on the above thumbnails to view full screen photographs of this
More photos available upon request.
(VIN: 242677P189981), Tyrol Blue met. with a White soft top and Parchment (White) leather int. with black carpeting, the
odometer shows 72,216 miles indicated and the car is equipped with a (J) code Turbo Hydra-matic auto trans with a 3.36
ratio. (This car was originally built in (G2) Signet gold with a Black
power conv. top & a (221) gold vinyl int. and was
and completely repainted in the early 2000's.) The powertrain is
a standard 335 hp / 441 lb. - ft. torque (YS)
code 400ci engine, Quadra Power 4bbl carb and 10.75:1 compression ratio.
Options: Turbo hydramatic trans., pushbutton radio and manual antenna, rear seat speakers, door edge guards, lighted
luggage compartment, underhood lamp, custom wheel discs, bucket seats with center console and white wide oval tires.
Repaint aside, this GTO is very correct as all of the exterior and
interior colors are correct for & were available on a 1967
not to mention the car maintains the original motor, trans, etc.
It has a well documented ownership history with lots of
records, photo documentation of the restoration / repaint & the
full PHS report documents. This GTO is in excellent
condition inside and out and drives very well. Everything in the vehicle functions as-designed with the exception of the
hood mounted tach. The body is straight with no rust, the floorpans are excellent and the engine compartment is clean and
detailed. The power top functions properly and the top and rear
window look new. The exterior chrome is in excellent
as are the body and paint. The interior is also like new.
The car drives very well and gets a lot of looks, honks and
thumbs-up! A nice, honest and high quality GTO convertible. Photos will show condition so please request them!
New MSRP of approx. $3,200.00.
Included with this vehicle:
Good service and ownership history
CD ROM photos of the restoration and repaint
Purchased by the most recent owner from BMI 06/25/2015
Was owned by the owner before them for over 8 years
VIN decoding for this GTO:
24267 - Pontiac GTO 2-door convertible
7 - 1967
P - assembled in Pontiac, MI
189981 - Production sequence
1966-67 Pontiac GTO:
The General Motors A-body platform, on which the GTO was based on, was
totally redesigned for 1966, gaining more curvaceous styling with
kicked-up rear fender lines for a "Coke-bottle" look, and a slightly
"tunneled" backlight. The tail light featured a rare louvered cover,
only seen on the GTO. Overall length grew only fractionally, to 206.4
inches (524 cm), still on a 115 inch (292 cm) wheelbase, while width
expanded to 74.4 inches (189 cm). Rear track increased one inch (2.5
cm). Overall weight remained about the same.
Still using a 115" wheelbase, the GTO was longer and heavier, though it
resembled the 1965 model from the front. For 1966, the GTO became a
separate model line which still included the three body styles-hardtop,
coupe and convertible.
The GTO became a separate model series, rather than an optional
performance package, with unique grille and tail lights, available as a
pillared sports coupe, a hardtop sans pillars, or a convertible. Also
an automotive industry first, plastic front grilles replaced the pot
metal and aluminum versions seen on earlier years. New Strato bucket
seats were introduced with higher and thinner seat backs and contoured
cushions for added comfort and adjustable headrests were introduced as
a new option. The instrument panel was redesigned and more integrated
than in previous years with the ignition switch moved from the far left
of the dash to the right of the steering wheel. Four pod instruments
continued, and the GTO's dash was highlighted by walnut veneer trim.
The 1966 split grille used vertical headlights as before but the grille
openings tapered at the top and bottom as the grille approached the
center dividing panel. The turn signal lamps were relocated next to the
headlights and were attached to the plastic grille. Plastic was used
for the first time on the 1966 grilles. The hood with its simulated
scoop, was identical with the 1965's, save for the Pontiac crest
located on the front center of the hood. From the side, the 1966 has a
more distinct "coke bottle" look. All 1966s used a thin side pinstripe,
rocker panel moldings that continued along the bottom of the rear
fenders and wheel-well moldings. GTO emblems were located in the same
places as before.
Taillight treatment, too, was redesigned. The single taillight lamp
unit was covered by a housing that had three horizontal louvers.
The dash panel was changed for 1966, but its look was evolutionary as
it utilized the familiar four-pod theme. Instruments and gauge
selection was the same as in 1965. Optional on the standard panel was
the Rally clock and the Safeguard speedometer. The Safeguard
speedometer, which included a low fuel warning lamp, allowed the driver
to select a speed by the use of a pointer, which, when exceeded, would
sound a warning buzzer. (Did insurance companies reduce their premiums
for this "safety" feature?)
