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176-658: The Catalina was Pontiac's most popular model, available in multiple body styles, and served as the donor platform for the popular Pontiac Grand Prix , Pontiac 2+2 , Pontiac Ventura , and the Pontiac Safari station wagon. When the second-generation Pontiac Tempest was introduced in 1964, lessons learned from the Catalina's introduction of the Grand Prix led to the introduction of the Pontiac GTO , to include

352-906: A "companion make" to the Oakland division of the General Motors line of automobiles in 1926. Pontiac successfully competed against more-expensive inline four-cylinder models with their inline flathead six-cylinder engines. After outselling Oakland, Pontiac became the sole survivor of the two by 1932. In addition to the inline 6, Pontiac used the Oakland V8 for one year, 1932, debuting the Pontiac straight-8 engine in 1933. The two inline engines were used through 1954, when Pontiac unveiled its OHV Strato Streak V8 in 1955. The development of this V8 dates back to 1946, when engineers began considering new engine designs for postwar cars. They came up with

528-626: A larger and more powerful V8 engine of 389 cubic inches , compared to the Chevy's six-cylinder or 283 and 348 cubic-inch V8s . Pontiacs also benefited from a much better automatic transmission than their Chevrolet counterparts - the four-speed Hydra-Matic - versus the Chevy's two-speed Powerglide . Though the basic Catalina started out with a full rubber mat, it could be ordered with full carpeting, glovebox and trunk lights; dual front ashtrays, cigar lighter, glove compartment snack bar (two cup indents on

704-506: A steam powered SE 101 concept car with a 150 hp (112 kW) engine designed by GM engineering in conjunction with the Besler brothers . The engine, however, was 450 lb (200 kg) heavier than a V8, and three times more expensive to make. DeLorean and other Pontiac planners saw a way to reverse the declining sales of the full-sized Grand Prix by creating a new niche in the burgeoning personal luxury car market. Smaller than

880-514: A "non-streetable" 421 cu in (6.9 L) Super Duty V8 with two four-barrel carburetors and 405 hp (302 kW), as a US$ 2,250 option (when the base Catalina listed at US$ 2,725), along with various "over the counter" performance options offered by Pontiac including aluminum bumpers and even lighter frames with drilled holes (which were dubbed the "Swiss cheese" frames). For 1963, Catalinas and other full-sized Pontiacs featured cleaner, squared-off bodylines and vertical headlights flanking

1056-656: A 1-inch (25 mm) wheelbase increase to 120", after spending 1961 on a 119-inch (3,000 mm) length shared with full-sized Chevys (Safari wagons retained the 119-inch (3,000 mm) wheelbase through 1964). 1962 also saw the introduction of the Grand Prix , a sporty version of the Catalina hardtop coupe. Most regular engine and transmission offerings were carried over from 1961 with the 389 cu in (6.4 L) Trophy V8, ranging in power ratings from 215 hp (160 kW) to 348 hp (260 kW). A small number of 1962 Catalinas and other Pontiacs were built with

1232-933: A 2-year delay. The main innovation of the Pontiac engine was reverse-flow cooling and the stamped rocker-arm system, which had been devised by Pontiac engineer Clayton Leach in 1948. At the request of Ed Cole , general manager of Chevrolet , the layout was also used by the Chevrolet V8 released in 1955, an exception to the customary GM policy of allowing a division one year of exclusive use of an internally developed advance. Displacement began at 287-cubic-inch (4.7 L) and grew as large as 455-cubic-inch (7.5 L) by 1970. Pontiac continued to manufacture its own engines, distinct from Buick , Cadillac , Chevrolet , or Oldsmobile , until 1981. Pontiac engines were used in its U.S.-market cars; Canadian-built Pontiac automobiles generally used Chevrolet engines. From 1955 through 1959,

1408-436: A 269-cubic-inch (4.4 L) L-head design. Pontiac engineers tested their 269 cu in (4.4 L) V8 in 1949 or 1950 against an OHV Oldsmobile Rocket V8 303 cu in (5.0 L) downsized to 270 cu in (4.4 L). The results showed Pontiac that an L-head simply couldn't compete with an overhead valve engine. Despite their work, the division's conservative management saw no immediate need to replace

