NEW PRICE! Stunning 18,114 original mile car. Original Plum Mist paint, original Parchment interior, potent 326 V8 with 4-speed, Arizona car. Incredible to drive, tight, smooth, quiet. You probably forgot they were this good!
This Le Mans spent a majority of its life in Arizona, coming east long after it had passed from daily driver to collector car, so it never saw rain and certainly not snow. We’ll also admit that it started life with a six-cylinder and a PowerGlide automatic, and while that probably isn’t lighting your pedigree fires, it does mean that the car was never hammered or abused—with only 18,114 original miles, it was the proverbial little old lady special. That is unquestionably factory-applied code M Plum Mist paint on the bodywork, front to back, top to bottom. No touch-ups, no repaired dents, zero nonsense. It shines up the way only vintage paint can and yes, while there is some very, very minor checking and micro-blistering on the hood, you need to get your nose about six inches away in just the right light to see it. The doors, hood, and trunk fit just the way the factory did it—which is pretty darned nice—and all the weather seals are still supple so everything locks up tight. No squeaks, no rattles, no drafts. You just can’t restore this kind of solid feel back into a car, I don’t care how good your shop is. Likewise, all the chrome, the emblems, the glass, and the lenses are original and in nearly new condition. No stone chips in the windshield, no pitting in the chrome, no fading in the taillights, and it even carries four original T3 headlights up front.
The code 224-B Parchment bucket seat interior is also entirely original. You can spot factory upholstery by the depth of the pleats—compare this Le Mans to any high-dollar restored GTO and I promise these seats will look better. Deeper pleats, heavier materials, and exactly the right color (most of the repro stuff is too metallic). The steering column was changed out when the engine and transmission were swapped, so there’s no stub of a PowerGlide shifter hanging off to give things away, and the Hurst cue ball knob looks exactly right. The original gauges only cover the basics of speed and fuel level, but that’s’ how it was delivered so that’s how they left it. The original AM radio still works and has an optional rear speaker with a switch on the dash—both speakers sound great. Heavy-duty floor mats were added at some point, and that’s just a good idea, while the back seat looks like it hasn’t hosted a guest since 1969. Even the headliner is clean, taut, and bright. In back, the trunk is completely rust-free, showing factory spatter paint, the original trunk mat (a little brittle but quite nice) and the original spare tire and jack assembly. Yep, that’s a 1967 Firestone bias-ply whitewall.
Yes, the car was originally fitted with a simple 215 cubic inch inline-6, but I’m not sure this car would be so special with it still under the hood. Instead, the second owner found a correct WR-coded 1967 326 cubic inch HO V8, rebuilt it, and slid it under the hood. It looks and acts completely stock, with proper Pontiac Turquoise engine enamel, reproduction tower hose clamps, and a factory-style Carter 4-barrel carburetor on top. All the factory-style linkages and tubing are in place, there’s a thick radiator up front, and correct cast iron exhaust manifolds handle the fumes. Check out how clean the inner fenders are, the original Plum Mist overspray on the firewall, and the condition of the underside of the hood. If I hadn’t told you this car came with a six, you would never, ever know.
The original PowerGlide was tossed in favor of a familiar Muncie 4-speed manual transmission and there’s a GM 10-bolt with 3.90 gears on a limited slip, so this sucker is extremely punchy around town. The suspension is supple, the brakes are effective, the steering tracks like a cruise missile, all things that you get with an original car but which are very, very difficult to restore back into a high-mileage machine. New shocks help with the smooth ride and there’s an OEM-style dual exhaust system that sounds just about right—not too aggressive but not invisible, either. Obviously rust is a non-issue, although there’s the usual surface scale on the heavy metal parts like the driveshaft and rear suspension. None of it matters and the floors are immaculate. Factory Rally II wheels were on the car when it was new, and they remain in place and now carry fresh 205/75/14 Diamondback redline radials.
There’s a feeling to unrestored, original, low-mileage cars that can’t be replicated and even if you were there in 1967, I bet you’ve long since forgotten how good these cars could be. The only question remains: are you a visionary or are you just part of the herd? If you’re a visionary, you should call today!
For more details and photos, please visit www.HarwoodMotors.com