Although bucket seats were standard equipment, an optional "Strato Bench" front seat was optionally available.
The standard three-speed manual transmission came with a column-mounted
shifter. Hurst shifters were standard equipment on the heavy-duty three
speed and four-speed manual boxes. The close-ratio four-speed was
available only with 3.90 or 4.33:1 rear axle ratios.
Engine availability was unchanged again with a 335hp 389 c.i. V-8 as
standard and the 360hp Tri-Power optional. The Tri-Power came with a
larger center carburetor. During the model year another engine option
was released, known as the XS engine option, after its engine block
code. This included the Air Scoop package and a revised camshaft and it
was the first Ram Air engine. The Air Scoop package was also revised to
accommodate the larger center carburetor. Compression ratio was 10.75:1
on all engines.
9.5" drum brakes were still standard fare on the GTO with metallic
linings optional. A front aluminum drum option was part of the
heavy-duty ride and handling package. Exhaust splitters weren't used in
1966; chrome exhaust extensions exiting beneath the rear bumper were
optional instead. Exhaust and tailpipes measured 2.0" with all engines.
The GTO underwent a few styling changes in 1967. The louver-covered
tail lights were replaced with eight tail lights, four on each side.
Rally II wheels with colored lug nuts were also available in 1967. The
GTO emblems located on the rear part of the fenders were moved to the
chrome rocker panels. Also the grill was changed from a purely split
grill, to one that shared some chrome.
The GTO also saw several mechanical changes in 1967. The Tri-Power
carburetion system was replaced with a Rochester Quadrajet four-barrel
carburetor. The 389 engine received a larger cylinder bore (4.12
inches, 104.7 mm) for a total displacement of 400 CID (6.5 L) V8. The
400 cubic inch engine was available in three models: economy, standard,
and high output. The economy engine used a two-barrel carburetor rather
than the Rochester Quadrajet and produced 265 hp (198 kW) at 4400 rpm,
and 397 lb·ft (538 N·m) at 3400 rpm. The standard engine produced 335
hp (250 kW) at 5000 rpm, and the highest torque of the three engines at
441 lb·ft (598 N·m) at 3400 rpm. The high output engine produced the
most power for that year at 360 hp (270 kW) at 5100 rpm, and produced
438 lb·ft (594 N·m) at 3600 rpm. Emission controls were fitted in GTOs
sold in California.
The 1967 model year required new safety equipment. A new
energy-absorbing steering column was accompanied by an energy-absorbing
steering wheel, padded instrument panel, non-protruding control knobs,
and four-way emergency flashers. A shoulder belt option was also
featured, and the brake master cylinder was now a dual reservoir unit
with a backup hydraulic circuit.
The two-speed automatic transmission was also replaced with a
three-speed Turbo-Hydramatic TH-400. The TH-400 was equipped with a
Hurst Performance dual-gate shifter, called a "his/hers" shifter, that
permitted either automatic shifting in "drive" or manual selection
through the gears. Front disc brakes were also an option in 1967.
1967 saw the last year for boxy straight lines, a new gun in the
Pontiac model lineup, the Firebird, would shape the next years GTO
lineup. There were few differences on the 1967 GTO from the previous
year. Most notable were the twin pin stripes along the upper beltline
and body side accent moldings were slightly revised. GTO buyers also
had a new choice of power when it came to engine displacement. Standard
was the new 400 cubic inch engine that produced 255 horsepower. A
severe drop in standard horsepower from the previous year. Two optional
horsepower rated 400's were available to power hungry consumers. A 335
and a 360 horsepower 400 cubic inch motor were available.
The 1967 GTO came in three body styles:
2-door Hardtop Coupe – 65,176 produced
2-door Convertible – 9,517 produced
2-door Sports Coupe – 7,029 produced
Total - 81,722
Base 389ci 1x4bbl 335 hp / 431 lb-ft
V8 428ci 1x4bbl 360 hp / 472 lb-t
Quadra Power 400ci 1x4bbl 360 hp / 438 lb-ft
V8 400ci 1x2bbl 255 hp / 397 lb-ft
New MSRP: $3,165.00
Significance of the GTO:
1. The GTO represented a shift in what a performance car
was to become. Instead of full-sized powerful luxury cars, such as
Pontiac 2+2 or the Chrysler 300, powerful intermediate-sized cars were
gaining popularity. Richard Langworth and Graham Robson argued in their
book "Collectible Cars 1930-1980" that the GTO ushered in the new
muscle car concept in 1964 as a trim package for the Pontiac Tempest.
