Pontiac (automobile)

Pontiac was an American automobile brand owned,

manufactured, and commercialized by General Motors. Pontiac
Introduced as a companion make for GM's more expensive line
of Oakland automobiles,[1] Pontiac overtook Oakland in
popularity and supplanted its parent brand entirely by 1933.

Sold in the United States, Canada, and Mexico by GM, in the

hierarchy of GM's five divisions, it was slotted above
Chevrolet, but below Oldsmobile, Buick, and Cadillac. Starting Type Division
with the 1959 models, marketing was focused on selling the Automotive
Industry
lifestyle that the car's ownership promised rather than the car
itself.[2] By emphasizing its "Wide Track" design, it billed itself Founded December 28, 1925
as the "performance" division of General Motors, which "built Founder General Motors
excitement."[3] February 6, 2010
Defunct
Facing financial problems and restructuring efforts, GM Fate Folded after General
announced in 2008 that it would follow the same path with Motors Chapter 11
Pontiac as it had with Oldsmobile in 2004. It would reorganization
discontinue manufacturing and marketing vehicles under the Headquarters Detroit, Michigan,
Pontiac brand by the end of 2010. The last Pontiac-badged cars United States
were built in December 2009, with one final vehicle assembled Canada, United
Area served
in January 2010. Franchise agreements for Pontiac dealers States, Middle East,
expired on October 31, 2010,[4] leaving GM to focus on its Mexico, Europe,
four remaining North American brands: Chevrolet, Buick, Japan, Chile
Cadillac, and GMC.
Key people Frank Hershey
Irving Jacob Reuter
Semon "Bunkie"
Contents Knudsen
John Z. DeLorean
History
Products Automobiles
1926–1942
Parent General Motors
1946–1954
1955–1960
1961–1970
1970–1982
1982–1988
1989–1997
1997–2004
2005–2010
Style trademarks and logo
Name controversy
Canadian/export models
Engines
 Carburetors
Models
Evolution of models
See also
Bibliography
References
External links

History

1926–1942

The Oakland Motor Car Company was founded in 1907 in Pontiac,

Michigan, by Edward Murphy, a manufacturer of horse-drawn carriages.
The following year, another former buggy company executive, William
Durant, founded General Motors in Flint, Michigan, as a holding company
for the Buick Motor Company. GM soon bought other automakers,
including Oldsmobile and Cadillac. In 1909, Oakland became part of GM.
The first Pontiac model made its debut as the Oakland Four from 1909 until
it was replaced by the Oakland Six in 1916. In 1926 the Pontiac Series 6-
27 was introduced as a junior brand to Oakland, which featured a six-
cylinder engine. The Pontiac was more popular than the senior brand and
became its own GM division when Oakland was canceled in 1931.[5]

It was named after the famous Ottawa chief, who had also given his name
to the city of Pontiac, Michigan, where the car was produced.[6] Within 1926 Pontiac radiator logo
months of its introduction, Pontiac was outselling Oakland, which was
essentially a 1920s Chevrolet with a six-cylinder engine.[7] Body
styles offered included a sedan with both two and four doors,
Landau Coupe, with the Sport Phaeton, Sport Landau Sedan, Sport
Cabriolet, and Sport Roadster. As a result of Pontiac's rising sales,
versus Oakland's declining sales, Pontiac became the only
companion marque to survive its parent, with Oakland ceasing
production in 1932.

Pontiacs were also manufactured from knock-down kits at GM's

Japanese factory at Osaka Assembly in Osaka, Japan, from 1927 to
1928 Pontiac Series 6-28 2-door 5-
1941.[8]
passenger Coach sedan
Pontiac produced cars offering 40 hp (30 kW; 41 PS), 186.7 cu in
(3.1  L) (3.25x3.75 in, 82.5x95mm) L-head straight-six cylinder
engines in the Pontiac Series 6-27 of 1927; its stroke was the shortest of any American car in the industry at
the time.[5] The Series 6-27 sold 39,000 units within six months of its appearance at the 1926 New York
Auto Salon, hitting 76,742 at 12 months. The next year,1928, it became the top-selling six in the U.S.,
ranking seventh in overall sales.[9] When the Wall Street Crash of 1929 occurred in September, both
Pontiac and Oakland sales dropped dramatically and because Oakland was the more expensive, GM
leadership decided that Pontiac should remain.[5]
1932 was the first year for the Pontiac Series 302 V8.[5] The 1932
V8 had an oversquare bore and stroke of 3.4375  in (87.3  mm) x
3.375  in (85.7  mm) displacing 251  cu  in (4.1  L) with a
compression ratio of 5.2:1. Horsepower was rated at 85 @3200
RPM using three main bearings, solid valve lifters and a Marvel
one barrel carburetor.[5] Unusually, Pontiac switched to the straight-
eight for 1933 until it was replaced in 1954.[5]

As the economy began to recover, by 1933, it had moved up to

producing the least expensive cars available with straight-eight 1932 Pontiac Series 402 Six 2-door
engines. This was done by using many components from the six- 5-passenger Coach sedan
cylinder Chevrolet Master, such as the body, but installing a large
chrome strip on the top and center of the front hood Pontiac called
the "Silver Streak". Only eight-cylinder engines were offered in
1933 and 1934, displacing 223.4  cu  in (3.7  L) rated at 77  hp
(57 kW; 78 PS).

In 1935, Pontiac shared the "torpedo" body appearance with the

LaSalle and the Cadillac Series 60, just prior to its being used by
Chevrolet, earning some media attention for the marque. At the
1939 New York World's Fair, a 1939 Deluxe Six was displayed
with body panels made entirely from plexiglass. An unusual feature 1936 Pontiac Master Six Series 6BB
of the "torpedo"-bodied exhibition car was that, with the push of a Coupe
button, the front half of the body would open showing the engine
and the car's front seat interior.[10]

A major change occurred in 1937, when all Pontiac models except

the new station wagon began using the all-steel B-body shared with
Oldsmobile, LaSalle, and small Buicks. A new stronger X frame
had a Hotchkiss drive using a two-part drive shaft. The eight-
cylinder had a 122-inch (3,099  mm) wheelbase, while the six-
cylinder had a 117-inch (2,972  mm) wheelbase.[11] Both engines
increased displacements with the six going to 222.7  cu  in (3.6  L)
producing 85  hp (63  kW; 86  PS) and the eight to 248.9  cu  in
(4.1 L) rated at 100 hp (75 kW; 101 PS).
1938 Pontiac Deluxe Six Series 26
From 1940 through 1942, the Pontiac Torpedo was the brand's
only model built on three different bodies. The "A" body shared
with Chevrolet, the "B" body shared with Oldsmobile and Buick, and the "C" body shared with the large
Oldsmobile, Buick, and the small Cadillac. It shared some appearances with the Opel Kapitän. In 1941 the
Pontiac Streamliner appeared with a Straight-8 engine, and on February 2, 1942, the last civilian Pontiac
automobile was manufactured in the United States, as all automobile factories converted to military
production.[12]

For an extended period of time—prewar through the early 1950s— Pontiacs were solid cars, but not
especially powerful. They came with the Pontiac straight-8 engine, which were slightly less expensive to
produce than the increasingly popular V8, but they were also heavier and longer. Additionally, the long
crankshaft suffered from excessive flex, restricting straight-eights to a relatively low compression ratio with
a modest redline. However, in this application, inexpensive (yet quiet) flatheads were not a liability.[5]

1946–1954
From 1946 to 1948, all Pontiac models were essentially 1942
models with minor changes. The Hydramatic automatic
transmission was introduced in 1948 and helped Pontiac sales grow
even though their cars, Torpedoes, and Streamliners, were quickly
becoming out of date.