1584-441: A 287 cu in (4.7 L), it went on to be manufactured in displacements between 265 cu in (4.3 L) and 455 cu in (7.5 L) in carbureted, fuel injected , and turbocharged versions. In the 1960s the popular 389 cu in (6.4 L) version, which had helped establish the Pontiac GTO as a premier muscle car , was cut in half to produce an unusual, high-torque inline four economy engine,

1760-412: A 303 hp (226 kW) version with a four-barrel carburetor or 318 hp (237 kW) Tri-Power option. New to the options list were two higher performance versions of the 389, including a four-barrel 333 hp (248 kW) unit and a 348 hp (260 kW) Tri-Power option, both with higher, 10.75:1, compression ratios . A 363 hp (271 kW) engine was offered to drag racers. Late in

1936-518: A 400 cubic-inch V8 with two-barrel carburetor rated at 265 gross horsepower that was optional on other Catalina models. Optional engines included a 455 cubic-inch V8 with two- or four-barrel carburetion and respective horsepower ratings of 285 and 325, respectively. All Pontiac engines for 1971 were designed to run on lower-octane regular leaded, low lead or unleaded gasoline thanks to a GM corporate edict, necessitating reductions in compression ratios. Power front disc brakes were made standard equipment for

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2112-447: A 428 to one-up them. It retained the 421's 4 in (101.6 mm) stroke and 3 + 1 ⁄ 4  in (82.6 mm) main journal. Offered from 1967 to 1969, it produced 360 and 376 hp (268 and 280 kW) in 1967, 375 and 390 hp (280 and 291 kW) in 1968 and 360, 370 and 390 hp (268, 276 and 291 kW) in 1969. The crankshaft in the 428 had a "N" cast on them (designating nodular steel) as opposed to

2288-457: A US$ 2,250 option ($ 22,663 in 2023 dollars ). John DeLorean , head of Advanced Engineering at Pontiac, contributed to the development of the Grand Prix as well as the GTO . For the 1963 model year, the Grand Prix received revised sheet metal shared with other full-size Pontiacs, but with a squared-off roofline featuring a concave rear window that contrasted with the convertible-like roof styling of

2464-409: A bench seat with center armrest returned as a no-cost option to the standard Strato bucket seats and console. Bench seat-equipped cars included a steering column-mounted shifter with the automatic transmission along with a dashboard-mounted glovebox, replacing the console-mounted shifter and glovebox of bucket-seat cars. Power front disc brakes became standard equipment this year. Due to the success of

2640-671: A bewildering variety of outputs ranging from 215 to 368 hp (160 to 274 kW). The 389 was the standard engine for the Pontiac Grand Prix and Pontiac Bonneville and installed in the Pontiac GTO through 1966. Beginning in 1961 the Pontiac V-8 (389 and 421) was dubbed the Trophy V-8 , due to its many victories in racing. Perhaps the most unusual variation of the Pontiac V8 was the 1961-63 Trophy 4 , which

2816-469: A chrome-trimmed center console with floor shifter for the optional Hydra-Matic or 4-speed manual transmissions. A 1963 Catalina convertible modified by California hot-rodder Bill Straub was used as a tow vehicle in the NASA M2-F1 program. Mild facelifting including new grilles and taillights highlighted the 1964 full-sized Pontiacs. Engine and transmission offerings were unchanged from 1963 except for

2992-526: A closed chamber with the new 14 degree valve angle. The 400 2-barrel and big car AFB 4 bbl kept the 20 degree valve angles for '67; starting in '68 all Pontiac V8s went to the 14 degree valve angle. Pontiac went to open-chambered heads in some 1967 models and all 68 and up to improve power, engine breathing and reduce emissions . The valve size increased as well, to 2.11 in (53.6 mm) intake and 1.77 in (45.0 mm) exhaust valves on high-performance heads. Low-performance and two-barrel applications,

3168-403: A displacement of 336.66 cu in (5.5 L). It was rated at 250 hp (186 kW) with 8.6:1 compression and 260 hp (194 kW) at 10.25:1 compression. Both used a single two-barrel carburetor. In 1964 when the new "A" body intermediates came out there was a new corporate (GM) engine size limitation to anything less than 330 cu in (5.4 L). and so the 326 bore size