Engine Horsepower Ratings
2. Langworth and Robson wrote in the "Collectible Cars
1930-1980" that the initial package offering for the 1964 Tempest GTO
was a 389 CID V-8 engine, quick steering, stiffer suspension and dual
exhausts. Musclecar Facts.com states that package was carried over in
1966. The base 389 produced 335 bhp. It was equipped with a
single four-barrel carburetor. Buyers had the choice of ordering a "Tri
Power" (three two-barrel carburetors) setup that produced 360 bhp.
Musclecar Facts.com states a rare ram air option could be ordered for
the GTO. Its alleged horsepower rating was the same as the Tri Power
GTO, 360 bhp.
GTO Torque Rating
3. Musclecar Facts.com reports the base 389 CID engine,
with its single four-barrel carburetor, produced 431 pounds feet of
torque at 3200 RPM. The Tri Power GTO with its three two-barrel
carburetors produced 424 pounds feet of torque at 3600 RPM.
4. Manual steering was standard on GTO and was known as
"quick" steering. In 1965, John Ethridge of "Motor Trend" magazine
test-drove a GTO. He noted that the optional power steering gave a
better feel for the road and had stronger caster returns than the
"quick" steering. In fact, the GTO had one of the quickest caster
returns in the lot, according to Ethridge.
GM Engine Displacement Ban
5. General Motors had an engine displacement ban, which
forbade intermediate-sized cars using factory engines larger than 400
CID. Mark McCort of Hemmings.com quoted John DeLorean's statement about
the significance of the GTO: "The GTO represents Pontiac's answer to
the blandness among lower priced automotive products." The engine ban
was lifted in 1970, but the years of the muscle car were numbered.
Feature Article from Hemmings Muscle Machines
November, 2004 - Mark J. McCourt
"The GTO represents Pontiac's answer to increasing blandness among the
lower-priced automotive products. It also represents a cleverly
contrived attempt to build something with interesting performance,
despite the infamous General Motors lid on such things." - John Z.
DeLorean, Pontiac Chief Engineer, 1964
The Pontiac skunk works team that decided to shoehorn an optional
large-displacement V-8 engine into their affordable two-door
intermediate variants, to get around GM's large-displacement ban,
probably had no idea quite how revolutionary their newest sporting
vehicles would be, or what they would do to the automotive marketplace
of the mid 1960s. The GTO, with its European nameplate, metric
displacement badges, and ability to corner nearly as well as it went in
a straight line, ushered in a new game in Detroit and left its
competition in a haze of unburned hydrocarbons and burned bias-ply
smoke. Seemingly overnight, a niche was cemented, and the imitators,
innovators and tagalongs would follow in droves.
Pontiac's GTO claimed its title as the best-selling nameplate of the
muscle era, and it remains one of the most easily attained performance
cars to scorch an American highway. The second-generation GTOs,
produced in 1966 and 1967, are considered by many to be the purest,
with their handsome, aggressive styling and powerful engines with
minimal pollution controls. These cars were available in pillared sport
coupe, pillarless hardtop coupe and convertible body styles; with
plentiful parts support, a hugely enthusiastic following and values
starting well under $10,000, they rank among the easiest and most
popular vintage muscle cars to restore and run.
Based on the modest Tempest/LeMans A-body platform, 1964-1965 GTOs were
Cinderella stories of inexpensive parts in capable cars, adding up to
big popularity. With European-themed performance in an optional,
affordable, American-sized package, these cars brought a youthful
spirit to GM's stuffy passenger-car lineup. Part of the GTO mystique
came from the nameplate emblems on their twin grilles, and the V-shaped
front quarter panel badges that announced engine displacement in
"Litres" (6.5), rather than in cubic inches (389); the rest of the
image originated under the hood. The standard 325hp (335hp in 1965-66)
engine breathed through a single carburetor, and Tri-Power triple
carburetors were installed atop the optional 348hp (360hp in 1965-66)
mill. And, to the delight of many, it took longer to read the options
list than it did for the GTO to drive a quarter-mile in anger.