The first all-new Pontiac models appeared in 1949. They

incorporated styling cues such as lower body lines and rear fenders
that were integrated into the rear-end styling of the car.
1948 Pontiac Silver Streak
Convertible Coupe
Along with new styling came a new model. Continuing the Native
American theme of Pontiac, the Chieftain line was introduced to
replace the Torpedo. These were built on the GM B-body platform
and featured different styling from the more conservative Streamliner. In 1950, the Catalina pillarless
hardtop coupe was introduced as a "halo" model, much like the Chevrolet Bel Air of the same year.

In 1952, Pontiac discontinued the Streamliner and replaced it with additional models in the Chieftain line
built on the GM A-body platform. This single model line continued until 1954 when the Star Chief was
added. The Star Chief was created by adding an 11-inch (280  mm) extension to the A-body platform
creating a 124-inch (3,100 mm) wheelbase.

The 1953 models were the first to have one-piece windshields instead of the normal two-piece units. While
the 1953 and 1954 models were heavily reworked versions of the 1949-52 Chieftain models, they were
engineered for the V8 engine that was supposed to be introduced on the 1953 models, but the Buick
division complained to corporate heads that the introduction might take sales away because Buick was
introducing its new nailhead V8 in 1953. The corporation held Pontiac back until 1955.

1955–1960

Completely new bodies and chassis were introduced in 1955. A

new 173  hp (129  kW; 175  PS) overhead-valve Strato Streak V8
engine was introduced. (see Engines section below). Sales
increased. With the introduction of this V8, the six-cylinder engines
were discontinued; a six-cylinder would not return to the full-size Pontiac Star Chief 1955
Pontiac line until the GM corporate downsizing of 1977. A four-
cylinder engine was introduced in the Tempest model line in 1961,
followed by an overhead-cam six-cylinder starting in 1966, as well
as on the Firebird. It was the first popular-priced, mass-produced
engine in America using an overhead-camshaft configuration.[13]

In 1956, when 42-year-old Semon "Bunkie" Knudsen became

general manager of Pontiac, alongside new heads of engineering,
E. M. Estes and John DeLorean, Knudsen immediately began
reworking the brand's image. One of the first steps involved the
removal of the famous trademark "silver streaks" from the hood
and deck lid of the 1957 models just weeks before they were 1956 Canadian Pontiac Pathfinder
introduced, which were a traditional styling feature beginning in sedan delivery, 1,383 built, not
1933. Another step was introducing the first Bonneville—a limited- available in the U.S.
edition Star Chief convertible that showcased Pontiac's first fuel-
injected engine. About 630 Bonnevilles were built in 1957. It was
possible to purchase a Cadillac for the price of the Bonneville, the model raised new interest in what
Pontiac now called "America's No. 1 Road Car".
The following year, the Bonneville became its own line, built on
the 122-inch (3,100  mm) wheelbase of the A-body platform. A
1958 Tri power Bonneville was the pace car for that year's
Indianapolis 500. Also, 1958 was the last year Pontiac Motor
Division would bear the "Indian" motif throughout the vehicle. The
exception would be the Indian head high-beam indicator light in the
instrument cluster. All 1958 models featured ball joint front
suspension replacing the previous kingpin design. 1959 Bonneville from the rear,
showing double rear fins
With the 1959 model year, Pontiac came out with its "Arrowhead"
emblem, with the star design in the middle. The "Arrowhead"
design ran all the way up the hood from between the split grille, and on Star Chief models, had eight
chrome stars from the emblem design bolted to both sides of the vehicle as chrome trim. Knudsen saw to it
that the car received a completely reworked chassis, body, and interior styling. Quad headlamps, as well as
a longer, lower body, were some of the styling changes.

248.9 cu in (4.1 L) with 100 hp (75 kW; 101 PS)

The Chieftain line was renamed Catalina; Star Chief was downgraded to replace the discontinued Super
Chief series and for the first time did not have a two-door hardtop, only a two-door sedan along with a
four-door hardtop and four-door sedan; in addition, there was no Star Chief wagon. The Bonneville was
now the top of the line, coming in three body styles, a two-door hardtop, four-door vista, and four-door
station wagon. The Star Chief's four-door "Vista" hardtop was also shared by the Bonneville. Catalina
models included a two-door hardtop, two-door sedan, four-door sedan, four-door hardtop vista as well as
two station wagons, a six-passenger with two rows of seats, and a nine-passenger version with a rear-facing
third row. Bonneville and Star Chief were built on a 124-inch (3,100 mm) wheelbase with the exception of
the Bonneville wagon and all Catalina models and Bonneville wagon that rode on a 122-inch (3,100 mm)
wheelbase. Catalina was also 7  in (178  mm) shorter than Bonneville and Star Chief and weighed 100–
200  lb (45–91  kg) less than its long-wheelbase counterparts. All 1959 Pontiacs were equipped with a
389 cu in (6.4 L) V8 engine with horsepower ratings from 215 hp (160 kW; 218 PS) to a 345 hp (257 kW;
350  PS) "Tri-power" carbureted version. All automatics were four-speed Super-Hydra-Matics or, as
Hydramatic Division that designed and built them called them, "Controlled coupling HydraMatic".
Oldsmobile used this same transmission and called it Jetaway Hydramatic; Cadillac also used it and called it
315 or P 315 Hydramatic. A three-speed, column-mounted stick shift was standard on all Pontiacs. This
coincided with major body styling changes across all models that introduced increased glass area, twin V-
shaped fins, and lower hood profiles. Because of these changes, Motor Trend picked the entire Pontiac line
as 1959 Car of the Year. The 1959s featured a 5-inch (127 mm) wider track.[14] The increase to 64-inch
(1,626  mm) was because Knudsen noticed the new, wider bodies looked awkward on the carried-over
1958 frames. The new "Wide-Track" Pontiacs not only had improved styling but also handled better,
contributing to Pontiac's resurgence in the marketplace.

The 1960 models had a complete reskinning with the exception of the body's canopies, which remained
identical to the '59s, but removed the tail fins and the distinctive split grille (which Ford copied on the final
Edsel models for 1960). The 1960 models standard engine had a power gain of 3 hp due to a compression
increase of .25 to one over the 1959 engine. Ventura was introduced, a more luxurious hardtop coupe with
the Vista four-door hardtop was built on the shorter 122-inch (3,100  mm) wheelbase platform, thus
positioned between the Catalina and Star Chief models. The Ventura featured the luxury features of the
Bonneville in the shorter, lighter Catalina body.

1961–1970
Most of Pontiac's models built during the 1960s and 1970s were either styled like, or were siblings to, other
GM makes (except Cadillac). However, Pontiac retained its own front- and rear-end styling, interiors, and
engines.

The 1961 models were similarly reworked. The split grille returned,
as well as all-new bodies and a new design of a perimeter-frame
chassis for all its full-size models (something which would be
adopted for all of GM's intermediate-sized cars in 1964, and all its
full-sized cars in 1965). These new chassis allowed for reduced
weight and smaller body sizes. The similarly styled Chevrolet still
used the radically different "X" frame in the early 1960s.
A 1964 Pontiac Bonneville Brougham
A complete departure in 1961, though, was the new Tempest, one
of the three Buick-Olds-Pontiac (BOP) "compacts" introduced that
year, the others being the Buick Special and Skylark and
Oldsmobile F-85 and Cutlass. Toward the end of the 1961 model year, an
upscale version of the Tempest called the LeMans was introduced, named
after the 24 Hours of Le Mans auto race in France.