3344-490: A door or downward like a tailgate – similar in design to that introduced by Ford Motor Company on Ford/Mercury wagons in 1966. Catalinas also got a one-inch wheelbase increase to 122. Headrests became standard on all '69 Pontiacs built after January 1. All 1969 GM cars (except the Corvair ) got a new locking steering column that would become a Federal requirement starting with the 1970 models. Variable-ratio power steering

3520-587: A four-barrel 428 rated at 360 horsepower (270 kW) or the four-barrel 428 HO rated at 376 horsepower (280 kW). The Tri-Power engine options were dropped for 1967 thanks to a new GM corporate policy headed primarily by Ed Cole which prohibited the use of multiple carbs on all vehicles except the Chevrolet Corvette and the Corvair, two of Cole's babies when he was head of Chevrolet Engineering and later Chevrolet General Manager. Front disc brakes and

3696-426: A four-barrel version rated at 333 hp (248 kW) and a 348 hp (260 kW) Tri-Power. Late in the model year a "street" version of the race-orientated 421 Pontiac offered in 1961 and 1962 became available, but only in a four-barrel form rated at 320 hp (240 kW). Pontiac also offered the 421 cu in (7 L) Super Duty with two four-barrel carburetors, rated at 405 hp (302 kW), as

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3872-462: A heavy facelift of the '65 bodyshell with more rounded wasp-waisted body contours and fuller fastback rooflines, along with concealed windshield wipers - an industry first. Replacing the 389 and 421 V8s of previous years were new 400 and 428 cubic-inch V8s with bigger valves and a valve angle change built off the same Pontiac V8 design in use since 1955. The valve angle change was so bigger valves and larger ports could be used. The standard Catalina engine

4048-480: A high of 140 mph (230 km/h), back to 120 mph (190 km/h). An all-new Grand Prix was scheduled for 1972. However, a 67-day corporate-wide strike at GM in late 1970 that hobbled the 1971 model introduction set back 1972 model production plans, and the new A and G-body cars planned for 1972 were delayed for introduction by one year to the 1973 model year. Production numbers increased after two years of decline, reaching 91,961 units and only second place to

4224-504: A longer 126 in (3,200 mm) wheelbase, and Safari wagons were an inch longer at 127 in (3,226 mm). Station wagons also got their own multi-leaf spring rear suspensions, while sedans and coupes continued to be suspended with front and rear coil springs. The graceful two-door hardtop roofline was shared with the Chevrolet Impala Sport Coupe, and hardtop coupes in full size Oldsmobiles and Buicks using

4400-412: A major restyling with somewhat more squared off sheetmetal (though not as much as similar cars from other GM divisions) and rooflines, the coke bottle rear flanks were gone. However, the basic 1965 chassis, inner-body structure and four-door pillared sedan roofline were retained although vent windows were dropped on all models and Safari wagons got a new two-way tailgate that could be opened to the side like

4576-427: A minor facelift of the '65 body with new grilles and taillight treatment. Inside, the instrument panel was revised along with interior trim. The 2+2 was upgraded from an option to full model status and engine-transmission offerings on all Catalina models remained the same as 1965 with the exception being the elimination of the 338-horsepower 389 Tri-Power option. For 1967, Catalinas and other full-sized Pontiacs received

4752-433: A minor facelifting of the '59 bodyshell with a new full-width horizontal bar grille similar to the 1930s Cord 810/812 replacing 1959's split grille (for this year only-the split grille returned in 1961) and round taillights. Bodystyles and drivetrain offerings were unchanged from 1959. New to the option list was a "Sportable Transistor" radio that could be used in the car in place of the regular "in-dash" radio or removed from

4928-633: A new GM-built Muncie four-speed available in either a wide-ratio M-20 or close-ratio M-21 options replaced the Borg-Warner T-10. Grand Prix and all other full-sized Pontiacs were completely restyled for 1965 featuring more rounded bodylines with coke-bottle profiles , and a 1 in (25 mm) increase in wheelbase to 121 in (3,073 mm) (for Grand Prix, Catalina, and all Safari station wagons — Bonneville and Star Chief increased proportionally from 123 in (3,124 mm) to 124 in (3,150 mm)). While other Pontiac coupes received

5104-451: A new GM-built Muncie four-speed manual replacing the Borg-Warner T-10 unit. Also new for 1964, was the Pontiac 2+2 option package available on Catalina two-door hardtops and convertibles that included bucket seats for both front and rear passengers, heavy-duty suspension and other performance equipment, along with the same selection of 389 cu in (6.4 L) and 421 cu in (6.9 L) V8s found in other Catalinas. The 64 2+2

