1967 Pontiac Lemans Sprint on 2040-cars

 67 Pontiac LeMans Sprint

Here is a truly rare and original car. This car is much more rare than even the GTO.
Everything about this car is original right down to the air cleaner and hub caps. This car has 66,000 miles showing and when I purchased it 2 years ago I drove it home approximately 120 miles. Everything works, including turn signals, brake lights, horn, etc. Interior lights come on when the doors are opened.
Engine is the 230cid overhead cam, 215 hp 6cyl HO with 4bbl carburetor. The carb is the original, stock quadrajet sitting under the factory original air cleaner. The gas cap says "use only premium fuel".
It also has the factory 3-speed manual transmission complete with stock Hurst shifter and even the original walnut gear shift knob. This is a fully complete, all numbers matching, all original LeMans Sprint. Still has all original badging, striping and accents.The interior is amazing. There are a few seams that are split, but even the upholstery is in good condition. The original vinyl fabric could be used with only minor stitching repairs. The padded dash board looks amazingt. The instrument panel is in very good condition and all gauges are original, functional and intact. This is absolutely the lowest mile and original Pontiac LeMans Sprint in existence. All the trim is complete, original and intact. All glass is very good. Windows work perfectly and doors close like a new car. Tires (H78/14) are vintage for the age of the car, and the headlights are still the original T3. The paint is original and weathered. There is some rust at the rear window, and the lower rear quarters have rust through where they meet the inner fender. The trunk floor is 99% solid with rust through at a couple of seams. This is truly a great classic but it needs some body work and paint to make it a show winner.


Here are some interesting facts about the Pontiac Sprint posted by Hemmings Motor News:
ENGINE
During 1966 and 1967, all Pontiac LeMans models came standard with the 165hp OHC-6, but if you checked option code 332 (the Sprint package) you got the four-barrel Quadrajet version that developed 207hp at 5,200 RPM and 228-lbs.ft. of torque at 3,800 RPM (215hp with 240-lbs.ft. of torque in the '67 models); this was the only engine available with the Sprint package. At 10.5:1 compression, premium fuel was required and Sprint-equipped cars could easily run with many smaller V-8s of the period.

The Sprint engines were produced under four different engine codes, all at the same advertised horsepower, differentiated only by their transmission and emissions requirements. Code ZD was for manuals and code ZE for automatics. Special California emission-equipped Sprints had air-injection and were coded ZR (manuals) and ZL (for automatics).

All six-cylinder cars had "6" as the eighth digit of the VIN. To figure out if your car came from the factory with the OHC-6 four-barrel, you need to refer to your car's billing history card. Check column 33: If there is a number 2 in that column, then the car was originally equipped with the OHC-6 four-barrel. If you don't have your car's billing history, you can contact Pontiac Historic Services (PHS) for a copy.

Unfortunately, no production data is available on the 1966 Le Mans models with the Sprint-equipped four-barrel. However, the OHC-6 Registry records show that in 1967, approximately 5,500 Le Mans of all body styles were equipped as Sprints, from a total Le Mans production of nearly 105,000 units. In the case of our feature car, a two-door hardtop (the most popular choice for Sprints) owned by Jim and Meg Black of Papillion, Nebraska, about 4,000 units (2,900 manuals and 1,100 automatics) were produced.

The Quadrajet version of the OHC-6 was a tough and well-built engine--but with the camshaft located above, lubrication was critical. Cold starts with inadequate warm-up, as well as infrequent oil changes, could lead to lobe scuffing and camshaft failures. A more frequent problem was stuck lash adjusters. Even on high-mileage cars, though, belt failures are rarely reported. Rebuild kits and individual engine components are available from Kanter Auto Products of Boonton, New Jersey, and also from Woodland Sports of Richmond, Utah.

TRANSMISSIONS
Standard with the Sprint was a fully synchronized heavy-duty Dearborn (Ford manufacture) three-speed manual transmission; an optional (Sprint only) four-speed Saginaw transmission could be ordered at extra cost. The gear ratios for the four-speed are 3.11 in first, 2.20 in second, 1.47 in third, 1.00 in fourth and 3.11 in reverse.

About one in four Sprint-optioned cars were equipped with the optional four-speed. The only automatic transmission available was the Buick ST-300 (Super Turbine) two-speed, often incorrectly referred to as a Chevy Powerglide. The ratio of three-speed to four-speed production was about 3:1, making a four-speed-equipped Le Mans like our feature car quite rare; few examples remain today.

Both the three-speed manual and two-speed automatic transmissions are plentiful, reliable and easy to rebuild. The Sprint-only four-speed is also very stout and easy to rebuild, but original replacement units are more difficult to locate.