All three were unibody cars, dubbed the Y-body platform, combining the
frame and body into a single construction, making them comparatively
lighter and smaller. All three put into production new technology pushed by
John DeLorean, on which GM had been working for several years prior,
but the Tempest was by far the most radical. A flexible steel shaft rotating
at the speed of the engine delivered power from the front-mounted engine Full-sized Pontiacs from
through a "torque tube" to a rear-mounted transaxle. This innovation 1960 to 1968 were available
with finned, eight-bolt
provided close to a 50/50 front-rear weight distribution that improved
wheels, that helped to cool
handling as well as featuring four-wheel independent suspension. It almost
the drum brakes
eliminated the large floor "hump" common to front-engined, rear-drive
cars.

Though the Tempest's transaxle was similar to the one in the Corvair, introduced the year before, it shared
essentially no common parts. GM had planned to launch a Pontiac version of the Corvair (dubbed
"Polaris"), but Bunkie Knudsen—whose niece had been seriously injured in a Corvair crash—successfully
argued against the idea. The Polaris design apparently made it to full-scale clay before it was canceled.
Instead, DeLorean's "rope-shaft" design was green-lighted.

The Tempest won the Motor Trend "Car of the Year" award in 1961—for Pontiac, the second time in three
years. It also featured an innovative "rope" or flexible drive shaft.

The Tempest also featured a 194.5  cu  in (3.2  L) inline slant-four cylinder engine, derived from the right
bank of Pontiac's 389 V8, enabling it to be run down the same production line and reducing costs. the
engine received a crankshaft designed for four cylinders, but this did not completely solve its balance
issues. The engine gained the nickname "Hay Baler" because of its tendency to kick violently, like the farm
machine, when its timing was off.

An optional Buick 215 cu in (3.5 L) V8, was not popular when it was available for 1961 and 1962 in the
Tempest. For 1963, Pontiac replaced it with a new "326" that was actually 336 cu in (5.5 L) V8 with a
bore of 3.78 and stroke of 3.75 (same stroke as the 389). It was based and shared parts with the 389, but an
altered, reduced bore. The car's body and suspension were also changed to be lower, longer, and wider.
The response was that more than half of the 1963 Tempests and LeMans (separate lines for that one year
only) were ordered with the V8, a trend that did not go unnoticed by management. The next year, the 326
became a true 326 with a new bore size of 3.72. The Tempest's popularity helped move Pontiac into third
place among American car brands in 1962, a position Pontiac would hold through 1970.

In November 1961, Knudsen had moved to Chevrolet. Pete Estes now became general manager of Pontiac
and Delorean was promoted to Pontiac chief engineer. Both continued Knudsen's work of making Pontiac
a performance-car brand. Pontiac capitalized on the emerging trend toward sportier bucket-seat coupes in
1962 by introducing the Grand Prix, taking the place of the Ventura, which now became a trim option on
the Catalina. Although GM officially ended factory support for all racing activities across all of its brands in
January 1963, Pontiac continued to target performance enthusiasts by making larger engines with more
power available across all model lines. For 1963, the Grand Prix received the same styling changes as other
full-sized Pontiacs such as vertical headlights and crisper body lines, but also received its own squared-off
roofline with a concave rear window, along with less chrome. This concave rear window was duplicated
on all Tempest/LeMans four-door intermediates in 1964–1965.

For 1964, the Tempest and LeMans' transaxle design was dropped and the cars were redesigned under
GM's new A-body platform - frame cars with a conventional front-engined, rear-wheel drive layout. The
most important of these is the GTO, short for "Gran Turismo Omologato," the Italian for "Grand Touring,
Homologated" used by Ferrari as a badge to announce a car's official qualification for racing. In spite of a
GM unwritten edict against engines larger than 330 Ci in intermediate cars, DeLorean (with support from
Jim Wangers from Pontiac's ad agency), came up with the idea to offer the GTO as an option package that
included a 389 Ci engine rated at 325 or 348 horsepower (260 kW).

The entire Pontiac lineup was honored as Motor Trend's Car of the Year for 1965, the third time for Pontiac
to receive such honors. The February 1965 issue of Motor Trend was almost entirely devoted to Pontiac's
Car of the Year award and included feature stories on the division's marketing, styling, engineering, and
performance efforts along with road tests of several models.

Due to the popularity of the GTO option, it was split from being an
option on the Tempest LeMans series to become a separate GTO
series. On the technology front, 1966 saw the introduction of a
completely new overhead camshaft 6-cylinder engine in the
Tempest, and in an industry first, plastic grilles were used on
several models.

The 1967 model year saw the introduction for the Pontiac Firebird
pony car, a variant of the Chevrolet Camaro that was the brand's
1969 Pontiac GTO convertible
answer to the hot-selling Ford Mustang. Intermediate-sized cars
(Tempest, LeMans, GTO) were mildly face-lifted but all full-size
cars and GTO lost their Tri-Power engine option though it did get a larger 400 cubic-inch V8 that replaced
the previous 389. Full-sized cars got a major facelift with rounder wasp-waisted body lines, a name change
for the mid-line series from Star Chief to Executive as well as a one-year-only Grand Prix convertible. 1968
introduced the Endura 'rubber' front bumper on the GTO, the precursor to modern cars' integrated bumpers,
and the first of a series of "Ram Air" engines, which featured the induction of cold air to the carburetor for
more power. The Tri carburetor deletion came from the 14th floor of GM banning multiple carburetions and
headed by GM president Ed Cole. The Ram Air V garnered much auto press publicity, but only a relative
few were made available for sale. Full-sized cars and intermediates reverted from vertical to horizontal
headlights while the sporty/performance 2+2 was dropped from the lineup.

For 1969, Pontiac moved the Grand Prix from the full-sized lineup into a G-body model of its own based
on the A-body intermediate four-door modified from 116 inches to 118 inches wheelbase chassis, but with
distinctive styling and long hood/short deck proportions to create yet another niche product – the
intermediate-sized personal-luxury car that offered the luxury and styling of the higher-priced personal cars
such as the Buick Riviera and Ford Thunderbird and the old Grand Prix and Olds Starfire but for a much
lower price tag. Pete Estes, who like Knudsen had moved to be general manager of Chevrolet in 1966 and
Delorean, general manager of the Pontiac division, needed a car to take the place of the sagging sales of the
full-size Grand Prix, but the development cost of the car was too much of burden for Pontiac division
alone, so Delorean went to his old boss at Chevrolet to gather support for the development cost of the new
"G" body Grand Prix. Estes agreed to share in the cost and allow Pontiac to have a one-year exclusivity on
this new car, the next year Chevy would follow with its version which was called Chevrolet Monte Carlo.
The new Grand Prix was such a sales success in 1969 as dealers moved 112,000 units - more than four
times the number of Grand Prixs sold in 1968. Full-sized Pontiacs were also substantially restyled but
retained the same basic under-body structure and chassis that debuted with the 1965 model - the roof-lines
for the four-door pillared sedans and Safari wagons were the same as the 1965 models, while the two-door
semi-fastback design gave way to a squared-off notch-back style and four-door hardtop sedans were also
more squared off than 1967-68 models. The GTOs and Firebirds received the Ram Air options, the GTO
saw the addition of the "Judge" performance/appearance package, and the Firebird also got the "Trans Am"
package. Although originally conceived as a 303 cubic inch model to compete directly in the Trans Am
racing series, in a cost-saving move the Pontiac Trans Am debuted with the standard 400-cubic-inch
performance engines. This year also saw De Lorean leaving the post of general manager to accept a similar
position at GM's Chevrolet division. His replacement was F. James McDonald.

