1968 Fenton GT
('68 GT275)
Muscle cars, GTs, personal luxury, and outright excess was the name of the game in the 1960s and the Fenton GT was no exception. With such a market voracity for performance and comfort, it had no trouble finding buyers and the only logical move was to make it more powerful and more comfortable which is exactly what FHL did. A third generation was in development by 1963 and started with the engine since the aging Fenton small block V8 had reached the limits of its design without a major refresh.
The engineers began developing a new V8 largely based on the original small block design but a decreased deck height along with revised water jacket and crankcase allowed for a larger bore spacing and stroke with virtually no effect on the exterior dimensions. The new V8 also made weight reduction a priority and made extensive use of stamped and forged parts rather than cast as well as aluminium cylinder heads. Initially the engine was produced in two displacements - a 4.1L (250 cubic inches) and a 4.5L (275 cubic inches).
('68 GT275)
The platform itself also underwent a number of changes. The hoodline was extended and tail length increased to give the car more presence. Concordant, the bodywork was changed to be fully aluminium though the chassis itself remained to be steel. In addition - though the basic configuration remained the same - the suspension was fitted with an air ride self leveling system and the front was fitted with a sway bar to decrease body roll and oversteer. And for the first time ever, the Fenton GT seated more than 2 and gained a 2+2 seating arrangement.
Styling was also heavily updated. Though basic elements such as quintessential Fenton tripartite grill were retained, a fast sweeping look was adopted reminiscent of a fighter aircraft. FHL also made a point of updating the styling regularly throughout the model’s run to keep it on the edge.
('68 GT275)
The 3rd generation GT initially came in two variants. The GT250 had the 4.1L (250 cid) V8 and featured a luxurious white or red leather interior with AM/FM radio, power steering, 4-speed manual transmission, 15 inch mag wheels, and all around disc brakes. The upgraded GT275 model had the 4.5L (275 cid) V8 and featured and handcrafted wooden trimmed interior with specially embroidered seats and GT275 badging; it also included air conditioning as well as a limited slip differential. A 3-speed automatic transmission was an option for both makes.
Colors included:
- Candy Gloss Red
- Silver Moon
- Midnight Metallic
- Cream White
- Ornamental Evergreen
The GT’s expense made it up market buy without exception but then it always was. In the late 1960s though, it fared well being positioned as a sporty, nimble alternative to the land yachts that dominated the luxury market such as the Lincoln Continental or Chrysler Imperial. Same as the similarly positioned Mercury Cougar or Oldsmobile 442, it was not a volume car and only moved around 10,500 units a year on average through its entire production run.
1970
('70 GT292)
In order to keep the GT in people’s minds, it’s styling and feature set was gradually updated throughout its run. In 1970, at the height of the muscle car craze, Fenton released new a variant with the V8 enlarged to 4.8L (292 cubic inches). The styling also acquired a more square look. The 4.5L V8 was also upgraded with a dual 4-barrel carburetor setup called the “DualQuad” in the pursuit of more power.
Being the new top of the line, the GT292 came an 8-track player and also had an optional 5-speed manual transmission.
1972
('72 GT275)
In keeping with the times, the styling slowing evolved to be more square. The GT was also not spared the excessive chrome bumpers of the 1970s in part due to new safety regulations mandating 5 mph crash bumpers. Updates to the engines delivered yet more power but more notably was the switch over to radial tires. The GT became Fenton’s second car, after the Twisp, to use radial tires. The new tires handled differently but also much better. This allowed the wheels to be upgraded to 16 inch while the overal tire size remained the same and the larger wheels allowed the brakes to be enlarged which improved braking performance.
The 1973 oil crisis alongside mandated catalytic converted for the 1975 model year brought Fenton’s incremental styling updates to a screeching halt however as they concentrated on compliance and fleet fuel economy. Sales dropped due to newfound concerns over fuel economy but the GT’s position in the market spared it the worst of the crisis and production continued without plan for replacement.
1975
('75 GT250)
1975 marked the last major styling update before the late 1970s happened.
Emissions regulations were a major hit to the GT’s performance. In an attempt to compensate, Fenton dropped the 4-speed manual in favor of the 5-speed but this did little. Regardless, as the oil shock from 1973 died down, sales rose. This was shortlived however. Although the GT’s low volume made it far less of a target for fleet detuning in order to meet CAFE regulations, the 1979 energy crisis again tanked interest in V8s and gas guzzlers.
