A Guide to Y Code Frames

                                                                 By: Patrick Smith

   At first glance, you'd think there's nothing to a Y Code frame. What's there to know? Once you start restoring one, a bunch of differences appear. Stuff you didn't realize until you order parts and realize they aren't the same. Or until you buy a replacement frame for your rusted or bent original and discover stuff isn't the same. We're going to walk you through the frame differences and show you.

   Let's tackle the 1971 GTO frames first. Since a lot more of them were made than 1972s it stands to reason you might consider using one as a donor. For 1971, Pontiac issued three separate frames for that year. PN 3992389 was the standard frame for engines up to 400 cid displacement. It was open channel, swept hip perimeter design.The only areas boxed were the engine cradle frame horns and the side rails along the rear suspension and axle kick ups.

  

Frame Part Numbers :
  The 455 engine frame used PN 483709 and featured differences in construction from the basic frame. This one used rear frame reinforcement straps leading from the rear axle to the rear suspension bulkhead. The 455 also used a 12 bolt Chevrolet axle assembly instead of a 10 bolt. The engine cradle had special 455 frame to motor mounts installed. Otherwise, it was the same as the standard 400 frame save for the part number and build sheet code. The third frame was PN 483710 and was used for convertible applications and as an optional, HD boxed frame application. It has enclosed side rails instead of open channel and in the case of 455 engine usage it would also have rear frame reinforcement straps and the 12 bolt axle assembly. Reproductions of these parts are readily available by the way.

  For 1972, Pontiac used 3 frames again but with different part numbers. The standard frame PN6263668 was used for engines up to and including the 400 CID. It was open channel swept hip perimeter construction. The 455 engine order paired the body to PN 487227 which was open channel as well but supplied 455 motor mounts, 12 bolt axle with rear frame reinforcements. This was what you got with a Y Code hardtop or coupe order. Since the GTO option wasn't available on a convertible this year, the LeMans Sport was the model you needed to order to get PN 487228 which was a HD boxed frame. It was also used when you ordered the HD boxed frame option for your car. It is theoretically possible to find this frame in a Y Code hardtop or coupe. It will be the frame used in a LeMans Sport convertible.

Engine to Frame Brackets: The 455 engine used different engine to frame brackets from the 400 engine. While you can install 400 engine to frame brackets in your car and they will work, the reason the factory used a different set was to handle the notable increase in low end torque the 455 produced. While it seems overkill for a 1972 era 250 hp engine, the parts were made in 1970 when it was still a high compression engine kicking out 500 lbs ft with over 10:1 compression ratio. It's cheap insurance!

  

These are the 400 cid engine to frame mounts. Note triangular shape and  bulge leading to
the inner mounting hole.  This is your key ID method and the different location compared to the 455 mounting in engine cradle.  

  Anyway, here is a pic of the standard 400 cid engine to frame mount set. Niote they are triangular in shape with a pass through for the rubber motor mounts.  Various vendors sell these and they're cheap to get. If you plan to put your car back to original specs, use the 455 specific engine to frame mounts. Here is what they look like.

  

For lack of a better word, the 455 mounts are more squared off and lower than the 400 mounts.
These are also more expensive too. This set appears to be black coated while mine are dimpled metal in silver and thick.

 As you can see, the 455 engine to frame mounts are slightly different. Notice how the metal is  shorter and lower. There isn't a steep rise going up to the pass through. It's compact. The location is different on the engine cradle as well. Next have a look at where the 400 engine mounts go in the cradle and compare it to a 455 engine to frame mount. Unmistakable difference once you see it.

  

455 engine frame mounts, note different shape and overhang on front of frame.

   

  Above is a pic of a 455 chassis with the 455 engine frame mounts in place. Note how it overhangs the front of the cradle slightly?  The 400 mounts aren't placed there.

  

Here is another angle of a 455 engine to frame mount. See how far out they
reach past the cradle. Ron Bavis pic credit:    

    Now that one is cropped a bit so you can't really see much in terms of placement in relation to the engine cradle. I have another photo taken farther away and on an angle so you get a better idea just how high up and far they stick out.

  

455 rubber engine to frame brackets are unique as well and must be used if installing
the engine using 455 engine to frame brackets. 

 455 Engine Mounts: In addition to special frame mounts, the 455 engine required different rubber engine to mount brackets. They were shaped differently from the 400 parts and you cannot mix 400 rubber mounts with 455 brackets. You CAN install a 455 using 400 engine frame mounts but you got to use the 400 rubber pieces as well. Above is a pic of the 455 specific rubber engine to frame brackets.

More often than not you will find these braces on a 455 powered LeMans or GTO.
The ins and out of their presence hinged on whether the car was ordered with rpo Y99 or if it was
a WW4 or WW5 ordered car.

Frame Bulkhead Reinforcements: These goodies are part of the F41 heavy duty suspension option for Olds 442 and Chevelle SS cars. You will find these goodies on 455 powered Pontiac LeMans and GTOs. Pontiac's term for their handling package was rpo 724 or Y99. It wasn't standard on a GTO, you had to order it separately OR order a WW4 or WW5 package. WW4 was the 400 4 barrel engine, 4 speed manual transmission, Saf T Track axle, power disc brakes, custom carpets and handling package. On a WW5 you had to order the GTO option first and then WW5 triggered a massive upgrade including 455 HO roundport engine, Turbohydramatic or  M22 four speed, Saf T Track axle, body color sport mirrors, formula steering wheel, roof drip moldings, power disc brakes, custom carpets, rally gauge cluster and handling package. So the bulkhead reinforcements weren't 455 exclusive but indicated the car was ordered with Y99 suspension which is a pretty good thing!