Pontiacs built in the late 1960s conformed to new U.S. Federal Motor Vehicle Safety Standards. These
included energy-absorbing interior parts such as steering columns, steering wheels, knobs and handles,
dual-circuit hydraulic brake systems, shoulder belts, side marker lights, and headrests.

The 1969 Firebirds received a heavy facelift but otherwise continued much the same as the original 1967
model. It was the final year for the overhead cam six-cylinder engine in Firebirds and intermediates, and the
Firebird convertible (until 1991). Production of the 1969 Firebirds was extended into the first three months
of the 1970 model year (all other 1970 Pontiacs debuted September 18, 1969) due to a decision to delay the
introduction of an all-new 1970 Firebird (and Chevrolet Camaro) until February 26, 1970.

In addition in the late-1960s, GM directed their GM and Pontiac divisions to develop concept mini-cars
called commuter car for urban drivers. GM developed a gasoline-electric drive hybrid the XP-833 and the
Pontiac X-4 a rear-wheel drive mid-engine car that was powered by a radical X-shaped aircraft type air-
cooled two-stroke radial engine where the standard crankshaft was replaced by a unit called a Scotch yoke.
While the GM car was fully tested the Pontiac concept was not. Neither was placed in production.[15]

1970–1982

Increasing insurance and fuel costs for owners coupled with looming Federal emissions and safety
regulations would eventually put an end to the unrestricted, powerful engines of the 1960s. Safety, luxury,
and economy would become the new watch-words of this decade. Engine performance began declining in
1971 when GM issued a corporate edict mandating that all engines be capable of using lower-octane
unleaded gasoline, which led to dramatic drops in compression ratios, along with performance and fuel
economy. This, coupled with trying to build cars as plush as GM's more luxurious Buicks and Oldsmobiles,
contributed to the start of a slow decline of Pontiac in 1971.[16]

In mid-1971 Pontiac introduced the compact, budget-priced Ventura II (based on the third generation
Chevrolet Nova). This same year, Pontiac completely restyled its full-sized cars, moved the Bonneville, and
replaced it with a higher luxury model named the Grand Ville, while Safari wagons got a new clamshell
tailgate that lowered into the body while the rear window raised into the roof. 1971–1976 model full-size
station wagons featured a 'Clamshell' design where the rear power-operated glass slid up into the roof as the
tailgate (manually or with power assist), dropped below the load floor. The power tailgate, the first in
station wagon history, ultimately supplanted the manual tailgate, which required marked effort to lift from
storage.

The 1972 models saw the first wave of emissions reduction and safety equipment and updates. GTO was a
now sub-series of the LeMans series. The Tempest was dropped, after being renamed 'T-37' and 'GT-37'
for 1971. The base 1972 mid-sized Pontiac was now called LeMans. James MacDonald left the post of
general manager to be replaced by Martin J. Caserio in late 1972. Caserio was the first manager in over a
decade to be more focused on marketing and sales than on performance.

For 1973, Pontiac restyled its personal-luxury Grand Prix, mid-

sized LeMans, and compact Ventura models and introduced the all-
new Grand Am as part of the LeMans line. All other models
including the big cars and Firebirds received only minor updates.
Again, power dropped across all engines as more emissions
requirements came into effect. The 1973 Firebird Trans Am's
factory-applied the hood decal, a John Schinella stylized
interpretation of Native American bird designs, took up most of the 1973 Pontiac Grand Am, the first
available space on the hood. Also in 1973, the new Super Duty model year of the Grand Am
455 engine ("Super Duty" harkening back to Pontiac's Racing
Engines) was introduced. Although it was originally supposed to
be available in GTOs and Firebirds, only a few SD 455 engines
made it into Firebird Trans Ams that year. One so equipped was
tested by Car and Driver magazine, which proclaimed it the last of
the fast cars. But the pendulum had swung, and the SD 455 only
hung on one more year in the Trans Am.

All Federal emissions and safety regulations were required to be in

1975 Pontiac Astre
full effect for 1974 causing the demise of two of the three iterations
of the big 455 cubic inch engines after this year. The last version of
the 455 would hang on for two more years before being discontinued.

For 1975, Pontiac introduced the new sub-compact Astre, a version

of the Chevrolet Vega. This was the brand's entry into the fuel
economy segment of the market. Astre had been sold exclusively in
Canada from 1973. It was offered through the 1977 model year.
1975 would also be the end of Pontiac convertibles for the next
decade.

The 1976 models were the last of the traditional American large
cars powered by mostly big-block V8 engines. After this year, all
GM models would go through "downsizing" and shrink in length, The 1975 Grand Ville was the last
width, weight, and available engine size.
The 1976 Sunbird, based full-size convertible built by Pontiac
on the Chevrolet Vega and Monza's equivalent, joined the line. It
was first offered as a Notchback, with a Hatchback body style
added in 1977. The Vega Wagon body style was added in 1978, Sunbird Safari Wagon, replacing the Astre
Safari Wagon. The Sunbird was offered in its rear-wheel-drive configuration through the 1980 model year.
(Sunbird Safari wagon through 1979.)

In mid-year 1977, Pontiac introduced the Phoenix, an upscale version of the Ventura which replaced the
Ventura entirely after the end of the 1977 model year. Pontiac also introduced its 151 cubic inch "Iron
Duke" 4-cylinder overhead valve engine. It was first used in the 1977 Astre, replacing Astre's aluminum-
block 140 cubic inch Vega engine. The 'Iron Duke' engine would later go into many GM and non-GM
automobiles into the early 1990s. The 151 cubic inch L4 and the 301 cubic inch V8 were the last two
engines designed solely by Pontiac. Subsequent engine design would be accomplished by one central
office with all designs being shared by each brand.

For the 1977 model year, the full-sized Pontiacs received the same "downsizing" as GM's other "B" body
cars. The new Bonnevilles and Catalinas continued to be best-sellers, although their styling similarity to the
Chevrolet Caprice was seen by some buyers as a "cheapening" of Pontiac's image. In 1981, the full-size
Bonneville was discontinued, the name reassigned to the "A" body intermediate platform. That left the
Catalina as the only big Pontiac, further reducing sales as buyers went for more plushness.

The remainder of the 1970s and the early 1980s saw the continued rise of luxury, safety, and economy as
the key selling points in Pontiac products. Wire-spoked wheel covers returned for the first time since the
1930s. More station wagons than ever were being offered. Padded vinyl roofs were options on almost
every model. Rear-wheel drive began its slow demise with the introduction of the first front-wheel drive
Pontiac, the 1980 Phoenix (a version of the Chevrolet Citation).

The Firebird was successfully marketed by product placement in the 'Smokey and the Bandit' film and The
Rockford Files TV show. The Firebird was available with Formula and Trans Am packages, plus a Pontiac
first- a turbocharged V8, for the 1980 and 1981 model years.

1982–1988

Introduced in 1982, the wedge-shaped Firebird was the first major

redesign of the pony car since 1970. Embedded marketing in the
television series Knight Rider was successful. Pontiac introduced
more performance-oriented models over the next decade. The Trans
Am also set a production aerodynamic mark of .32  cd. A
convertible body style was reintroduced after nine years. GM
adapted the J-body cars and the all-new for 1982 J2000 (later
renamed Sunbird) had a convertible as part of its line.

