash info display even includes a g-meter. Unfortunately, the latter will only deliver its readings—accel, decel, and lateral—when the car is stopped. Thus, the driver can only see the peak numbers achieved during his most recent stretch of road, rather than what's going on in real time. Minch admits the GXP team made the mistake of checking with the liability lawyers before programming the g-meter display. An intriguing footnote to this front-drive breakthrough is that it won't be immediately applied to other GM offerings. The 2006 Chevy Impala SS, for example, gets the 5.3-liter V-8, but the package will use equal-size tires all around and won't have the Bilsteins. But this is GM, remember, the discount leader. At that price, this good-looking all-American is tough to resist. Counterpoint Here is a car that depicts the difference between soccer and football, between Peter Pan and Terry Bradshaw. The GXP has brute force that can be summoned instantly, a pugnacious snarl, and a chassis that didn't go to Harvard. Very American, and very likable in a roughhouse, bawdy sort of way. If you wear your baseball cap backward, this Bud's for you. Look for owners to drive by in the hip-hop position, heads behind the B-pillar. And yet the GXP corners and handles well, isn't overly teched up like the Euros, looks bad-ass in black, and the price is right. It's one of the most memorable sporting American sedans I've driven in a gawdawful long time. —Steve Spence And a four-speed automatic. A taller final drive actually makes the GXP civilized and not the supreme burnout machine I expected. This V-8 makes nothing but good noises and lots of torque, but how does gearing a car to go over 100 mph in second gear make sense. Come on, a closely spaced six-speed could have smoked the porky Hemi Charger. Five years ago, I think Pontiac would have been on to something. At long last GM has put that concept on sale with this GXP, and it still works. As it has for decades, the V-8 delivers effortless performance to this front-driver, and the GXP copes gracefully with the power. One reason is front tires that are larger than the rears. This makes sense, given that the front tires must steer and propel the car while carrying 76-percent more weight than the rears do. There's still a whiff of clumsiness in this large, old platform, but if you crave V-8 power at a reasonable price, the GXP is worth a look. —Csaba Csere You may be able to find more information about this and similar content at piano.io. All available coupons will be applied automatically in your shopping cart! We go out of our way to carry every major line of Pontiac Grand Prix shift knobs, so that whether you are looking for a manual Pontiac Grand Prix gear shift knob or an automoatic shift knob, a leather Pontiac Grand Prix shift knob or a wood grain shift knob, we've got it for you. Andy's Auto Sport is the ultimate shopping destination for your Pontiac Grand Prix shift knob needs! A: Shift knobs are universal, which means they fit most cars and trucks. Universal shift knobs use a universal set-screw attachment and include a finishing ring. The key thing to look out for is that there is a difference between automatic and manual shift knobs. Some shift knobs are car specific and will thread onto your factory shift lever. One caveat is for cars that are an automatic and have a button on the shift knob - for those, you have to buy a replacement shift knob that also has a button in order to maintain the functionality of the knob. Q: I have an automatic. How do I know which of these shift knobs will work. A: Whether or not a shift knob will work on your automatic vehicle will depend on how your stock shift knob operates. If your existing shift knob uses a button to shift gears, your best bet is to use an aftermarket shift knob that also has a button. The location of the button does not matter, as top or side-mounted buttons will work with almost any automatic transmission that requires a button. If your automatic shifter does not use a button, you may use any universal shift knob. Q: Why buy a shift knob. A: Aftermarket shift knobs are a great way to spruce up the interior of your vehicle. With hundreds of different styles, you are sure to find the right shift knob for you. Q: How do you install a shift knob. A: Universal shift knobs use allen screws to attach to your factory shift lever. Car specific shift knobs will thread onto your factory shift lever. All available coupons will be applied automatically in your shopping cart! We go out of our way to carry every major line of Pontiac Grand Prix shift knobs, so that whether you are looking for a manual Pontiac Grand Prix gear shift knob or an automoatic shift knob, a leather Pontiac Grand Prix shift knob or a wood grain shift knob, we've got it for you. Car specific shift knobs will thread onto your factory shift lever. First introduced as part of Pontiac's full-size car model offering for the 1962 model year, the marque varied repeatedly in size, luxury, and performance during its production. Among the changes were positioning in the personal luxury car market segment and mid-size car offering from the second generation to the fifth generation for the sedan and from the second generation to the sixth generation from the coupe. The Grand Prix returned to a full-size car from the sixth generation to the seventh generation for the sedan, positioned below the larger Bonneville in Pontiac's model lineup.Please help improve this