    2023 Patrick Smith images phs media archives.

PHS Collector Cars 1972 LeMans/GTO Y Code Registry

1972 Luxury LeMans 2 door hardtop

                                                       By: Patrick Smith

    The 1972 PHS Y Code Registry has located another car to add to the survivors database. This one resides in Woodbridge, Ontario, not far from where it was sold brand new. It belongs to Robert Barberio and family. This one is rather special as it has been with the same family since new! Luxury LeMans was a new trim level added in 1972 to capitalize on rising sales of intermediate cars with heavy option content; a trend that started in the mid 196os and grew. Perceiving a demand for these kinds of cars, GM decided to do upscale versions of their best selling intermediates which was how we got to see Chevelle Laguna S3s, Oldsmobile Cutlass Supremes in the formal hardtop body style and a Pontiac Luxury LeMans.

  

Check it out, Sundance Orange with black top and its 455 powered!

   The Luxury LeMans trim level delivered a well appointed car with custom interior, door panels with carpeted runners, pull straps and reflector lenses for safety. Upgraded custom cloth and vinyl upholstery, added woodgrain trim on the lower dash board for the wiper switch, cigar lighter and defroster switch area. The dash pad got an LLM script on the passenger side instead of a plain 'Pontiac' escutcheon. The exterior received a special three bar grille, extra wide belt moldings, LLM script for the  trunk lid, sail panels and front fenders, a chrome plated front valance for the parking lamps, extra wide trunk lid molding and fancy full hubcaps with the red lucite Pontiac center caps. A set of rear fender skirts was also provided. There was extra insulation throughout as well. Oh one other detail, LLMS got the ribbed tail lamps carried over from 1971 as a dress up feature. A few GTOs and LeMans got them as well since it was a build out year and parts bins were cleaned out instead of ordering new inventory.

 

Luxury LeMans  cars got this brushed steel appearance trim for trunk lid.

 LLMS were sold as two door and four door hardtops only. There were no convertibles or coupes made. The biggest engine offered was a 250 hp 4 barrel L75 powerplant of 455 cubic inches; Y for the VIN number code. It was a d port 455 designed for brute torque instead of top end power. The only transmission offered was the TH400 automatic in column or floor console shift. You also got a Chevrolet produced 12 bolt carrier and the extra support straps above the control arms.

   

Vintage Vehicle Services form showing options.Great Canadian version of authenticating
your car.

   Robert's dad bought this one new from Weston Chev- Olds in December, 1971. Some kind of Christmas present! Check out the options on this baby. AO1 tinted glass, all windows, A51 bucket seats, B84 body side moldings, C41 heater defroster, C50 blower style rear defogger, D35 body color sport mirrors with remote, D55 front console, GX2 rear axle ratio 3.31, JL2 front disc brakes, LO8 engine emissions certification, L75 455 4 barrel 25o hp, M40 TH400 transmission, N10 dual exhaust, N41 power steering, N98 rally II wheels, PK2 G78 x 14 tires HWY BB w walls, PO6 wheel trim rings, U35 electric clock, U57 tape player, U65 am radio, U71 windscreen antenna, W63 rally dash +clock, W84 extra fuel delivery, Z49 Mandatory base Canadian Equipment.

  

  The cowl tag shows it was factory Sundance Orange with black bucket seats and it was built in early December 6th 1971at the Oshawa plant. The engine serial number is C2253824. The most remarkable thing is the car was kept all these years in the same family with  Robert taking over the reins last year. How many cars you know of that stay with the original owner....for 49 years? This is awesome to see!

                     *Article 2023 patrick smith. pics (C) robert roberio

              (C) phs GTO LeMans Y code registry

A Y Code Curiousity-- Dealership created 1972 GTO convertible

                                By: Mike Noun & Pat Smith

    

The special order LeMans Sport convertible shortly after pick up. Notice the door edge guards aren't installed yet. The raised white letter tires are Uniroyal spec which was what Pontiac used along with General Tire for 70 x14 tires with rwl. Goodyear Polyglas was offered in G60 X15 size as tires extra large but was restricted to GTO model. pic credit Mike Noun archives.

    Every so often one hears about an alleged 1972 GTO convertible. The long and short of it is, Pontiac never produced one. The GTO convertible model was dropped for good in winter of 1971 along with the high profile thief and cop bait GTO Judge model. Both were poor sellers and when new general Pontiac manager MacDonald came into power he decided it was time to tone down Pontiac's overt emphasis on high performance. Of course, not everyone agreed with MacDonalds's premise. A certain dealer in Peru, Indiana was having none of it.

 

As you can see, interior was well equipped. This late in the year the custom door panels had pull straps and no 1971 GTO emblems. That set up was early 1972 orders only. To see this setup check the white GTO hardtop in this registry.  pic credit: Mike Noun archives.

   As a sponsor for the Indianapolis Sprint Cars race series at Indianapolis Speedway, Beloff Pontiac ordered a 1972 LeMans Sport convertible to be shipped to their dealership for pace car duties. It was ordered nicely loaded with a bunch of cool stuff. Check out the order invoice Mike Noun supplied us; Top of the list was the L75 455 4 barrel V8 with TH400 automatic transmission. This was a D port engine and therefore a Y Code car in the serial number. It gets better with Safe T Track differential packed in a 12 bolt carrier. (All 455 ordered LeMans got 12 bolt axles as mandatory optional equipment. You had to pay extra for limited slip though.)