The 1984 Fiero was a major departure from anything Pontiac had
produced in the past. A two-seat, mid-engined coupe. The Fiero 1985 Firebird Trans Am
was partially responsible for Pontiac seeing its first increase in sales
in four years. Pontiac also began to focus on technology. In 1984, a
Special Touring Edition (STE) was added to the 6000 line as a
competitor to European road cars such as the Mercedes 190. The
STE sported digital instruments and other electronics as well as a
more powerful V6 and retuned suspension. Later iterations would
see some of the first introductions on Pontiacs of anti-lock brakes,
steering wheel mounted radio controls, and other features.

Full-size buyers, disappointed by the lack of an available big

Bonneville, complained, resulting in Pontiac's importing the
Canadian market Pontiac Parisienne, which featured the 1985 Fiero Sport Coupe
Bonneville's deluxe trim. This car, although a Pontiac in name, was
no more than a slightly re-trimmed Caprice. Despite this fact, the
Parisienne sold in profitable numbers and this car continued in production until 1986 for the sedan, and
1989 for the Safari station wagon.
With the exception of the Parisienne Safari, the Firebird, and Fiero, beginning in 1988 all Pontiacs, with the
exception of the Firebird, switched to front-wheel drive platforms. For the first time since 1970, Pontiac
was the number three domestic car maker in America. The median age of Pontiac owners dropped from 46
in 1981 to 38 in 1988.

1989–1997

Pontiacs introduction included anti-lock brakes, GM's Quad-4

engine, airbags, and composite materials.
Safari station wagon
production ended in 1989, the last V8 powered full-sized, rear-
wheel drive Pontiac until the 2009 G8. The 1990 model year saw
the launch of Pontiac's first minivan and light truck, the Trans
Sport. In addition, the Grand Prix line added its first-ever 4-door
model, offered in LE and STE trims. At the end of the 1991 model
year, the 6000 was discontinued in favor of the newly expanded
Grand Prix lineup and the new Trans Sport minivan, which A mid-1990s Grand Prix
replaced the 6000 station wagon.

In 1992, a brand-new Bonneville was introduced. This full-size

model featured aerodynamic styling, large expanses of curved glass, front-wheel drive, and the 3800 Series
I V6 as standard equipment. A new sub-model, the SSEi, was introduced in 1992 carrying all standard
equipment from the SSE model, plus the 205 hp supercharged 3800 V6. For 1993 the Bonneville added a
new option package (H4U) called the Sport Luxury Edition (SLE), which was available on the SE model.
This package included leather bucket seats, specific grille, side trim, exhaust, dash trim, lace alloy wheels,
as well as a spoiler, sport handling, and suspension systems, and anti-lock brakes.

An all-new Firebird was introduced in 1993. It was powered by either a 3.4 L V6 with 160 hp (120 kW),
or in Trans Am guise a 275 hp (205 kW) LT-1, a 5.7 L (350c.i.) V8, and could be backed by a T-56 six-
speed manual. The Sunbird was replaced with the (still J-body) Sunfire in 1995. While a V6 engine was no
longer available in the J-car, sedan, coupe, and convertible body styles did survive. For 1996 the
Bonneville received updated front and rear fascias along with several other enhancements. The 3800 Series
II V6 had become standard in 1995, featuring 205  hp. The updated supercharged 3800 Series II now
featured 240 hp.

Division Sales Figures[17]

Year Sales
1989 801,600
1990 636,390
1991 518,598
1992 519,925
1993 533,776
1994 577,022
1995 589,192
1996 479,973
1997 563,897
1997–2004

1996 was the last year for the 5th-generation Grand Prix. The
Grand Prix debuted in 1997 with the "Wider is Better" advertising
campaign. The GTP trim level was added to the Grand Prix. It
featured a supercharged 3.8 L V6 rated at 240  hp (180  kW) and
280  lb⋅ft (380  N⋅m) of torque. One design highlight of this
generation Grand Prix is the sharing of the roof's sheet metal
between both coupe and sedan models.
An early-2000s Montana minivan
In 1998 the Firebird was updated. The TransAm received the LS-1
motor which produced 305 hp (227 kW). The WS6 option saw this
number increase to 320 hp (240 kW) and the addition of Ram Air
and stiffer springs. The 1999 model year saw the replacement of
the Trans Sport with the larger Montana minivan.

In 2000, the Bonneville got its first major redesign since 1992 and
was based on the G-Body, shared with the Oldsmobile Aurora and
Buick LeSabre. In 2001 Pontiac introduced the polarizing proto-
crossover Aztek. In 2002, both the Firebird/Trans Am and Camaro
were discontinued as a result of declining sales and a saturated
2006 GTO (LS2 V8 version)
sports market. The coupe version of the Grand Prix was also
discontinued. The 2003 Vibe arrived in spring 2002, a Toyota-
based compact wagon built at the NUMMI joint-venture plant.
Also, in 2003, it was announced that the Grand Prix would be in the last year of its generation, with an
improved 7th generation on the way for 2004. It would also be Pontiac's final year in NASCAR. Pontiac's
final victory in the NASCAR Cup Series would be achieved by Ricky Craven in one of the closest finishes
in NASCAR history, with David Green scoring their last second-tier series win at the Mr. Goodcents 300
at Kansas Speedway. A few surplus Pontiacs continued running in the Busch Series through 2005, in the
ARCA Racing Series as late as 2007, and with factory support in the NASCAR Canadian Tire Series from
2007 to 2009; as of 2019, a Pontiac-engined car runs part-time in the NASCAR Whelen Modified Tour,
and Pontiac cars can still be found in local and regional stock car leagues.

2004 saw the reintroduction of the Pontiac GTO (based on the Australian-developed Holden Monaro). The
GTO was also initially powered by the 350 HP LS-1 V8 in its first model year. It had an independent front
and rear suspension and an upscale full leather interior. Sales did not reach the 18,000 units that GM
predicted. The LS1 engine was retired in 2004. Pontiac added the drive-by-wire 400 HP LS2 V8 for the
2005 and 2006 model years at no additional cost. Additional upgrades also consisted of stainless steel dual
exhaust outlets, larger Corvette sourced PBR brakes with EBD, larger front vented rotors with vented rear
rotors, and functional heat extractor hood scoops. The Bonneville introduced the GXP trim level to replace
the SSEi. The Bonneville GXP featured a 4.6 Northstar V8, borrowed from Cadillac, and replaced the
Supercharged 3800 Series II. The redesigned Grand Prix made its appearance and featured a GT and GTP
trim level. The GTP's new 3.8 L supercharged V6 now made 260 horsepower (190 kW), up 20 from the
previous generation. TAPshift was also introduced as well as a Competition Group package (Comp G).

2005–2010

With the cancellation of Oldsmobile in 2004, Pontiac went through a complete product revamping through
this period. The Grand Am was replaced with the mid-size G6 in 2005. The Grand Am was produced for
the 2005 model year to fill the gap until the new G6 coupe and convertible became available for that model
year. The Bonneville ended production in 2005 after nearly 50 years of production. Although it was not
directly replaced, the RWD G8 introduced for the 2009 model year did fill some of the market voids. The
Solstice concept shown in 2002 was approved for production as a roadster (2006-2009) and, for a few
months, a hard-top coupe (2009), which is considered to be quite rare, as a total of only 1,266 coupes made
it off the assembly line in Wilmington, DE before it was shut down due to the demise of Pontiac. This is in
stark contrast to the over 64,000 Solstice Convertibles that were manufactured on that same line. The
controversial and slow-selling Aztek was finally phased out and replaced by the Torrent, which was
identical to the Chevrolet Equinox.

