"DailyTurismo" (thedailyturismo)
04/24/2014 at 13:11 • Filed to: Daily Turismo
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"DailyTurismo" (thedailyturismo)
04/24/2014 at 13:11 • Filed to: Daily Turismo | 5
| 9 |
In 1961 Pontiac engineers working to release the first generation Tempest under the guidance of John Z DeLorean wanted to offer a small displacement and frugal engine but did not have the budget for a full scale development effort. What they did was hack half the cylinders off of a 389 V8 and create the 195 Trophy 4.
It was one of the first American built sedans to have a 4-cylinder engine since the Kaiser Henry J went out of production and would rattle the fillings out of your teeth with vibration. Find this !!!error: Indecipherable SUB-paragraph formatting!!! currently bidding for $2,125 reserve-not-met and $11,500 buy-it-now on ebay, located in New Castle, DE.
The Trophy 4 was available in 115, 140, and 166 horsepower ratings, depending on which carb and compression ratio was used. Interestingly enough, only a few Tempest left the factory with the optional 215 cubic inch V8 in 1961/1962 and most were powered by the 195 ci bucking bronco four. So why is it that people don't talk about the Trophy 4 Tempests very often? 'Cause it's like talking about an ugly sister that you want to get married off. You know she needs a husband but you don't want your friend to be mad at you!
Under the hood is a misshapen lump that looks like a V8 that has been given a unilateral mastectomy...which is essentially what the Pontiac engineers did. All the V8 smoothness was replaced with the inherent imbalance of a 3.2 liter inline-4 and power was transferred via Pontiac's rope drive to the rear mounted transaxle. The fact that the Trophy 4 weighed 200 lbs more than the optional Buick 215 alloy V8 is truly iron ic.
This Tempest looks great inside and out, with perfect upholstery and nice carpets. It is a shame the seller did not include a close up of the original lever-action automatic shifter.
You can read more about the Trophy 4 in this !!!error: Indecipherable SUB-paragraph formatting!!! by David LaChance or in this !!!error: Indecipherable SUB-paragraph formatting!!! article by Murilee "Isn't She Dreamy" Martin. See another 4-cylinder powered ugly sister? tips@dailyturismo.com
Originally published as !!!error: Indecipherable SUB-paragraph formatting!!! on !!!error: Indecipherable SUB-paragraph formatting!!! .
Photo credits; car pics from ebay, and cross section by Pontiac via hemmings.
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Party-vi
> DailyTurismo
04/24/2014 at 13:17 |
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1) Give engine to Mickey Thompson
2) Steal two more cylinders
3) Supercharge
4) 257hp from 1,594cc
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DailyTurismo
> Party-vi
04/24/2014 at 13:18 |
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Drugs are bad mmkay...
nevergonnahaveapermanentaccount
> DailyTurismo
04/24/2014 at 13:19 |
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BiTurbo228 - Dr Frankenstein of Spitfires
> DailyTurismo
04/24/2014 at 13:37 |
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Eh, I think they're quite cool. I'd prefer one with Pontiac's semi-abortive OHC I6. That would make a hell of a car.
Plus, if you think the I4 was heavy how much heavier is the full-blown 389 V8? Must be heavy as anything.
I wonder if you can fit balance shafts to sort out the vibration. Beyond that the transaxle rear is pretty neat.
apocalypsedonquixote
> DailyTurismo
04/27/2014 at 10:13 |
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http://forums.vwvortex.com/showthread.php…
e3pres
> BiTurbo228 - Dr Frankenstein of Spitfires
04/30/2014 at 09:22 |
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IIRC, they used a cable instead of a driveshaft to help with vibrations.
Dream Theater of the Absurd
> BiTurbo228 - Dr Frankenstein of Spitfires
04/30/2014 at 09:32 |
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IIRC, the 389 was only about 50 pounds heavier than the Trophy 4.
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Dream Theater of the Absurd
> e3pres
04/30/2014 at 09:33 |
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That, and very soft motor mounts. Even they weren't enough if the engine was out of tune, though.
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BiTurbo228 - Dr Frankenstein of Spitfires
> e3pres
04/30/2014 at 10:51 |
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Yeah, they had a torque tube solidly mounting the engine at the front and the gearbox and diff at the rear, with a flexible driveshaft. That way, they could mount the whole shebang on rubber bushes and minimise vibrations/simplify the driveshaft linkage to the transaxle.
It's the same system as used on the Porsche 924/944/968, and is what the Alfa GTV6 is sorely missing. Just ask any long-time owners about the flexible coupling in the middle of their driveshafts :S