  

   The tires were G70 x 14 inch white letter fiberglass backed on optional 14 inch honeycomb wheels with trim rings. Inside we got AM FM stereo, rear speaker hidden under the folding roof in a well. front console, body color sports mirrors with driver side remote, visor vanity mirror, custom seat belts (also known as exploding buckle belts for their tendency for the spring to crack the black plastic retainer cover and propel the button, spring, cover all over the place) custom sport steering wheel, tilt steering, power steering, power disc brakes, soft ray tinted glass,  air conditioning, t 41 Endura front end, D98 white vinyl stripes (buyer had a choice here as a LeMans Sport, he could opt for sword stripes or  the lazer stripe in either black or white depending on body color. As the car is Cardinal Red, the lazer stripes were white and GTOS were offered with lazer stripes.)

  

    The car also got heavy duty battery which meant side posts, rally gauges cluster with tachometer, and last but not least, a decor group which supplied custom sport steering wheel, pedal dress up, wheel well moldings, deluxe wheel covers, rear hood molding and rear bumper guards. The honeycombs superceded the wheel covers and custom sport steering wheel superceded the wood grain cushions wheel. The total for all this was $5,254.60. According to Mike Noun's original article on this car back in the April 2018 edition of Smoke Signals magazine, the order was placed twice. 

   The first time head office kicked it back since the salesman checked off GTO option which was unavailable on a convertible. It was re ordered again with RUSH placed on it and the GTO option still checked. The staff had to talk with Zone Office and stress the sponsorship angle to get it built. The Pontiac plant handled the build and Beloff Pontiac sent their own truck to the plant to pick it up. 

  

Proof this car was not a 455 HO as evidenced by no ram air pans, cleaner etc and a dual snorkel air cleaner.  Definitely a Y Code however. Notice the dealer even added a chrome 1970 air cleaner lid?

  A couple of things were added at the dealer prior to use as a pace car. A set of checkered flag stanchions were added to the rear bumper and trunk. A King Transmission shop decal was added, likely after a shift kit installation and a 455 HO decal was added to the trunk as well as GTO grille emblem. An interesting detail to note is the fender panels with die cast  455 call outs.

  

Just visible above the bumper lip where the wheel well molding meets is a die cast 455 call out. Pontiac used these on LeMans Sports cars when T 41 endura nose was ordered. A GTO would have received quarter panel 455 CID call outs for a Y Code and 455 HO call outs for an X Code. Strangely, the dealer only put the trunk lid decal on. Also note, no ram air hood decal indicating D port dual snorkel set up was delivered from factory. pic credit: Mike Noun archives.

   This makes sense for a LeMans Sport which used die cast call outs for the 350 and 400 engine on the rocker panels, but when its a 455 powered car, the die cast emblems switched to front fender units, mounted behind the side marker lenses and were a completely different part number and shape. 

  This car was last seen at a restoration shop at the time the article was produced and is most likely done now. Mike Noun wrote the original story for Smoke Signals back in  April 2018.Mike has kindly loaned me use of photos from his archive which is greatly appreciated. I hope Alex reaches out to us in future to help record details on Y Code Le Mans and GTOs.

   *Article 2023 patrick smith with use of materials from Mike Noun. All pictures from Mike Noun & Alex Beloff.

Addition: 1972 Y Code Hardtop GTO in Quezal Gold

                                                                    By: Patrick Smith

  This particular car has been around awhile but attempts to contact the dealer at the time went nowhere. After it sold, some data finally shook loose and I was able to confirm it was indeed a true d port 455 car. This one is nicely optioned from the factory and is a really attractive example of what Pontiac Motor Division had in mind for the base 455 engine. 

   

Note 455 die cast call outs on rocker panels. We are still researching this detail. Talks with Dan Jensen
confirmed that only LeMans Sport models had front fender piercing for 455 call outs which were unique emblems not at all like the rocker panel pieces which are slanted thin at top and thick at bottom. We know of 3 cars that have rocker panel 455 call outs.

  Unlike Oldsmobile and Chevrolet, the jump to 455 cubic inches was done primarily to allow adding power accessories to the list without loss of required "passing power" torque. The 1970 455 wasn't really engineered as an all out performance block. It retained d port cylinder heads and there was no ram air induction package until mid year and it was an extra cost option. By 1971 the round port 455 HO appeared and it became the high performance block while the d port was paired to a TH400 as sole transmission.

  

Note incorrect decals here in red with 455 HO notation, this car is actually a d port 455, not an X code round port 455 HO. A few d port cars have been cloned into X codes over the years. Duck tail spoiler is an aftermarket piece and not factory.

  It still has formidable torque and a low enough compression ratio to make driving on pump gas possible. You can even bump up the static ratio a thanks to the combustion chamber size. When new, this car came out with a dizzy load of options; starting with GTO option, th400 transmission, tape stereo 8 track, body color sport mirrors, custom seat belts, honeycomb wheels, door edge guards, power disc brakes, trim package pdl, frt floor mats, rear defogger, power locks, air conditioning, firm ride springs and shocks, custom trim, luggage lamp, underhood lamp, glovebox lamp, heavy duty battery makes up column 1. Whew, column 2 continues with L75 455 4 barrel engine, safe t track differential, stereo radio, console, visor vanity mirror, formula strg wheel, wheel well moldings, power steering, tilt steering, rear floor mats, soft ray tinted glass, power windows, power seat L, California emissions package, rear hood molding, dome interior lamp, courtesy instrument panel lamp, ashtray lamp, dual horns and rally gauges.