A redesign of Pontiac's A-body line in 1966 benefited the now
stand-alone GTO, giving it a softly curving beltline with matching
lower-body contours. Stacked headlamps reappeared, and twin black
grilles sloped to converge in a wide center bar. The twin-nostril hood
scoop remained, and louvered taillamps rested in a rectangular panel
with distinctive flared corners. The coupes gained a near-fastback roof
with flying buttresses that limited visibility but added flair. Inside,
a single-plane dash trimmed in genuine walnut veneer and front bucket
seats with curved steel backs were changes, while the Tri-Power setup
got an enlarged center carburetor. A column-shifted three-speed manual
was now standard, with a console-shifted three-speed and close- or
wide-ratio four-speeds, with different gear ratios, making the options
list. The convertible's stiff, fully boxed frame could still be ordered
under both coupes.
The GTOs of 1967 ushered in minor cosmetic alterations, but retained
their hallmark focus on affordable performance with new 400-cu.in.
engines. Body refinements included wider chrome rocker trim
(incorporating the displacement badge), aluminum mesh grille inserts,
and slotted taillamps in a rectangular surround. The TH400 3-speed
automatic transmission was newly optional ($226) in GTOs, and required
minor frame modifications to fit under the car, while its console
shifter was a His and Hers Hurst unit. Safe-T-Track differentials,
Rally II steel wheels, and a hood tachometer were also available for
discerning buyers. The biggest changes came under the hood, where
Pontiac engineers created their 400-cu.in. engine by combining the
4.12-inch bore of the 428-cu.in. engine with the 326/389-cu.in. block.
The result was 335hp with standard 4-bbl. Carter carburetion. A new
economy-minded, no-cost choice was the 2-bbl. carbureted, 400-cu.in.
V-8 that made 255hp; on the opposite end of the spectrum were the
performance High Output and Ram-Air engines. The HO used altered
ignition tuning and cam timing, and better intake/exhaust breathing to
make 360hp, while the dealer-installed Ram-Air package negated optional
A/C but added lower gearing, a functional hood scoop, sealed air box
and advanced cam timing to produce the same (yet underrated) horsepower
The GTO wore a handsome new body with the innovative Endura flexible
front bumper for the next two years, gaining new end clips in 1970 that
would last until 1972. "The Judge" was a flashy performance and
appearance package available from 1969 to 1971, when a 455-cu.in. V-8
was top dog. In 1973, the name became an option package on the
Colonnade-styled LeMans sport coupe, and the final gasp came in 1974,
when the slow-selling option (which included a 350-cu.in. V-8) came
only on the X-body Ventura coupe or hatchback. Total 1964-1974 GTO
production figures indicate that more than a half-million GTO-badged
vehicles were built.
Although the hardtop 1966 and 1967 GTOs sold more than five times the
number of convertibles and sport coupes, (138,961 hardtops built,
versus 22,315 convertibles and 17,392 pillared sport coupes), a muscle
car lover is nearly guaranteed a shot at locating the Goat of his or
her dreams-just scan the pages of Hemmings Motor News to find more than
30 ads per month. Easily restorable sport coupes or hardtop coupes can
be located for $5,000 to $7,000, and with a restoration manual and a
modicum of talent, an owner can transform a junker into a jewel.
Although Tri-Power- and Ram-Air cars command the most money and
respect, no GTO is lacking in charisma or motivation. With nearly all
NOS, reproduction and used A-body parts and components available, a
rabidly devoted following and plenty of performance upgrades for the
choosing, a GTO is the smart way to go.
What is the GTO's calling card? Raw power, courtesy of a standard 389-
or 400-cubic-inch V-8. The original 6.5-liter engine (actually 6.4
until 1967) had a 4.06-inch bore and 3.75-inch stroke, and used its
10.75:1 compression ratio, mild camshaft and Carter AFB four-barrel
carburetor to produce 335hp at 5,000 rpm and 431-lbs.-ft. of torque at
3,200 rpm. Those ordering Pontiac's famed "TriPs," or Tri-Power triple
carburetion, got three double-barrel Rochesters sitting on a new intake
manifold; the intake had been redesigned to accommodate the enlarged
middle carburetor for its final year. This engine made 360hp at 5,200
rpm and 424-lbs.ft. of torque at 3,600 rpm.