SUSPENSION
Like all the A-body intermediates, the Le Mans rides on an independent front suspension with coil springs and A-arms; at the rear, coil springs and four-link pivoted control arms keep a live rear axle in tow. With the Sprint package, however, the suspension was stiffened; upgrades included higher-rate springs, heavy-duty shocks and a 0.938-inch-diameter stabilizer bar up front. Today's aftermarket offers complete suspension kits with bushings in either O.E.M. rubber or polyurethane.

BODY
The Sprint-optioned Le Mans package boasted more than just an exotic engine between the fenders and a stiffened suspension. Also included in option package 332 were chromed wheel opening moldings, distinctive sports body striping and special Sprint emblems at the front fenders. All exterior emblems and some trim are also readily available. However, the Le Mans-specific front grille halves and taillamp lenses and bezels are not currently being reproduced.

The 1966-'67 Le Mans suffered from the same body rust issues as any other A-body intermediate: Watch out for the bottoms of doors, driver's-side floorpans, lower front fenders, the outer wheel house to rear quarters, the back window and and the trunk floor. Since the Le Mans and GTO share much the same sheetmetal, nearly all of it is being reproduced. This includes complete doors, front fenders and even the Le Mans flat steel hood.

Other Le Mans-specific items such as rear quarter panels and tail panels may require extra work to locate. GTO rear quarters can be used, but the Le Mans rear fender louvers must be grafted in. There are also several different patch panels available if the rust is confined to small areas.

WHEELS, TIRES, BRAKES
The stock wheels were 14 x 5-inch stamped-steel units with an assortment of both hubcaps and full wheel covers offered. Optional styled wheels included the slotted Rally I, and in 1967, the five-spoke Rally II, both in 14 x 5-inch with a 4.75-inch bolt pattern.

Mounted to the wheels were 7.75 x 14, two-ply/four-ply rated nylon tires as standard; two-ply/four-ply rated redlines and four-ply/eight-ply heavy-duty rated tires were optional.

Stock brakes were Delco Moraine 9.5-inch drums all around, with a total swept volume of 269.2 square inches. Front disc brakes were optional in 1967, with 11.12-inch-diameter vented rotors that used four pistons per caliper. Both manual and power brakes were available in either drum or disc.

Today's aftermarket offers a virtually unlimited assortment of reproduction Rally I and Rally II wheels in various sizes and widths, as well as complete brake systems ranging from O.E.M. style to exotic four-wheel disc brake conversion kits.

INTERIOR
The Le Mans Morrokide vinyl interior, including seat covers, door panels, carpets, dashpads and headliners, has been faithfully reproduced; it's readily available in all the factory colors from a variety of sources. The Le Mans and GTO share identical interiors with the exception of door panel and dash emblems, so all the individual bits and pieces, and even complete interior fastener kits, are available.

Unavailable pieces include the Le Mans Lucite dash plaque, located above the glove box, and the center console base with die-cast top. However, the console door has just been recently reproduced.

RESTORATION PARTS
With the recent explosion from the aftermarket of new parts for the restorer, Le Mans owners are reaping the benefits spun from the GTO and the parts market it helped spawn. Companies like Ames Performance, Performance Years, Year One and Original Parts Group have thick catalogs offering everything under the rainbow for both GTO and Le Mans models. Legendary Auto Interiors has also recently expanded its product line to include complete interior kits.

The real challenge for owners of a Sprint-equipped Le Mans will be sourcing the necessary rebuild parts for the OHC-6 and then finding a good machine shop and engine builder that won't shy away from these exotic engines.

PERFORMANCE PARTS
Until recently, there wasn't much to offer the OHC-6 enthusiast in engine performance upgrades, but Primatech Motor-sports continues to develop new products, including performance camshafts, special heads, pistons and rings, valves and even headers. Complete high-performance rebuild kits are offered in various stages and a few NOS parts are still available in limited quantities if you plan to go the stock route.

As mentioned previously, suspension and brake upgrade options are vast and easily obtainable from many different sources, so taking your Le Mans Sprint to the next level in handling and braking should be no problem.

What to pay

1966-'67 Pontiac Le Mans Sprint

1966 Low Average High
2dr Coupe $7,000 $11,000 $18,000
2dr Hardtop $5,000 $8,500 $11,500
4dr Hardtop $3,500 $6,000 $8,000
Convertible $10,000 $17,000 $23,000
1967 Low Average High
2dr Coupe $8,500 $14,500 $22,500
2dr Hardtop $9,000 $15,000 $24,000
4dr Hardtop $3,500 $5,500 $7,500
Convertible $12,000 $20,500 $30,000
Four-speed transmission: add 15%