  

The sales invoice for this particular car shows it was loaded new. Note no spoiler option listed and L75 engine was specified engine. It would have the dual snorkel air cleaner and no ram air underhood equipment at all.

   The total for this was $4,463.00 and some change. It was shipped to John Hine Pontiac in San Diego California by  Dec 16th 1971 so it's an early build car with chrome rear view mirror and 140 mph speedometer. It was built at the Fremont plant in California as well so it had the California spec carburetor and distributor, two low production Y Code items. Note that this car as restored got rocker panel trim which was GTO spec but also 455 metal call outs which as far as we can tell, wasn't available. My car has them and so does one other hardtop. The owner of the hardtop swears it came that way new. Normally a Y Code GTO would get quarter panel callouts of "455 CID" only. This is something we are still researching so I can't say with 100 percent certainty this wasn't factory. We will return soon with another cool entry of interest.

*Article 2023 patrick smith, images from phs media archives.

Y Code Resto Files: 1970-1972 Tempest- LeMans GTO rear bumper Assembly

                                                         With: Patrick Smith

 Restorers of 1972 LeMans, LeMans Sports, GT and GTO cars often have to source a bunch of parts unless they're fortunate enough to start with a clean survivor. For years, finding parts for these especially body and trim was difficult. Only now are we seeing a groundswell of aftermarket assistance and this is largely due to the astronomical priced we're witnessing for clean cars online.

  

Note the turquoise, black and white decal with part #. This is an older replacement part likely made during 1972-73 era for body shop repairs.

   This time out we look over a prized piece; a New Old Stock 1970-72 rear bumper assembly. This part is in possession of Bill McWhorter who owns a gorgeous and rare 1972 LeMans Sport 455 HO ragtop in Monarch Yellow. Bill is setting out to restore his survivor car and this assembly is one of the parts going on! Check it out; the part number is on a decal on the inside rear of bumper. Note the turquoise, black and white colors. A late 1970s early 1980s era parts piece. The pn here is 484946 2008. 

   Seems kind of long, doesn't it? Well that's because there's also another bunch of numbers afterwards on the second row.  It isn't a part number as such. The actual pn is 4844946. It was filed under Group 7.831 in the GM parts catalog. This piece will work for 1971 and 1972 models as well.

   

The black inner bracket has no part number and comes as part of the rear bumper.

  Let's look at what this assembly contains; notice there are fixtures inside the bumper itself. These are tail lamp  assembly brackets for bolting the tail lamps in place. It's a metal piece in low gloss black and has six holes for attaching the bracket inside the bumper. In the catalog it doesn't have a part number but is described and shown as  lamp to rear bumper mounting bracket. The wiring harness for the tail lamp has 4 separate bulb holders which twist in place in the plastic lens housing.

  

A side by side comparo by Bill showing his original with the replacement NOS unit.

   A word or two on original assembly line rear bumpers and the parts replacement pieces. On assembly line bumpers you will find a date code stamping behind the licence plate frame area. Reproduction bumpers don't have a date code and neither will GM parts replacement bumpers. Have a look at this original factory rear bumper assembly off of Bill's car. Note the stamping beside the left rear side of fuel filler neck entry. It says "1JA4". Bill's car was assembled January 27th  1971. This bumper was stamped January 4th 1971. 

   

Note date code stamped on this original factory bumper. Jan 4th 1971.pic:Bill McWhorter

   Looking at Bill's replacement bumper which left the storage warehouse in 1984 shows no date code anywhere. Notice the tooling marks under the chrome flashing? The stamping was worn out and close to the end of its normal life span. Squeezing an extra year out of some parts pushed their quality control luck a bit! Fortunately this area isn't visible when the bumper is installed. We will return soon with another cool Y Code info extravaganza.

  *(C) 2022 by PHS Media. PHS 1972 Y Code Registry.

Y Code Luxury LeMans RIP- The File -

                                                           By: Patrick Smith

    Here's how I know at least 1 of the Y Code Luxury LeMans cars is no longer on this planet intact. This topic came up years ago on Performance Years sponsored Pontiac Forum, now known as PY forum. Way back in 2013 this topic came up on a chat, and one member known as Ram4King stated he had scrapped at least one of those cars for parts quite a few years ago, so way before 2013. Not only that, he posted the PHS Invoice of that very car, allowing us to view how this particular vehicle was set up new.

   

   It was a nice ride with a lot of goodies; the kind that made it an excellent parts car. Check it out; it had for VIN 1G37Y2P154089. Then it follows here it was ordered with S1 color and trim code 731 which was actually Dark Saddle. The 1 would be black Cordova vinyl roof. The S is Silver or Revere Silver metallic. It gets better, check it out the body code is 37G which meant two door hardtop!

   Below was the list of extra cost options. AM radio, console, rear visor mirror, power steering, power disc brakes, rear floor mats, front floor mats, luggage lamp, dual exhaust, 455 4 barrel L75, G78X14 WW fiberglass tires, Rally II wheels, 8 track tape player, sport mirrors, tilt steering, tinted glass, hood lamp, heavy duty battery. The total cost for this puppy was $3633.31. It was shipped to Miller Pontiac GMC in St Cloud, Minnesota on May 17th 1972 even though it was built in December. The GMAC finance code shows PPA so this car has some PR work involved which likely meant it was indoors and doing exhibition work for awhile before becoming a demonstrator. Cool ride, too bad its no longer around!