The oil shock caused Fenton to drop the 4.8L V8 from the line for the 1980 model year but this was futile. Fenton’s preoccupation with more pressing matters meant the GT3 had overstayed its welcome in the market place and the GT3 ceased production after the 1980 model year without replacement. Fenton would later go on to revive the GT nameplate in 1990 but more pressing matters were at hand.
In retrospect the car was ultimately success and many lamented the (temporary) end of the GT line. But it was also the end of an era and the 137,000 GT3s produced remain a testament to the 1960s mystique of American muscle.
Specifications
- Wheelbase: 2.46 m (97 in)
- Length: 4.34 m (170.9 in)
- Body style: 2 door coupe
- Seats: 4 (2+2)
- Transmission: 4-speed manual, 3-speed automatic, 5-speed manual
- Engines: 4.1L V8 (8VAB-P250), 4.5L V8 (8VAB-P275), 4.8L V8 (8VAB-P292)
- Layout: longitudinal front engine, rear wheel drive
- 0-60 mph time: 7.0 s ('72 GT292 and 5-speed manual)
- Top Speed: 215 km/hr (134 mph)
- Fuel Economy: nope
- Fine… 20.5 L/100km (11.5 US mpg) for '72 GT250
Engines
8VAB-P250
1968 - 1980
- Cast iron block; aluminium heads; forged internals
- Cam in block OHV; 2 valves per cylinder
- 93 mm (3.661 in) bore X 75.5 mm (2.972 in) stroke - 4101 cc - 250.3 cubic inches
- Compression:
- 9.2:1 compression (1968 - 1974)
- 7.7:1 compression (1975 - 1980)
- 4 barrel carburetor
- Power:
- 145.5 kW (195 hp) @ 4500 RPM (1968 - 1974)
- 118.8 kW (159 hp) @ 4900 RPM (1975 - 1980)
- Torque:
- 337 Nm (249 lb-ft) @ 2700 RPM (1968 -1974)
- 270 Nm (199 lb-ft) @ 2700 RPM (1975 - 1980)
- 5000 RPM max (1968 - 1974); 5400 RPM (1975 - 1980)
8VAB-P275
1968 - 1980
- Cast iron block; aluminium heads; forged internals
- Cam in block OHV; 2 valves per cylinder
- 93 mm (3.661 in) bore X 82.8 mm (3.260 in) stroke - 4497 cc - 274.4 cubic inches
- Compression:
- 9.6:1 compression (1968 - 1974)
- 8.0:1 compression (1975 - 1980)
- Fuel System:
- 4 barrel carburetor (1968 - 1969)
- 2 X 4 barrel carburetor (1970 - 1980)
- Power:
- 156 kW (209 hp) @ 4500 RPM (1968 - 1969)
- 167.9 kW (225 hp) @ 4500 RPM (1970 - 1974)
- 137 kW (184 hp) @ 4900 RPM (1975 - 1980)
- Torque:
- 371 Nm (274 lb-ft) @ 2800 RPM (1968 -1969)
- 379 Nm (280 lb-ft) @ 2700 RPM (1970 -1974)
- 309 Nm (228lb-ft) @ 2700 RPM (1975 - 1980)
- 5000 RPM max (1968 - 1974); 5200 RPM (1975 - 1980)
8VAB-P292
1970 - 1979
- Cast iron block; aluminium heads; forged internals
- Cam in block OHV; 2 valves per cylinder
- 93 mm (3.661 in) bore X 88 mm (2.972 in) stroke - 4782 cc - 291.8 cubic inches
- Compression:
- 9.6:1 compression (1970 - 1974)
- 8.0:1 compression (1975 - 1979)
- 2 X 4 barrel carburetor
- Power:
- 178.8 kW (240 hp) @ 4600 RPM (1970 - 1974)
- 144.4 kW (194 hp) @ 4900 RPM (1975 - 1979)
- Torque:
- 404 Nm (249 lb-ft) @ 2700 RPM (1970 -1974)
- 329 Nm (243 lb-ft) @ 2700 RPM (1975 - 1979)
- 5200 RPM max