5280-476: A new beak-nose split grille along with a reverting to horizontal headlights, and revised taillights. Engine offerings were similar to 1967 with revised horsepower ratings including 340 for the four-barrel 400, 375 for the 428 four-barrel and 390 for the 428 HO. Safety continued to be key in 1968 with new fender side-marker lights becoming standard. Cars built after January 1, 1968, included front outboard shoulder belts as standard equipment. The 1969 Pontiacs received

5456-475: A new more rounded split grille and new taillight trim. Inside, a revised instrument panel included a squared-off gauge panel and new Strato bucket seats in either "Morrokide" or cloth upholstery with higher seatbacks and more contoured cushions for improved lateral support. The Strato buckets were standard equipment along with a console, but a notchback bench seat with a center armrest was a no-cost option. Engine offerings were largely unchanged from 1965 except that

Pontiac Catalina - Misplaced Pages Continue

5632-461: A new three-speed Turbo Hydramatic transmission with torque-converter that was similar in principle to Ford's Cruise-O-Matic and Chrysler's TorqueFlite replaced the older three-speed fluid coupling Roto Hydramatic (along with the four-speed Super Hydramatic in Bonneville and Star Chief models). The Turbo Hydramatic also featured the now-standardized P-R-N-D-S-L shift quadrant pattern in place of

5808-591: A notchback bench seat offered as a no-cost option. Pontiac V8 engine#389 The Pontiac V8 engine is a family of overhead valve 90° V8 engines manufactured by the Pontiac Division of General Motors Corporation between 1955 and 1981. The engines feature a cast-iron block and head and two valves per cylinder. Engine block and cylinder heads were cast at Saginaw Metal Casting Operations then assembled at Tonawanda Engine before delivery to Pontiac Assembly for installation. Initially marketed as

5984-446: A radio antenna embedded in the windshield, flush-mounted "pop-open" exterior door handles, side-impact beams inside the doors, and an optional built-in electrically heated rear window defogger. The listed retail price with the optional "SJ" trim package was $ 4,182 ($ 34,746 in 2023 dollars ), keeping a higher price over the Bonneville hardtop coupe but was now less expensive than the GTO "Judge" convertible. Also in 1969, Pontiac built

6160-549: A remote vacuum source for the primary metering rod enrichment circuit to allow the Power Enrichment Vacuum Regulator (PEVR) to release the primary metering rods to move to the up position (enrichment) anytime during boosted conditions. This was to ensure there was enough fuel to cool the cast offset dished pistons. Boost was wastegate limited to 9 ± 1 psi (0.621 ± 0.069 bar). The 301 Turbo package mandated air conditioning,

6336-441: A single sized V8 casting, rather than adding a larger big block to its line-up. The external dimensions of all their V8s, from 326–455 cu in (5.3–7.5 L) were the same. Engine displacement is a function of bore and stroke. Pontiac's V8s share the same 6.625 in (168.3 mm) connecting rod length, with the exceptions of the later short deck 301, 265, and 303 Ram Air V. Most Pontiac V8s had an overall length (to

6512-420: A slight reduction in output to 205 hp (153 kW) and 340 lb⋅ft (461 N⋅m).The 301 Turbo was limited to Trans Am and Formula Firebird production only. 301:Naturally Aspirated 301:Turbo Based on the same short-deck as the 301, the "LS5" 265.1 cu in (4.3 L) was offered only in 1980 and 1981. It could only be ordered with a TH200 automatic transmission and a 2bbl configuration. It

6688-406: A stereo eight-track tape player were new additions to the option list. The 2+2 was offered for the last time in 1967 in both hardtop coupe and convertible. The 360-horsepower 428 was standard and the 428 HO was optional. This model was dropped due to low sales since its 1964 introduction as performance car buyers overwhelmingly preferred smaller and lighter intermediates such as Pontiac's own GTO and

6864-428: A tilt steering wheel adjustable to seven positions. The 303 hp (226 kW) 389 four-barrel V8 remained the standard engine. A new lineup of optional engines was introduced this year which included the 330 hp (250 kW) 389 Tri-Power and three versions of the 421 cu in (7 L) V8 including a four-barrel version rated at 320 hp (240 kW), a 350 hp (260 kW) Tri-Power option, and