    *Article (C) 2022 PHS Collector Cars Y Code Registry.

Our First Luxury LeMans Y Code!

                                                                By: Patrick Smith

   We have a new entry to show here. This is a first for the registry. Our first Luxury LeMans Y code car! For those who aren't up on their LeMans bodies circa 1972, Pontiac did a cool thing that year. Since it was a carry over year as it was with all GM intermediates, Pontiac decided to create a new model to generate sales in the growing "luxury intermediate" category. Since 1969, GM noticed a strong uptick in well optioned A bodies selling. Since Pontiac was essentially an upgraded Chevrolet in GM management's eyes, it made sense to create an upscale LeMans model to add more sales possibly by nicking sales from Buick and Oldsmobile. 

  

This sinister gray coupe is a rare Luxury LeMans Y code two door owned by Mark Carter in Oklahoma.

   The Luxury LeMans model delivered a fancier version of the custom interior with built in reflectors on the door panels, upgraded cloth and vinyl upholstery, added woodgrain trim on the lower dash board for the wiper switch, cigar lighter and defroster switch area. The dash pad got an LLM script on the passenger side instead of a plain 'Pontiac' escutcheon. The exterior received a special three bar grille, extra wide belt moldings, LLM script for the  trunk lid, sail panels and front fenders, a chrome plated front valance for the parking lamps, extra wide trunk lid molding and fancy full hubcaps with the red lucite Pontiac center caps. A set of rear fender skirts was also provided. 

  

Some work has started since Mark bought it. After contacting me, he might change plans towards 
a more stock appearance. We'll see how it goes.

    For drive lines the Luxury LeMans offered a choice of 350 two barrel, 400 2 in two or four barrel form or a 455 4 barrel automatic as the top choice, also known as a Y Code engine or D port 455.This was a 250 hp regular fuel engine designed for pulling power and passing power instead of all out performance. What it provided in torque made up for any perceived lack of horsepower. Backed with a TH400 automatic either on the column or floor shift (console was mandatory option) and a stout series 2 12-bolt carrier packing a 3.31 ring gear.

 

His car sports a/c. power steering and brakes, underhood lamp.

    Production total for Y Code Luxury LeMans is very low. only 71 two door hardtops were made and just 19 four door hardtop LLMs. They did not make convertible LLMs. There can't be many survivors. In fact, I know of at least 2 that have been junked.  Not only did we have the luck of coming across one, it also happens to be superbly optioned with real goodies. How about a bucket seat console car with full Morrokide black vinyl for starters? Let's add a black vinyl top and Starlight Black paint as well. While we're at it, let's make it a two door hard top. That' what owner, Mark  from Oklahoma had to show me. My jaw dropped to the floor when I saw it. Starlight Black paint was special order that year on a LeMans so it's pretty rare to start with. A triple black car just pushes it through the roof.

   This one came with factory air conditioning, electric clock, pedal dress up, power steering, power disc brakes, tinted windows, remote control driver side chrome mirror, console, bucket seats in full morrokide vinyl, tilt steering, woodgrain three spoke steering wheel, under hood lamp, custom seat belts (the rare exploding buckle version) and some kind of stereo. What appears to be there now is aftermarket or possibly some later era GM unit. 1972 cars didn't use the horizontal slider switch above the dial like the 1973 Colonnade models.

    So it was an early build car last week of December from the Atlanta plant. Sold in Oklahoma where owner Mark Carter purchased it near Tulsa recently. It's a low mile survivor car with minimal rust and believed to be the original engine and tranny. It even has the fender skirts after all this time! Mark's plans are starting to change a bit now that he has a better idea what he has. He already was at work on an interior and exterior reno when he discovered this registry and my blog. So welcome, Mark and your LLM Y code hardtop! 

   *Article (C) 2022 PHS Collector Cars Y Code Registry

Factory Correct Series: Dog Dish Hubcap for 1972 LeMans and GTO

                                                                  By: Patrick Smith

 When the 1968 era body was used for one last season in 1972, you'd assume the company would re use some of the 1971 era parts to save money.Carrying a body for five years in a row had more than paid off amortization cost of tooling so there was no need to be thrifty. GM had planned to roll out the all new Colonnade body style for 1972 but a major strike in 1970 lasted so long it pushed back retooling contracts and plant redo for a whole year.

   

  Realizing this GM knew they had to carry their intermediates one more year and to freshen up the looks, invested in new front and rear end treatments, interior and minor trim. The GTO and LeMans was part of this strategy. The base wheel cover from 1970-71 was dropped and a new design with the Pontiac arrowhead prominently displayed in center with a stamped ring around it was the main feature. Note that the arrow head section is within its own raised base with a smaller ring inside. The actual surface area is not a true convex surface as seen in the 1973 style base hubcap. Instead it is slightly domed. This hubcap was a one year only design and had the part number  488630.

    This was the standard hubcap you got when you didn't order any wheel cover or mag wheel option. The PHS invoice will have no wheel code at all, it will be void of any code as the invoice only shows paid for options, not base equipment.  

    Shown above is a New Old Stock item used by Pat Brown for the restoration of his Lucerne Blue 1972 Lemans Sport 455 HO. Brown is a major enthusiast of the 455HO engine (roundport X code) and is the architect behind the correct 455HO air cleaner decal. A piece that has been sorely needed for years.