article by adding citations to reliable sources. Unsourced material may be challenged and removed. ( May 2014 ) ( Learn how and when to remove this template message ) The performance-minded John DeLorean, head of Advanced Engineering at Pontiac, contributed to the development of both the Grand Prix and the GTO. Early models were available with Pontiac performance options, including the factory-race Super Duty 421 powertrain installed in a handful of 1962 and 1963 cars.The bucket seats were upholstered in Morrokide vinyl, while nylon loop-blend carpeting covered the floor and lower door panels. The center console-mounted transmission shifter included a storage compartment and a tachometer. The rear bench seat included a center fold-down armrest and a speaker grille that could be made functional with the extra-cost Bi-Phonic rear speaker. Included were a padded instrument panel, deluxe steering wheel, courtesy lights, and other features. The standard engine was the Bonneville's 303 hp (226 kW) 389 cu in (6.4 L) V8, which came with four-barrel carburetor and dual exhausts. Tri-Power carburation (with three two-barrels) raised output to 318 hp (237 kW). Two other high-performance 389s were offered, including a four-barrel version rated at 333 hp (248 kW) and a 348 hp (260 kW) Tri-Power.Aside from grillework, taillight covering and bumpers, chrome trim was limited to lower rocker panels, wheel arches, and roofline.The center console was now built into the instrument panel and featured a vacuum gauge to go along with a dash-mounted tachometer (manual transmission). Pedals received revised custom trim plates.A new lineup of optional engines was introduced this year which included the 330 hp (250 kW) 389 Tri-Power and three versions of the larger 421 in. V8 including a standard four-barrel version rated at 320 hp (240 kW), a 350 hp (260 kW) Tri-Power option, and the 421 HO option with Tri-Power carburetion and 370 hp (280 kW). The same selection of transmissions continued including the standard three-speed manual, optional four-speed manual, or three-speed Roto Hydra-matic.The standard three-speed manual and optional Hydramatic transmissions were unchanged from 1963, however, a new GM-built Muncie four-speed available in either a wide-ratio M-20 or close-ratio M-21 options replaced the Borg-Warner T-10.While other Pontiac coupes received the semi-fastback rooflines shared with other GM divisions, Grand Prixs retained the exclusive squared-off roofline with concave rear window but a bit more rounded than the 1963-64 version. The standard bucket seats could be upholstered either in expanded Morrokide vinyl or new cloth-and-Morrokide trim. New for 1965 was a no-cost bench seat option with a center armrest available with either upholstery choice.This system, first introduced by Cadillac in 1964, was available in addition to the regular Circ-L-Aire Conditioning.The standard four-barrel 389 cu in (6.4 L) V8 was uprated to 333 hp (248 kW) with a manual transmission or 325 hp (242 kW) with automatic. Optional engines included a 389 Tri-Power and 421 four-barrel — both rated at 338 hp (252 kW); a 421 Tri-Power rated at 350 hp (260 kW) and the 421 HO Tri-Power with 376 hp (280 kW). The standard three-speed and optional four-speed manual transmissions were carried over from 1964, however, a new three-speed Turbo Hydramatic transmission with torque-converter that was similar in principle to Ford's Cruise-O-Matic and Chrysler's TorqueFlite replaced the older three-speed fluid coupling Roto Hydramatic (along with the four-speed Super Hydramatic in Bonneville and Star Chief models). The Turbo Hydramatic also featured the now-standardized P-R-N-D-S-L shift quadrant pattern in place of the P-N-D-S-L-R setup of previous Hydramatics. Other Pontiac road tests in that issue included a GTO convertible, Tempest Custom sedan, Catalina Vista hardtop sedan, and Bonneville hardtop coupe.Inside, a revised instrument panel included a squared-off gauge panel and new Strato bucket seats in either Morrokide or cloth upholstery with higher seatbacks and more contoured cushions for improved lateral support. The Strato buckets were standard equipment along with a console, but a notchback bench seat with a center armrest was a no-cost option.A convertible was new; this lasted only for the 1967 model year. Also new to the G.P.-concealed headlights with horizontal mounting (all other full-size 1967 Pontiacs retained the vertical headlights for one more year), concealed windshield wipers, and ventless front windows on hardtop coupes. The louvered taillights were similar to those found on the GTO.Similarly, the 421 V8 was replaced by a new 428 cu in (7.0 L) V8 rated at 360 hp (270 kW) or an HO version with 376 hp (280 kW) - both with four-barrel carburetors.The convertible was discontinued, leaving only the hardtop coupe for 1968.Both optional 428 cu in (7.0 L) V8s received higher power ratings of 375 hp (280 kW) for the base version and 390 hp (290 kW) the HO.The 1969 GP would feature a new body using a chassis based on the smaller Pontiac A-body intermediates.Please help improve this article by adding citations to reliable sources. Unsourced material may be challenged and removed. ( May 2014 ) ( Learn how and when to remove this template message ) It featured new bodywork with a pronounced grille, and rode on a stretched version of the intermediate GM A platform dubbed the G-Body.Smaller than the Cadillac Eldorado and Oldsmobile Toronado, but positioned