In 2005 the Sunfire was discontinued and replaced by the new Pontiac Pursuit (later named G5 for the
American market). Initially, Pontiac did not plan on offering the G5 in the United States, however, dealer
pressure to fill the gap left by the discontinuation of the Sunfire caused Pontiac to introduce only the coupe
variation into the U.S. The 4 door sedan was available in Canada as the Pursuit throughout the model run.
The high-performance GXP trim was introduced in the Grand Prix line in 2005, adding GM's LS4 V8
engine that produced 303 horsepower and 323 lb. ft. of torque. This engine was built to give buyers a V8
sedan option until the all-new G8 arrived in 2008. In 2008, the Grand Prix ended production and the
launch of the Australian-built RWD G8 commenced. The G8 gained positive reception for its high
performance and low costs. Many noted the G8 as the poor man's BMW M5, due to similar performance at
a much cheaper price.[18] The G8 GXP was the most powerful production car Pontiac had ever built, and
is widely regarded as the best driver's car ever to wear the Pontiac badge. The Holden Ute was scheduled
to be launched as the G8 ST before it was canceled in January 2009 due to GM's financial situation. It was
later announced that the G8 may not see a second generation. Towards the end of the decade, many rumors
began spreading that Pontiac would become completely reliant on RWD. Reports ranged from a compact
sedan based on the Alpha platform to a new RWD G6 for the 2013 model year. Many reports suggested
that the Trans Am/Firebird would return after GM confirmed the rebirth of the Camaro, however, no reports
confirmed this.

On December 2, 2008, General Motors announced that it was considering eliminating numerous brands,
including Pontiac, in order to appease Congress in hope of receiving a $25 billion loan.[19] On February
17, 2009, GM proposed the elimination of its Saturn division, the sale of Saab, and either the sale or
elimination of Hummer, depending on whether a buyer could be found quickly. GM clarified that Pontiac
would have begun to focus on "niche" models aimed at the "youthful and sporty" segment, but did not
provide specifics. Pontiac was to trim its number of models to four,[20] although there was talk of retaining
only one model.[21] By April 2009 several automotive websites and business publications were reporting
that GM was doing a study suggesting it might eliminate the brand altogether, along with sister truck brand
GMC.[22][23][24] On April 23 a report was published[25] stating the company would be dropping the
Pontiac brand while preserving the GMC truck line, and the Chevrolet, Cadillac, and Buick brands. The
decision to eliminate Pontiac was made primarily due to the increasing threat of a bankruptcy filing if the
June 1 deadline could not be met.[26] On April 27, 2009, GM announced that Pontiac would be dropped
and that all of its remaining models would be phased out by the end of 2010.[27] Though both production
and franchise agreements ended in 2010, Pontiac remains a registered and active trademark of GM.[28][29]

General Motors would eliminate an additional 7,000 to 8,000 factory jobs in the United States and shed
2,600 dealers by 2010 under a revised business plan. GM Chief Executive Officer Fritz Henderson said the
Pontiac brand would be closed by 2010, calling it an “extremely personal decision”. In addition to speeding
up decisions on Saturn, Saab and Hummer, GM would be left with four brands—Chevrolet, Buick, GMC
and Cadillac.[30]

In early May 2009, Jim Waldron, a Davison, Michigan, Pontiac dealer, announced that he was interested in
purchasing the Pontiac brand and logos and had found financing to purchase them and some soon-to-be
shuttered GM plants in order to build cars. However, GM had already decided to retire the brand as it has
begun to sell off its remaining inventory and said that, unlike Saturn, Hummer, and Saab, Pontiac was not
for sale.[31]
The Pontiac brand was pulled after the 2009 model year in Mexico
and the brand was renamed Matiz, selling only one vehicle, the
Matiz G2 (Matiz's logo is similar to Pontiac's).

The last Pontiac, a white 2010 model year G6 4 door sedan, was
built at the Orion Township Assembly Line in January 2010.[32]

Pontiac was one of three brands General Motors eliminated in

The G6 was the last Pontiac
2010; the other two being Hummer and Saturn.
manufactured by General Motors
(2009.5 model shown)

Style trademarks and logo

A Native American
headdress was used as a
logo until 1956. This was
updated to the Native
American red arrowhead
design for 1957 in all usage
except the high-beam
indicator lamp, which
retained the original logo
Split grille and arrowhead logo in a through 1970. The American Indian headdress and
1966 Pontiac GTO silver streak in a 1952 Pontiac
arrowhead logo is also
Chieftain
known as the Dart.

Besides the logo, another identifying feature of Pontiacs was their

"Silver Streaks"—one or more narrow strips of stainless steel which extended from the grille down the
center of the hood. Eventually, they extended from the rear window to the rear bumper as well, and finally;
along the tops of the fins. Although initially a single band, this stylistic trademark doubled to two for 1955–
1956. The Streaks were discontinued the same year as the Indian Head emblems (1957).

One long-familiar styling element was the split-grille design which

was introduced in 1959 to complement the make's new "wide
track" stance. The 1960 models, however, reverted to the full-width
grille styling. The split-grille then returned for the 1961 model year
and would remain as the marque's trademark. Other styling cues
were the pointed "arrowhead" nose (in the 1960s and 1970s), and
"grilled-over" (in the 1960s), or multiple horizontal-striped
taillights. This later feature originated with the 1963 Grand Prix,
and although the 1962 Grand Prix also had rear grillework, the Pontiac Motors Division, Zero
taillight lenses were not behind it. Less longstanding but equally Defects tie tack (mid-1960s)
memorable is the "cladding" common on the doors and fenders of
Pontiacs produced in the 1990s and 2000s. Rather than minimizing
the side bumper, Pontiac designers put two troughs going along the length. Bumpers with this appearance
were found on nearly all Pontiacs until the arrival of the G6. From 2004 onwards, new Pontiacs had
cleaner, more premium styling, but retained the traditional split grille.

Name controversy
The name "Pontiac" had come from the Ottawa leader who had fought against the British for Fort Detroit
in the 18th century. As mentioned above, GM would incorporate many Native American imagery into
Pontiac and would use Native American names for its cars on the brand. However, there was never
controversy during the brand's lifespan.

Although GM had already discontinued the Pontiac brand, the fact that GM had used the name to begin
with gained some controversy in 2021 when the Cherokee Nation had asked Jeep to rename its popular
Jeep Cherokee and Grand Cherokee vehicles. In its statement, the Cherokee Nation cited GM's use of
Pontiac as well as the RV manufacturer Winnebago Industries as other examples of Native American
names being used on vehicles.[33]

Canadian/export models
Pontiacs were built in Canada by Canadians in GM Canada with Canadian raw materials beginning in
1926, with factories in Oshawa, Ontario and Regina, Saskatchewan. The models they produced were
largely the same as their US-built counterparts. Canadian cars had Canadian oak in the bodies, not peach
wood like the US cars. The first significantly different model was the "224", introduced in 1937 with a
Canadian-built 224  in3 (3.7  L) version of the then-new Chevrolet straight-six. After 1940 the 239  in3
(3.9  L) Pontiac Flathead Six was used, but otherwise, the cars shared chassis and body parts with the
Chevrolets as a measure to reduce the cost of production for the relatively small Canadian market.

After the Second World War, the Pontiac brand continued to be very popular, and the product line was
further harmonized with the Canadian Chevrolet products. In the late 1940s and early 1950s the US market
embraced eight-cylinder engines and US Pontiacs equipped with the straight-eight engine was popular, but
in Canada, the straight-six continued to be the popular offering. Beginning in 1953 the model lineup
consisted of the base "Pathfinder", mid-range "Pathfinder Deluxe", and top-of-the-line "Laurentian". The
chassis was shared with the Chevrolet, and interiors were a combination of Chevy and Pontiac parts.