   Note also the beveled sides of the hubcap for clearing the raised sections of the steel wheel. The 1973 hubcap does not have this as the internal design is different and clears the raised steel wheel edge completely. My car had these 1972 style hubcap centers when new and probably lost them the second the aftermarket Cragar SS mags came into the speed shop. At present no one is reproducing these hubcap centers but the 1970-71 unit is being reproduced. 

    *Article by Patrick Smith  image from Pat Brown. 

       (C) 2022 PHS Collector Cars 1972 GTO LeMans Y Code 

                                                Registry

         

Product Review: Legendary Auto Interiors LeMans-GTO arm rests

                                                                      By: Patrick H Smith
 

Here we can see the three holes, under my wrist is one, bottom right is #2 with screw out, and the
third one is just above where the door handle lever goes into arm rest. It is blind so use a flashlite
to make sure you actually get the screw, Poking holes in base is real common problem.

  We do product testing of items suitable for 1971-72 era Pontiac LeMans and GTO cars. The Y Code existed only in 1972 as an identifiable engine by VIN number, but the motor existed in 1971 as well. This time out we're reviewing Legendary Auto Interiors' reproduction arm rests. These are listed as part numbers  AP68 GA and color code. The arm rests are available for Pontiac LeMans and GTO for the following years, 1968 to 1972. This is offered for Buick Skylark, Olds  Cutlass 442. Chevy Chevelle Malibu & SS as well. Our choice was black to match the original interior of the car. Finished in Madrid vinyl. The set came to $96.00 a pair in USD. By the time it crossed the border and arrived here it was well over $100. Not much I can do about the customs and dollar exchange. That's the cost of being on the wrong side of the border. Was it worth it? Well read on!
 

With base removed you can see where the holes are and note them. Third one is right
above door handle.

  First I want to talk about shipping. Legendary Auto Interiors did a good job packing the items. It was well sealed and although no damage was incurred, I can safely say if it was bruised around a bit, the insulation inside would have protected it. Basically someone would have to stand on the box to wreck these parts. Next, the actual goods. They looked great and were finished well. No damage there either or defects. The grain is spot on to the original vinyl. I was surprised at the size of the arm rests and had to go out to the car to compare them. I also looked at pictures of cars with new interiors AND vintage road tests to see if my eyes were deceiving me. Well they weren't My existing arm rests had in fact, shrunk since 1972.  The arm rest base is almost flush with the plastic arm rest holder which is bolted to the door panel. On a new car, the arm rest actually protrudes a bit outwards towards the bucket seat. Something I hadn't noticed.
 

The underside of arm rest base shows a split where previous owner rammed the screw in the wrong place. Use a
flashlight to prevent this mistake. You can but repro arm rest bases if yours are hooped.

  Installing these requires you to remove the arm rest base from the door panel. It's held on with screws. The door opening lever doesn't have to be removed to do this. The too required to remove the door opener lever is the same one you use to remove window cranks. Very cheap and useful tool to buy. I think Dorman tools even makes it. Anyway, just three Phillips screws holds the arm rest base on. The sneaky third screw is at the front of arm rest base deep inside on an angle. You'll want a long, thin shaft Phillips screwdriver and a mini flashlight to make sure you don't accidentally poke the screwdriver through the molded rubber arm rest base surround. If you do that, there'll be a nice hole in the rubber and you'll waste time spinning that screwdriver around and not removing the screw because you shot right past it! if you remove your base and you see a split or hole in the front screw location, you'll know some one's been working on it before you.
 

Underside of Legendary piece (bottom in red) and original factory unit on top. GM did their
bases underneath with metal plate, Legendary's is finished in some kind of molded hard plastic. Hole
placement is spot on.

 Remove those, lift the base away from door and hold upside down. The screws holding the arm rest to the base are exposed. Undo those and the pad falls away from the base. It's that easy. The replacement Legendary arm rest pads are excellent reproductions of the originals featuring correct grain leather finish and the holes drilled underside align right where they're supposed to on the arm rest base. You will need to firmly push the arm rest against the plastic sides to match it against the surface smoothly and not leave any gaps. As you install the screws the arm rest will want to move away from the base. Just keep pressure on it sideways and the arm rest will be flush and a seamless appearance will be assured.That's the only real tip you need to know. It's that simple and a 20 minute job with all the tools.Over all I give the Legendary Interiors arm rests a good rating for fit, finish and quality control. Time will tell on the longevity issue. I don't anticipate problems though.
 

As you can see, the Legendary Auto Interiors piece on bottom is accurate. See how worn out
my old one on top is? The passenger side had cracks!

 Tools Needed:

Dorman Window Crank Remover- (optional, use for changing out door handle, but most of the time they're still good.)

 long thin shaft screwdriver- Phillips head.

mini flashlite (for aligning that pesky top screw and keeping it from tearing hole in arm rest base rubber.)

* Article (C) 2019 Patrick H Smith, images from PHS 1972 Y Code Registry

Y Code Parts Dept: Rare Stereo Cassette Player Option

                                                                        By: Patrick Smith
       

The stereo cassette player option was short lived at GM in 1971. Note the tape
went on top of machine with heads up.

  When the 1972 LeMans and GTO appeared for sale, a couple of new options appeared in the ads which lured buyers. When it came to ordering some of them however, they discovered the part was made of unobtanium. That's right, some pieces like the duck tail spoiler was discontinued the first week of production. Others, like this beauty here, the stereo cassette player console, was dropped later on. A few cars got this player, but we're talking very few! Most orders were for the 8 track players.
 