with the Ford Thunderbird and Buick Riviera, the new Grand Prix also competed with the Mercury Cougar XR-7 Pony car and the B-bodied Dodge Charger intermediate.The similar but less luxurious Chevrolet Monte Carlo followed in 1970. Ford and Chrysler responded by producing plusher versions of their intermediate Torino and Charger, but both eventually created newer entries to the intermediate personal luxury car battle—the Ford Elite in 1974 and Chrysler Cordoba in 1975.To save both development costs and time in much the same manner Ford created the original 1964 Mustang using the basic chassis and drivetrain from the compact Falcon, the revised Grand Prix would have a unique bodyshell but share the A-body intermediate platform and mechanicals with the Tempest, Le Mans and GTO.The rear end was much more subtle than the aggressive front Two engine sizes were offered with two power options were available in each engine size; a 265 hp (198 kW) or 350 hp (260 kW) 400 cu in (6.6 L), as well as a 370 hp (280 kW) or 390 hp (290 kW) 428 cu in (7.0 L) V8. A leather trim option which also replaced nylon loop rug with cut-pile carpeting was finally offered in addition to the Morrokide vinyl and cloth and Morrokide upholstery offerings.The optional 428 cu in (7.0 L) V8 rated at 370 and 390 hp (290 kW) in 1969 was replaced by a new 370 hp (280 kW) 455 cu in (7.5 L) with 500 lb?ft (680 N?m) of torque at 3,100 rpm. The base 350 hp 400 cu in (6.6 L) engine was still standard, but a low-compression 400 CID engine was available with a two-barrel carburetor. An automatic transmission was offered as a no cost option.Bench seat-equipped cars included a steering column-mounted shifter with the automatic transmission along with a dashboard-mounted glovebox, replacing the console-mounted shifter and glovebox of bucket-seat cars. Power front disc brakes became standard equipment this year.The Chevrolet Monte Carlo used the same basic G-body as the GP but with a two-inch shorter wheelbase (116 vs.Oldsmobile, whose larger and more expensive front-drive Toronado was a direct competitor to the Thunderbird, decided to further capitalize on strong sales of its intermediate Cutlass line by introducing a new Cutlass Supreme coupe with a formal roofline similar to the GPs but on the standard 112 in (2,800 mm) wheelbase used for two-door A-body intermediates and the same lower sheet metal used on other Cutlass models. Both the Monte Carlo and Cutlass Supreme were also much lower in price, primarily due to smaller 350 cu in (5.7 L) standard engines for both, and that many items standard on the GP were optional on those models — however, all three cars with similar equipment were actually much closer in price than the base sticker prices suggest. The introduction of the Monte Carlo and Cutlass Supreme did, however, cut into the Grand Prix's dominance, and sales dropped 40. A total of 65,750 Grand Prixs were made in 1970. The 1970 Ford Thunderbird styling change was reportedly ordered by Ford Motor president Bunkie Knudsen, who moved from GM to Ford in 1968 after a long career at GM which included the position of general manager for the Pontiac Motor Division from 1956 to 1961 and ordered the addition of the Grand Prix to the 1962 model lineup.Interior revisions amounted to new trim patterns for cloth and vinyl upholstery patterns for both the bench and bucket seats, but the leather interior option was discontinued.Both engines received substantially lower compression ratios (8.4:1 for 1971 compared to 10.25:1 in 1970) as part of a GM-corporate edict that required engines to use lower-octane regular leaded, low lead or unleaded gasoline beginning with the 1971 model year. Transmission offerings initially were carried over from previous years, including the standard three-speed manual, or optional four-speed stick or Turbo Hydra-Matic. However, at mid-year, Turbo Hydra-Matic automatic became standard equipment and the manual shifters were dropped. Variable-ratio power steering was made standard equipment as well.This system gave a more realistic measure of power. The base 400 cu in (6.6 L) four-barrel engine was rated now at 255 hp (190 kW) and the 455 cu in (7.5 L) in SJ models were 260 hp (190 kW) (net). A corporate-wide labor strike in mid-September 1970 halted all GM production for 67 days. This delayed the production of the third generation Grand Prix by one year in 1973. Production numbers for 1971 were lower than in 1970 with only 58,325 units.Inside, the burled-elm trim was replaced by a new teakwood design, and upholstery trim patterns for vinyl and cloth selections were revised for both bucket and bench seat offerings. Engine offerings remained the same as before with the major change being the change in power measurements from the previous gross method on a dynamometer to the new net ratings as installed in a vehicle with accessories and emission equipment which made the horsepower ratings of 1972 models lower than their 1971 counterparts though actual performance did not change much between the two years. Under the net horsepower measurement system, the standard 400 cu in (6.6 L) V8 with four-barrel carburetor was rated at 250 hp (190 kW) while the optional 455 cu in (7.5 L) with four-barrel carb was rated at 300 hp (220 kW).This was the first time that Pontiac offered a radial tire option for the entire model year. In 1968, Pontiac announced a radial tire option for the GTO that was quickly discontinued due to production problems.