7040-466: A tilt steering wheel that could be adjusted to six different positions, AM/FM radio and cruise control. The 1963 Grand Prix got a brand new body with a unique roofline along with unique front and rear end styling. Although still based on the Catalina, the GP looked much larger, more powerful and more luxurious, sharing its content with the longer Bonneville . It featured sumptuous " Morrokide " bucket seats and

7216-578: A unique body – and Pontiac's longest-ever hood. Like all but the short-lived 1967 convertible, the new Grand Prix was a 2-door hardtop. Model names borrowed suggestive Duesenberg Model SJ nomenclature for the exclusive "SJ" trim package and the prominent grille. The basic 1969 body shell saw a major facelift in 1971 bracketed by minor detail revisions in the 1970 and 1972 model years. The new Grand Prix sought to deliver performance as attention-getting as its styling, with increased installation percentages for manual transmissions and engine options up to

Pontiac Catalina - Misplaced Pages Continue

7392-535: A unique bodyshell but share the A-body intermediate platform and mechanicals with the Tempest, Le Mans and GTO. This reduced development time from the usual 36 months required for a new model to less than 18 , allowing Pontiac to concentrate on upgrading styling and interior appointments. Shortened by three inches from the previous Catalina wheelbase, the 118 in (3,000 mm) 1969 Grand Prix finally had

7568-575: A whole new full-sized series, the Jetstar 88 , which was $ 75 lower than the Dynamic 88 series (but still a few dollars higher than comparable Pontiac Catalina models) and also got a smaller engine - a 330 cu in (5.4 L) V8 and two-speed automatic transmission from the intermediate F-85/Cutlass line, along with smaller 9.5 in (240 mm) brake drums (also from the GM intermediates) compared to

7744-405: Is a line of automobiles produced by the Pontiac Division of General Motors from 1962 until 2002 as coupes and from 1989 through 2008 model years as four-door sedans. First introduced as a full-size performance coupe for the 1962 model year, the model repeatedly varied in size, luxury, and performance over successive generations. The Grand Prix was the most expensive coupe Pontiac offered until

7920-411: Is rumoured that the actual output was closer to 170 hp (127 kW). Although it is much different from the original 1955-vintage Pontiac V-8 powerplant, the 301 has the distinction of being the last true Pontiac V-8 engine, as Pontiac ceased production of these engines effective April 1, 1981. From 1977 to 1981 there were 4 distinct 301 versions: For 1981 model year vehicles, the engine codes are

8096-441: Is slimmer and lighter than the older four-speed Hydramatic, which was continued on the larger Star Chief and Bonneville models. Also new for 1961 was a four-speed manual transmission with Hurst floor shifter, available on special order. The 1962 Pontiacs received a heavy facelift from the 1961 design with more rounded body contours and new rooflines on two-door hardtops featuring convertible-like bows. Catalina sedans and coupes got

8272-497: The 303 for racing models only, never available to the public. Bore and stroke were 4.125 in × 2.84 in (104.8 mm × 72.1 mm) 303.63 cu in (4,976 cc). It was rated at 475 hp (354 kW). The 301.6 cu in (4.9 L) 301 was offered from 1977 to 1981 and also installed in other GM cars during those years. The 301 had a bore and stroke of 4 in × 3 in (101.6 mm × 76.2 mm). Based in part on designs for

8448-584: The 389 cu in (6.4 L) Pontiac V8 . The name "Catalina" was first used on the 1950 Chieftain Series 25/27 hardtop , Pontiac's top trim level package at the time, and later added to the Star Chief in 1954, Pontiac's equivalent of the Chevrolet Bel Air. Originally referred to as "hard-top convertibles", these vehicles offered pillarless design in the door and window areas, along with

8624-812: The Cadillac Eldorado and Oldsmobile Toronado , but positioned with the Ford Thunderbird and Buick Riviera , and above the Mercury Cougar XR-7 Pony car and the B-bodied Dodge Charger intermediate. Sales reached over 112,000 units, almost quadruple the 32,000 full-sized models built in 1968. The similar but less luxurious Chevrolet Monte Carlo followed in 1970. Ford and Chrysler responded by producing plusher versions of their intermediate Torino and Charger, but both eventually created newer entries to