Cassette door is on top and load heads down.

RPO U55:
  Offered as RPO U55 or sales order code 414, the stereo cassette player was based on the Phillips Corporation version of tape and was primarily used for recording dictation notes in offices for typing later. In the 60s, the opinion of cassette tape material was that it was inferior to the wider 4, 8 track and reel to reel recording tape medium. The idea was more surface area meant better sound quality. That was true, but changes and progress in developing the cassette medium improved the sound enough to make commercial recordings of cassette albums viable. Columbia Record Club got behind the medium by 1969 and by the early 1970s you started seeing cassettes of LPs out there with 8 tracks and reel to reel versions. They weren't very common, about as unusual as a CD release for the early 1980s era, but they did exist and it was growing fast. Being able to play a whole album side without interruption was a big plus for audio fans.

Heat sink and two capacitors out back reveals this unit was packing
an amplifier.

  So how come the stereo cassette player option vanished? That part if still a mystery. If I find out, you'll read about it here. For now, let's concentrate on the few that were made and what they are like. According to Pontiac Division's 1972 RPO Production List, only 343 cars from 1971 got these babies and none for 1972. However, the 1972 Grand Prix and Firebird models got 177 and 71 units respectively before it was dropped. I suspect that the few cars we're going to encounter with a cassette player are going to be additions from an over the counter unit or earlier  B body car from 1971. It appears to have been deleted very early in production. 71 units, by the way, translates to 0.01 percent on the Grand Prix. So if say, 20 A bodies got a cassette player, it may show up as zero percent. Zero percent doesn't necessarily mean zero units!
     

Another unit with the factory knobs present.

 Appearance and Part Numbers:  The unit is an integral black box construction with front loading cassette mechanism on top with heads down (facing you)orientation. There is a six row heat sink behind and a harmonica connector out back for the radio and speaker connections. The controls are on the front and have two  chrome and satin finish knobs, one on each end. The unit was manufactured by Delco Electronics in Kokomo, Indiana. The part number is 7937400. The Ac Delco radio product code is 1OBCT12 which broken down translated to 1971, O which isn't used by Delco to describe any GM division, B= full size B body cars, CT= cassette, integral and 12 which should mean twelfth revision but would be impossible given the brutally short production life of this component.In fact, between 2, 337 units, the revision code didn't change.More likely it refers to 12 maximum playable tracks, 6 per side. The O for division code likely referred to all car lines. Notice for instance, on the bottom of the unit shown here, a Red ink stamp "P" for Pontiac? Examining the Pontiac salesmen book reveals that option RPO U55 was available on all Pontiac models provided certain conditions were met. The conditions were; car must have automatic transmission. It wasn't available with manual transmission as the salesman's written note adds that a console must be ordered when installing the cassette player on a "finished car" with manual transmission.

The paper product label with part number and Ac Delco breakdown. Notice the red ink stamp P
for Pontiac? This cassette player was likely offered across all B body models before it was dropped.

Rarity, value: This is scarce, along the lines of a Bigfoot or Yeti sighting for an A body car. Is it valuable? That depends on how badly you want it. Since it didn't appear as an available option for ninety nine percent of 1972 GTO or LeMans cars, it won't appeal to a restorer. A B body fan will definitely want it however. Auction prices are scarce but I have seen units for sale in the $500 range. That doesn't guarantee you a playable one! As for quantity, we know from serial numbers that at least 2,337 were made before production ceased. Not common but not super rare either.Search those Bonnevilles and Catalinas.
  * Article (c) 2018 by Patrick Smith  PHS 1972 Y Code Registry

Y Code Tech: 1972 Climate Controlled Combustion System

                                                                         By: Patrick Smith        

   Emission controls became a necessary part of the automobile since the late 1950s when smog from the Los Angeles basin became prominent. The early systems are laughably primitive now. The road draft tube found in pre 1961 cars was devised to allow engine crankcase vapors to escape via vacuum created by exposure to passing air from the bottom of the engine bay. This set up eased blowby and got the vapors out of the engine bay and passenger compartment, but added to the pollution by creating about 20 percent of hydrocarbon emissions. California State did away with road draft tubes in cars sold in that State by switching to a closed system with a tube from the crankcase to the intake manifold with a valve in between to control the flow of fumes. This was the start of the PCV valve. By 1963, the other 49 States started using PCV valves as well.

   Now on these early systems there was no way for the hydrocarbons to leave the crankcase. It was theoretically recombusted until the output was spent, burnt hydrocarbons. The exception to this was at wide open throttle when the intake manifold had no vacuum to draw pollutants into the engine. At wide open throttle, the engine breathes through the oil filler cap on the filler tube. This was changed in 1966 with a closed PCV sytem on California State cars. 49 State cars gained this set up by 1968. The closed combustion System (CCS) allowed zero hydrorcarbon gas escape. They did it by drawing the pollutants into the engine through suction in the air cleaner element.  Let's look further into the General Motors version of closed combustion system, or CCS as it was called.