While these engines were competitive, 1967's replacement 400-cu.in. V-8
jumped to the next level with its 4.12-inch bore and 3.75-inch stroke,
10.75:1 compression ratio, NASCAR-influenced manifold and aluminum
pistons. With the four-barrel Rochester Quadrajet, it made 335hp at
5,000 rpm and 441-lbs.ft. of torque at 3,400 rpm. In High Output trim
(long-duration camshaft, open air cleaner element, freer breathing) it
belted out 360hp at 5,100 rpm and 438-lbs.ft. of torque. The ultimate
option, Ram-Air induction, used cool outside air and a more radical cam
to make the same (grossly underrated) power figures, making them the
quickest and most temperamental GTOs to date.
Jim Taylor, Pontiac engine specialist and owner of Jim Taylor Engine
Service, considers these GTOs, saying, "As values increase, it is
important to pay attention to engine codes, to make sure the numbers
correlate with the date they were built. If a car now wearing a
Tri-Power setup is found to have originally come with a single
carburetor, its value isn't degraded, as this was an over-the-counter
accessory that many owners retrofitted." But if transmission or
rear-axle assemblies are incorrect for the car, replacements can be
expensive to locate.
As with any older V-8 engines, listen and look for knocking or smoke,
which can indicate worn bearings, piston rings or valve guides. Timing
chains are durable and last between 70,000 and 80,000 miles.
Problematic in early GTO engines were the aluminum cam gears with
embedded nylon teeth, which would break off and spin into the fuel pump
or get stuck in the oil-pressure pickup. Another drawback to the
389-cu.in. V-8 was the pressed-in rocker studs, which were replaced
with more secure screw-in studs in the 400-cu.in. engine. Most large
and small parts of both engines are readily and inexpensively available
from major suppliers, with the exception of the 389 Tri-Power
carburetor cores and the crankshafts from 400-cu.in. engines; Jim warns
that locating these parts may require some searching.
While iron-case, three-speed manuals were standard on all GTOs, in
either floor- or column-shifted form, and optional automatics
(two-speed Super Turbine 300 or three-speed Turbo Hydra-Matic 400)
could be had, the hot transmissions to use are the optional
aluminum-case Hurst-shifter four-speed Muncie manuals. With wide- (M20)
or close-ratio (M21) gear spacing, these transmissions (like the
others) are sturdy, reliable and easy to repair. As with other GM
A-body vehicles, these transmissions are interchangeable, but only with
those from Buicks, Oldsmobiles or other Pontiacs, due to their B-O-P
bellhousing bolt pattern. Many performance modifications are easily
adapted, including custom valve bodies or torque converters with
altered stall speeds.
Safe-T-Track positive-traction differentials were available to replace
standard open units in both 1966 and 1967; two-pinion, cone-type units
with 3.08:1 through 3.55:1 gears were a low-level option, while serious
drivers could request a heavy-duty, four-pinion cone-type unit that
used 3.90:1, 4.11:1 or 4.33:1 gears. All these semi-floating hypoid
differentials are long lasting, and new parts are easily acquired and
All GTOs share a ball-joint independent front suspension, with upper
and lower control arms mounted on rubber bushings, and these bushings
tend to degrade with age. A set of new OEM bushings is an easy
replacement. The four-link, pivoted control arm rear suspension with
two-way Delco direct-acting shocks was not factory-equipped with an
anti-roll bar (although the front wore a .938-inch bar), but one can
easily be added to improve handling and control. Front suspensions
received redesigned spindles in 1967 to accommodate standard drum or
optional disc brakes, and parts are easily swapped.
Four-wheel 9.5-inch drums were standard in both 1966 and 1967;
first-year options included power assist, aluminum front drums and
metallic linings. The often-selected power-ventilated 11.12-inch discs
with semi-metallic pads were a new option in 1967, greatly increasing
the GTO's available braking power. Replacement parts for both braking
systems are available from many major suppliers.
Two frames were available under closed GTO models-standard was an
open-rail design, while the optional heavy-duty boxed design was
borrowed from convertible models to create a hugely stiff and sturdy
platform. Rust can attack the metal in key spots, so be sure to check
the body mounting frame braces and the rear control arm/differential
mounting area. While cars with frame rust can be repaired, it's always
less expensive in the long run to simply choose a car without
corrosion, because the structure won't have been weakened or require
hefty reinforcements to bring it back to spec.