By 1955 the US and Canadian Pontiac lines had diverged almost completely, with the US models
positioned as "mid-market" cars available exclusively with the new 287 in3 (4.7 L) Pontiac V8, while in
Canada the brand was still positioned as an entry-level marque. The Canadian dealership lines were either
Chevrolet-Oldsmobile-Cadillac or Pontiac-Buick-GMC; small towns usually had only one or the other, but
not both, so it was imperative to keep Pontiac prices competitive with Plymouth and Ford (and Chevrolet).
Producing two entirely separate engine series would have increased costs, so the 261 in3 (4.3 L) Chevrolet
straight-six replaced the Pontiac Flathead Six, and the new 265 in3 (4.3 L) Chevrolet V8 replaced the old
Pontiac straight-eight.

In 1958 the "Strato-Chief" replaced the "Pathfinder Deluxe", and in 1959 the line was reorganized with
"Laurentian" in mid-range and the new "Parisienne" inserted at the top (similar to the US market
Bonneville). Even after the Canadian market was opened by the signing of the 1965 Autopact the
Canadian full-sized Pontiac lineup—and the practice of building them on Chevrolet chassis with Chevrolet
engines—continued mostly unchanged into the 1980s (although the Strato-Chief was dropped in 1970).

GM Canada also built right-hand drive versions of their Pontiacs for export to Australia, New Zealand and
South Africa as knock-down kits until the late 1960s. The interiors of these cars more closely resembled the
equivalent Chevrolets than the Canadian market cars did, as the Chevys had already been designed for
right-hand drive.

When the compact Chevrolet Corvair and Pontiac Tempest were introduced in 1960 the Corvair was built
in Canada, but the Tempest was not. Importing the Tempest into Canada from the United States was not a
viable option as the duties that would have had to have been paid would have substantially increased the
price of what was supposed to be the least-expensive Pontiac. Tentative plans to build a Pontiac version of
the Corvair were scrapped when the more conventional Chevy II was introduced in late-1961. GM Canada
created an entirely new brand exclusively for the Canadian market for their rebadged Chevy IIs: Acadian.
Acadians were sold alongside the rest of the Pontiac lineup at Pontiac-Buick-GMC dealerships until 1971.
When the mid-sized Chevrolet Chevelle was introduced in 1964 it was sold in Canada as the Acadian
Beaumont ('Beaumont' was formerly the top-level trim of Chevy II-based Acadian), and in 1966 Beaumont
became its own marque. The Beaumont-badged Chevelles were in production in Canada until 1969.

Even after the 1965 Autopact (and Canada–United States Free Trade Agreement that replaced it in 1988)
the practice of building Pontiac-badged Chevrolets for sale at Canadian dealers continued until the brand
was discontinued in 2010. Such cars include the Astre (based on the Vega), the Acadian (based on the
Chevette), the Sunburst (based on the Spectrum), the Firefly (based on the Sprint), the Tempest (based on
the Corsica), the Sunrunner (based on the Tracker), the Pursuit (based on the Cobalt; later badged as the
"G5 Pursuit" and simply "G5"), and the Wave (based on the Aveo; later badged the "G3 Wave" and
"G3").

Engines
Pontiac engineer Clayton Leach designed the stamped steel valvetrain rocker arm, a simplified and reliable
alternative to a bearing-equipped rocker. This design was subsequently picked up by nearly every OHV
engine manufacturer at one point or another.

Pontiac began work on a V8 configuration in 1946. This was initially intended to be an L-head engine, and
8 experimental units were built and extensively tested by the end of the 1940s. But testing comparisons to
the OHV Oldsmobile V8 revealed the L-head could not compete performance-wise. So, in addition to
building a new Pontiac Engineering building in 1949–1951, the decision to re-direct the V8 to an OHV
design delayed its introduction until the 1953 model year, however, the Buick division was introducing its
new engine (Nailhead V-8) in 1953 and asked the corporation to hold back or delay Pontiac's V8
introduction until the 1955 model year which it did.

In mid-1956, Pontiac introduced a higher-powered version of its V8. Among other things, this version of
the engine was equipped with a high-performance racing camshaft and dual 4-barrel carburetors. This was
the first in a series of NASCAR-ready pre- Super-Duty V8 engines and introduced the long line of multi-
carburetor equipped engines that saw Pontiac become a major player during the muscle car and pony car
era of the 1960s. The enlarged 1956 Pontiac V8 found its way into light-duty GMC pickup trucks.

Pontiac's second generation V8 engines shared numerous similarities, allowing many parts to interchange
from its advent in 1959 to its demise in 1979. Sizes ranged from 287 cubic inches (4703 cc) to 455 cubic
inches (7456 cc). This similarity (except the 301 & 265) makes rebuilding these engines relatively easier.
This feature also made it possible for Pontiac to invent the modern muscle car, by the relatively simple
process of placing its second largest-displacement engine, the 389 cid (6375 cc), into its mid-size car, the Le
Mans, creating the Pontiac LeMans GTO.

From their inception in the 1950s until the early 1970s, Pontiac engines were known for their performance.
The largest engine was a massive 455 cubic inch (7456 cc) V8 that was available in most of their mid-size,
full-size, and sports car models. At the height of the horsepower era, Pontiac engines reached a powerful
390 rated horsepower (SAE gross), though other engines achieved considerably higher outputs in actuality.
Federal emissions laws eventually brought the horsepower era to a close and resulted in a steady decline for
Pontiac's engines. One holdout to this industry-wide slide was the Super Duty 455 engine of 1973–1974.
Available only in the Firebird Formula and Trans Am models, this was rated at 310  hp (230  kW) net
initially but after having issues passing EPA emissions tests, the camshaft was changed to the old RA III
cam and with the change, came a 290  hp (220  kW) net rating. The engine was the pinnacle of Pontiac
engine development and was a very strong performer that included a few race-specific features, such as
provisions for dry-sump oiling. This engine and its legacy drive the SD Trans Ams and Formulas as one of
the more, if not the most, desirable Pontiacs ever produced.

The only non-traditional Pontiac V8 engines were the 301 cubic inch and the smaller displacement 265
cubic inch V8s. Produced from 1977 through 1981, these engines had the distinction of being the last V8s
produced by Pontiac; GM merged its various brands' engines into one collectively shared group in 1980,
entitled General Motors Powertrain. The 301 had a 4-inch (100  mm) bore and 3-inch (76  mm) stroke,
identical to the vaunted Chevrolet small-block engine and Ford Boss 302 engine.

Pontiac engines were not available in Canada, however, but were replaced with Chevrolet engines of
similar size and power, resulting in such models as the Beaumont SD-396 with a Chevrolet big-block 396
cubic inch V8.

Carburetors

PMD used Carter 1-barrel carburetors for many years but, by the time of the second generation, the V8
engines had switched mostly to 2-barrel offerings. These also were the basis for the Tri-Power setups on the
engines.

The Tri-Power setup included one center carburetor with idle control and two end carburetors that did not
contribute until the throttle was opened more than halfway. This was accomplished two ways, mechanically
for the manual transmission models, and via a vacuum-switch on the automatics. This went through various
permutations as it was only a factory-installed option from 1957 to 1966.