8800-476: The Chevrolet small-block V-8 . Power output ranged from 135 hp (101 kW) to 170 hp (127 kW). The heads were a new design featuring siamesed intake ports. The short-deck block and different intake ports also required the design of a new intake manifold. The Pontiac 301 EC (Electronic Controls) version offered in 1981 produced 155 hp (116 kW) and 245 lb⋅ft (332 N⋅m), although it

8976-574: The G-Body . The new intermediate-based 1969 Grand Prix began to take shape in April 1967, with a few prototype models built on the full-sized Pontiac platform before the G-Body was ready. To save both development costs and time in much the same manner Chevrolet created the original Chevrolet Camaro using the basic chassis and drivetrain from the compact Chevrolet Chevy II , the revised Grand Prix would have

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9152-478: The Pontiac Ventura model while the Catalina was available with an optional "Ventura" trim package for 1962. The rear bench seat included a center fold-down armrest and a speaker grille that could be made functional with the extra-cost Bi-Phonic rear speaker. Included were a padded instrument panel, deluxe steering wheel, courtesy lights, and other features. The listed retail price before optional equipment

9328-461: The Trophy 4 . Unusual for a major automaker, Pontiac did not have the customary "small-block" and "big-block" engine families common to other GM divisions, Ford, and Chrysler. Effectively, production Pontiac V8 blocks were externally the same size (326-455) sharing the same connecting rod length 6.625 in (168.3 mm) and journal size of 2.249" (except for the later short deck 301 and 265 produced in

9504-427: The "Trophy" V8. Pontiac in the 1950s was one of a few US manufacturers that did not regularly identify their engine names and sizes with air-cleaner or valve-cover decals. The V8 engine was introduced for the 1955 model year as the "Strato Streak". Not long before the model year introduction, Pontiac management decided that the entire line would be V8-powered. This was based on results of over 1 million test miles, which

9680-530: The "X" frame chassis used since 1958. The new frame not only provides greater side-impact protection than the "X" design but also improves interior roominess. The distinctive protruding grille made its appearance on all Pontiac products during the early 1960s, and was a modern revival of a similar appearance on Pontiac products during the 1930s and early 1940s, as demonstrated on the Pontiac Torpedo . Rooflines are more squared off on four-door models with

9856-447: The "gusher" cooling system. It was removed from the design for the 1960 model year because designers moved the generator and the power steering pump from atop the front of the engine down to the front of the heads to accommodate a lower hoodline. However, the 1959 389 engines had the generator in front of the heads with reverse flow cooling still in use. Pontiac differed from other GM Divisions and most other manufacturers in producing only

10032-405: The "short deck" 303 cu in (5.0 L) engine designed for the 1970 racing season, it had a shorter deck than the big V8, and used thin-wall castings to reduce weight. The crankshafts were also unique in the fact that they featured only two counter weights instead of the usual five and also featured lightened connecting rod journals. This resulted in a lightweight design weighing less than

10208-559: The 11–12 in (280–300 mm) drums still found on all other GM full-sized cars from the bare-bones six-cylinder Chevrolet Biscayne to the Cadillac 75 limousine. And since the Catalina was still priced lower than the Jetstar and LeSabre, the lowest-priced full-sized Pontiac was often perceived by buyers as a better value in the marketplace due to its larger standard V8 engine and three-speed automatic transmission, and (in comparison to

10384-435: The 1961 sales season the 421 cu in (6.9 L) Super Duty was released for sale as a dealer installed engine. The 1961 models never came from the assembly line with the 421ci engine; instead it was a specialty item installed and sold at the discretion of individual dealers. A new "three-speed four-range" " Roto Hydramatic " automatic transmission replaced the previous four-speed unit for 1961. The new transmission

10560-400: The 1967 Grand Prix and other full-sized Pontiacs. A convertible was new; this lasted only for the 1967 model year. Also new to the G.P.-concealed headlights with horizontal mounting (all other full-size 1967 Pontiacs retained the vertical headlights for one more year), concealed windshield wipers, and ventless front windows on hardtop coupes. The louvered taillights were similar to those found on

10736-416: The 1969 Grand Prix, other GM divisions followed suit and introduced similar cars for 1970. The Chevrolet Monte Carlo used the same basic G-body as the GP but with a two-inch shorter wheelbase (116 vs. the GP's 118) and a long hood, though still shorter than the Grand Prix's, but still considered an upscale vehicle for GM's lowest-priced division. Oldsmobile, whose larger and more expensive front-drive Toronado