"GTOs were solidly built," says Scott Tiemann, restoration expert at
Supercar Specialties, Inc. "But their back window area is problematic
(with the buttress styling), as trapped water would find its way into
the trunk. Crawl inside the trunk and shine a flashlight up at the area
under the window to check for damage or improperly finished repairs."
Another rust-prone area is at the base of the windshield, where Scott
suggests repeating the flashlight trick and shining a light up under
the dashboard. A leak from this area might lead to rusty floorboards
under the footwell carpeting; poorly executed repairs can be a big
hassle to fix. Typical rust spots include the bottom of the front
fenders, sills and the trunk floor.
The space-age vinyl Morrokide upholstery that Pontiac fitted to all
GTOs is very durable, and 1966-67 seats and door panels differ only in
stitching. Sewn seams mark where the material is weakest, but seats
rarely split. Dashboards may crack due to years of temperature
extremes, but replacement caps or entire dashes are easily obtained,
and interior knobs and switches last for years. Nearly every interior
trim piece is inexpensive, and carpeting, floor mats and headliners are
shared with other A-body vehicles. Complete vinyl convertible tops are
also reasonably priced and readily available in many colors.
One reason why Pontiac's most famous muscle car is so popular to
restore is because nearly every part required is easy to locate and
afford. For owners looking to perform factory-correct restorations, the
vast number of NOS parts, OEM parts and reproduction parts out there
make GTOs an easy project. From sheetmetal (whole pieces or patch kits)
to chrome trim (inside and out) to minor fittings, everything has been
reproduced, sometimes with better quality than the originals. But not
all parts are made equally: Beware of cheap ones that will require a
lot of fitting to work, because what you save in money can easily be
negated by aggravation. For owners who are willing to modify their cars
for better performance, the vast quantity of various stock GM parts
that will bolt right onto the A-body means that a car can be built to
satisfy any taste. Can't find an inner fender or a replacement door
handle? Try a similar-vintage Chevy Malibu or Oldsmobile 4-4-2. It's
Picks: Overall an outstanding example of a 1967 GTO. It could be a great driver / show car or tweaked just
a little bit here and there and be a serious national show circuit contender. It drives very well and the exterior
and interior seats and carpeting are both extremely nice with no real wear to mention. There are two paint
flaws - one on the trunk edge and one on the hood edge. The engine compartment is very clean and well
detailed and the trunk also shows very well. The car runs and drives like a top - fast and smooth! The mileage
indicated is believed to be original. Exterior chrome is excellent and fresh while the interior chrome trim pieces
is original and untouched, so there is some patina and light pitting in some areas. There is also a minor oil drip
from the oil pan gasket. There are a lot of photos, including the undercarriage, that will show the condition of
the car, so please request and review them! Nothing else to reasonably fault. Photos show the condition so
please request and review them.
Numerical Condition Evaluation:
(1 denotes Very Poor / Item needs replacement, 10 denotes Excellent / Showroom New)
CONV. TOP: 9.5
WINDSHIELD / GLASS: 9.5
LEATHER / VINYL: 9.5
INT. CARPETING: 9.5
SERVICE RECORDS / OWNERSHIP HISTORY: 7
Conditions of Sale: All
vehicles presented on this site are represented as accurately as
possible and to the best of our knowledge at the time of listing.
While every reasonable effort has been made to ensure the accuracy of
the above data, mistakes regarding hp ratings, options, etc. can be
made. Content is based on inspection, research, or information
provided from previous owners and any paperwork that may be available
to us. We make every effort possible to ensure all of the
equipment on our cars is in working order, unless noted as
non-operational in the listing above. It is the customer’s sole
responsibility to verify the accuracy of any claims to originality,
history, equipment, or other information provided. BMI is not
responsible for misprints in content or pricing. I have also done
my best to be very honest and very critical about the cosmetic and
mechanical condition of this vehicle. Of course, it is not possible to
pick-up on every single detail or flaw. Please keep expectations
realistic as this is a pre-owned vehicle, and I have personally found
blemishes on brand new undriven vehicles. If you are an exceptionally
detailed oriented person, please contact me to verify any information
directly, and I will do my best to specifically photograph anything you
request and to answer any of your questions to the best of my ability.
All vehicles are sold AS-IS unless otherwise noted.
BMI reserves the right to
pricing without notice or end the listing at any time. BMI
charges a $185.00 document fee for all retail transactions. Purchase deposits given on vehicles are non-refundable.
Pricing does not include any state tax, tag, title, or registration fees.