PMD also had a square-bore 4-barrel at the time, but this was rated at lower power than the Tri-Power. This
carburetor was later replaced by the Quadrajet, a spread bore. The term "Spread-bore" signifies the
difference in sizes between the primaries and secondaries, using smaller primaries paired with larger
secondaries for increased airflow at wider throttle with fuel delivery changes akin to the two-plus-four
benefit of Tri-Power but with a single carburetor. The Q jet was not the only thing that gave the top GTO
400" engine and the 428 H-O engines the same horsepower as the 389 and 421. Aside from the
displacement advantage, the new engine had redesigned cylinder heads with different valve angles and
larger ports. The different valve angles allowed for larger diameter intake and exhaust valves. There have
been many tests when a Tri-Power set-up was added to a 400" or 428" engine that they made even more
horsepower than a Q-Jet.

By the end of the muscle car era, the Quadrajet setup had become the nearly ubiquitous choice on PMD
engines. The Quadrajet design continued until 1990 for Oldsmobile V8 applications, with added computer
controls to meet emissions and fuel economy standards.

Models
Pontiac 2+2 (1964–1970)
Pontiac 1000 (1983–1987)
Pontiac 2000 (1983)
Pontiac 2000 Sunbird (1983–1984)
Pontiac 6000 (1982–1991)
Pontiac Acadian (1976–1987, rebadged Chevrolet Chevette/Pontiac T1000/1000, Canada)
Pontiac Astre (1975–1977; 1973–1977 Canada)
Pontiac Aztek (2001–2005)
Pontiac Bonneville (1957–2005)
Pontiac Catalina (1959–1981)
Pontiac Chieftain (1949–1958)
Pontiac Custom S (1969)
Pontiac De-Lux (1937)
Pontiac Executive (1967–1970)
Pontiac Fiero (1984–1988)
Pontiac Firebird (1967–2002)
Pontiac Firefly (1985–2001, rebadged Chevrolet Sprint/Geo Metro/Suzuki Cultus, Canada)
Pontiac G3 (2006–2009 (Mexico), 2009 (US), rebadged Chevrolet Aveo/Daewoo Gentra)
Pontiac G4 (2005–2009, rebadged Chevrolet Cobalt, Mexico)
Pontiac G5 (2007–2009, rebadged Chevrolet Cobalt)
Pontiac G6 (2004–2010)
Pontiac G8 (2008–2009, rebadged Holden VE Commodore, Australia)
Pontiac GT-37 (1970-1971)
Pontiac Grand Am (1973–1975, 1978–1980, 1985–2005)
Pontiac Grand Prix (1962–2008)
Pontiac Grand Safari (1971–1978)
Pontiac Grand Ville (1971–1975)
Pontiac Grande Parisienne (1966–1969, Canada)
Pontiac GTO (1964–1974, 2004-2006 as rebadged Holden Monaro)
Pontiac J2000 (1982)
Pontiac Laurentian (1955–1981, Canada)
Pontiac LeMans (1962–1981, 1988–1993)
Pontiac Matiz (1998–2005, rebadged Chevrolet Matiz, Mexico)
Pontiac Matiz G2 (2006–2010, rebadged Chevrolet Matiz, Mexico)
Pontiac Montana (1999–2005)
Pontiac Montana SV6 (2005–2006, continued in production for Canada and Mexico until
2009)
Pontiac Parisienne (1983–1986; 1958–1986, Canada)
Pontiac Pathfinder (1955–1958, Canada)
Pontiac Phoenix (1977–1984)
Pontiac Pursuit (later G5 Pursuit) (2005–2006, rebadged Chevrolet Cobalt, Canada)
Pontiac Safari (1955–1989)
Pontiac Silver Streak
Pontiac Solstice (2006–2009)
Pontiac Star Chief (1954–1966)
Pontiac Star Chief Executive (1966)
Pontiac Strato-Chief (1955–1970, Canada)
Pontiac Streamliner (1942-1951)
Pontiac Sunbird (1975–1980, 1985–1994)
Pontiac Sunburst (1985–1989, rebadged Chevrolet Spectrum/Isuzu Gemini, Canada)
Pontiac Sunfire (1995–2005)
Pontiac Sunrunner (1994–1997, rebadged Geo Tracker/Suzuki Escudo, Canada)
Pontiac Super Chief (1957–1958)
 Pontiac T1000 (1981–1982)
Pontiac T-37 (1970-1971)
Pontiac Tojan (1985 -1991)
Pontiac Tempest (1961–1970; 1987–1991, rebadged Chevrolet Corsica, Canada)
Pontiac Torpedo (1940-1948)
Pontiac Torrent (2006–2009)
Pontiac Trans Am (1969–2002)
Pontiac Trans Sport (1990–1998)
Pontiac Ventura (1960–1970 full-size, 1973–1977 compact)
Pontiac Ventura II (1971–1972)
Pontiac Vibe (2003–2010, rebadged Toyota Voltz)
Pontiac Wave (later G3 Wave) (2004–2010, rebadged Chevrolet Aveo/Daewoo Gentra,
Canada)

Evolution of models

Pontiac New Series Pontiac Big Six Pontiac Series 603 Pontiac De Luxe
6-28 8240 2-door Series 6-29 8930 4- 34318 Convertible Series 26 2611 2-
Sedan 1928 Door Landaulette Coupé 1934 door Touring Coach
1929 1937

Pontiac De Luxe Pontiac De Luxe Pontiac Station Pontiac Chieftain

Series 26 2611 2- Convertible Coupé Wagon 1948 Catalina 1953
door Touring Sedan 1939
1938


Pontiac Chieftain Pontiac Star Chief Pontiac Laurentian Pontiac Star Chief
Catalina 1953 1954 Convertible 1956 1957

Pontiac Bonneville Pontiac 2119 Pontiac GTO 1966 Pontiac Fiero 1988
Convertible 1957 Tempest 1961

Pontiac Grand Am Pontiac Bonneville Pontiac Grand Prix Pontiac GTO 2006
Sedan 1996–1998 2003 GTP 2005

Pontiac G8 2008

See also
 Category:Pontiac vehicles
Pontiac V8 engine
Pontiac Straight-8 engine
Pontiac Straight-6 engine
List of GM engines
Pontiac, Michigan
Pontiac (person)

Bibliography
Gunnell, John, ed. (1987). The Standard Catalog of American Cars 1946–1975. Krause
Publications. ISBN 0-87341-096-3.
Flammang, James; Kowalke, Ron (1999). The Standard Catalog of American Cars 1976–
1999. Krause Publications. ISBN 0-87341-755-0.
Jim Wangers; Glory Days: When Horsepower and Passion Ruled Detroit; Bentley
Publishers (October 1998);

paperback: 348 pages, ISBN 0-8376-0208-4, ISBN 978-0-8376-0208-0; hardcover: 309

pages, ISBN 0-8376-0207-6, ISBN 978-0-8376-0207-3.

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External links
Pontiac App on the App Store (https://itunes.apple.com/app/id1233373189) (All Diagnostic
Trouble Codes & Car Dashboard Symbols)
Pontiac (automobile) (https://curlie.org/Recreation/Autos/Makes_and_Models/Pontiac/) at
Curlie
Forever Pontiac (http://foreverpontiac.com/) - The ONLY online Pontiac Enthusiast
community
Pontiac Portal (http://www.carsandracingstuff.com/library/p/pontiac.php) at The Crittenden
Automotive Library
Classic Pontiac web site (http://www.pontiac-power.ch/)
Pontiac web site from Switzerland (http://www.pontiac-power.ch/)
Pontiac club (http://en.pontiac-club.com/) English, Czech
1966 European export range from RitzSite (http://www.ritzsite.nl/Pontiac66/Pontiac_1966_0
1.htm)

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