The basic closed combustion  setup: At first glance, there doesn't appear to be much difference between an open PCV and closed PCV system.The main difference is the way the fresh air entrance is rigged. Fresh air enters from the air cleaner into a hose or other connection to the crankcase. The normal route is fresh air entering a PCV filter inside the air cleaner, then going into a hose to the rocker cover. This way it doesn't pass crankcase fumes into the air at wide open throttle. When operating under manifold vacuum, the air flow goes from air cleaner to rocker cover. At wide open throttle, the air flow is by crankcase pressure through the fresh air hose from rocker cover back to air cleaner. Once inside the air cleaner they are sucked into the carb for re entry.  With these closed combustion systems you will see a PCV filter at the end of the fresh air hose. Frequent loading up of the filter media tells you blow by is heavy from taking excess fumes.

Transmission Controlled Spark- 

  

The TCS system when used on Pontiacs, may differ in operation particularly with the way the
solenoid is activated. Some years the valve is energized ON, other years energized OFF. Look up the
right year to make sure it works correctly,

    In a nutshell, TCS works by having vacuum to the distributor cut on or off by a vacuum solenoid. The solenoid gets current when the ignition switch is on and normally it is fused in with the car fuse block. The solenoid is grounded at the tranny in certain gears and ungrounded in others. One trip up in diagnosing TCS is there are two types of solenoids; normal open to vacuum and normal closed to vacuum. The first one allows vacuum flow when not energized and the second one allows vacuum flow when energized. The earliest set up used normal open solenoids so it would allow vacuum advance at all times should a fuse blow or something happened to break the electrical circuit.

Top image shows you the transmission controlled spark components found in Pontiacs. The bottom image is of
the Combination Emission Control set up found only on Ventura II cars usually with Chevy engines.

  The Pontiac TCS system controls distributor vacuum by an oil pressure sensitive  transmission switch connected to a solenoid valve in the carb to distributor vacuum line.Whenever the tranny operates in other than high gear, the tranny switch and solenoid valve are both closed, shutting off vacuum to the advance unit. When the transmissions goes into high gear, oil pressure in the direct clutch circuit causes the transmission switch to open, cutting the signal and opening the solenoid valve, allowing vacuum flow to the unit. A temperature switch allows vacuum to reach the unit below 85 degrees F or above 220 degrees F. With manual transmission cars, the set up is similar but the switch is externally mounted and operated by transmission linkage position.

A close up of the CEC solenoid and position adjustment.

Combination Emission Control System CEC: 

 This set up was used on the Ventura II for 1971 instead of TCS. When the CEC solenoid is energized, the solenoid plunger moves outward against the throttle lever. This speeds up engine and allows ported spark vacuum to the advance unit.It can be energized three ways: a transmission shift into 3rd or Reverse gear, a temperature override switch at temperatures below 82 degrees F, a time delay relay allowing vacuum advance for 15 seconds after turning on ignition during temperatures above 82 degrees F. The CEC solenoid is vented to purge any vacuum that may hold the distributor advanced wen the trans is in 1st or 2nd gear. An idle stop solenoid prevents run on  by allowing the valves to close beyond normal idle position when ignition is turned off. That means two throttle positions are required; a curb idle and  emission control setting.

The 1971 Thermal Vacuum Switch  Set Up (455 HO Engines)

  The high output 455 round port engines used a thermal vacuum switch connected to a throttle actuated spark advance. This set up gives no vacuum advance at idle unless engine coolant temperature is above 230 degrees F, when full advance is applied to allow the engine to circulate coolant faster to maintain normal operating temperature.

The 1972 Pontiac CCS System: This year's CCS set up was redesigned.A new Speed Control Spark Advance operation was added by combining bits of the older TCS and CEC set ups. The new acronym for Speed Control Spark Advance is SCS.If it's a four speed manual transmission car, it will be using the older TCS system, If it's running a straight six or Chevrolet 307 V8 it will use the CEC system but without time delay relay.Vacuum advance is allowed 20 seconds after the transmission goes into high or drive gear. Advance is allowed whenever engine temperature is below 82 deg F.
   The SCS system has a vacuum advance solenoid valve and temperature sensing switch. The TCS switch is replaced with a speed control spark (SCS) switch. The SCS restricts vacuum spark advance to road speed above 38 mph. The TCS/SCS temp sending switch was moved from the top of intake manifold to the right of the rear cylinder head between plugs 6 and 8. The switch was recalibrated to allow vacuum advance at engine temps below 95 deg F and above 230 deg F. Air cleaner operation is unchanged from 1971.

Component Diagnosis: We have included a few flow charts of diagnosis for vehicles with partially imoperative systems. This may help you get the car running for emission testing or help prevent a roadside FAIL from MOE boys.

Although basic, this chart should sort out what parts needs work or replacing.

                                             

Evaporative Control System ECS:  There is a purge valve on the intake manifold besides water outlet housing which prevents canister purges until coolant temperature reaches 170 deg F. This makes the exhaust emissions better during cold starts. This set up is not used on Chevy 307 V8s or inline six cylinder cars.

Air Injection Reactor (A.I.R): Some cars due to the State they are sold in such as California, or due to a dirtier camshaft profile, need to run an air pump. The inline six engines use air pumps of the positive displacement vane type. They are belt driven and use a diverter valve, check valve and silencer. The check valve is behind the diverter valve and is a one way diagpragm designed to prevent hot exhaust gas from backing up in the hose and damaging the pump if the belt fails or hose rupture or excessive system pressure. The diverter valve releases air from system during deceleration. It is vacuum actuated.This takes care of the CCS system up to 1973. The following year incorporates a lot of changes and will be covered in a future article.

  * Article (c) 2017 by Patrick Smith, images from PHS MEDIA ARCHIVES. This originally

             appeared in expanded form on phscollectorcarworldblog April 2017. used with permission.