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10912-426: The 1969 model. All A-bodies , including the Grand Prix, were redesigned for 1973. This generation was larger and heavier, due partly to the federally mandated 5 mph (8.0 km/h) crash bumpers. Although large V8s were still available, the performance was on the decline due to new emissions control systems. The most notable styling feature of this generation was the appearance of the fixed opera window, replacing

11088-573: The 1970s, when the Bonneville Brougham and the Firebird Trans Am became more exclusive; the Grand Prix moved into the intermediate personal luxury car and later the mid-size market segments. All Grand Prixs from 1962 through 1972 were pillarless hardtops (except for the 1967 convertible). The Grand Prix was an all-new model for Pontiac in the 1962 model year as a performance-oriented personal luxury car . Based on

11264-429: The 1971 models' debut, however, Pontiac—and all other GM dealers—received multiple complaints from drivers who complained the ventilation system pulled cold air into the car before the heater could warm up—and could not be shut off. The ventilation system was extensively revised for 1972. All models featured new Grand Prix-style wrap-around cockpit instrument panels that placed controls and instruments within easy reach of

11440-492: The 1978 and 1979 Firebirds equipped with the W72 Performance Package. The four-barrel 400 was a popular performance option for many of Pontiac's cars. When fitted with other high- airflow components, it produced a good balance of low-end torque and higher-RPM power. In the 1968 Pontiac GTO it was given a 10.75:1 compression ratio and tuned to deliver 360 horsepower and 445 foot-pounds of torque. In 1968

11616-418: The 326 was replaced by the similarly 389-derived 350 , which used a 3 + 7 ⁄ 8  in (98.4 mm) bore and 3 + 3 ⁄ 4  in (95.3 mm) stroke for a total displacement of 353.8 cu in (5,798 cc). Like the 326, it was offered in both 2-barrel and 4-barrel versions. In 1968, a 320 hp (239 kW) HO option was offered in the Tempest and Firebird. The 1969 HO 350 HO

11792-454: The 338 hp (252 kW) Tri-Power 389 option was discontinued, leaving only the larger 421 available with the three two-barrel carb option, which was offered for the last time this year due to a new General Motors edict that banned the use of multi-carb options on all GM cars with the exception of the Chevrolet Corvette starting with the 1967 model year. Revised sheet metal with rounded yet even more pronounced Coke bottle styling highlighted

11968-401: The 389 two-barrel with 8.6 to 1 compression ratio that burned regular gas was available as a no-cost option with Turbo Hydramatic. Optional engines include a four-barrel 389 rated at 325 hp (242 kW) with Turbo Hydramatic or 333 with stick shift, a Tri-Power 389 rated at 338 hp (252 kW), a four-barrel 421 rated at the same 338 hp (252 kW), 353 hp with Tri-Power or

12144-476: The 389 cu in (6.4 L) and replaced it with the 400 cu in (6.6 L), a 389 bored -out by +0.06 in (1.5 mm) to 4.12 in (104.6 mm) and retaining its stroke of 3 + 3 ⁄ 4  in (95.3 mm). The 400 remained in production through the 1978 model year , with 1979 cars receiving engines produced the previous year. In basic 2-barrel form it produced 290 horsepower and 428 ft. pounds of torque in 1968. This

12320-469: The 390 hp (290 kW) 428 HO . Two engine sizes were offered with two power options were available in each engine size; a 265 hp (198 kW) or 350 hp (260 kW) 400 cu in (6.6 L), as well as a 370 hp (280 kW) or 390 hp (290 kW) 428 cu in (7.0 L) V8. The 1969 Grand Prix debuted a "Command Seat" wraparound cockpit-style instrument panel that placed most controls and gauges within easy reach of

12496-488: The 421 HO option with Tri-Power carburetion and 370 hp (280 kW). The same selection of transmissions continued including the standard three-speed manual, optional four-speed manual, or three-speed Roto Hydra-matic. Brakes were 11 in (28 cm) drums. The 1964 Grand Prix received minor appearance changes. Those included a revised grille (based on the 1964 Bonneville/Catalina) with new "GP" logos and rear deck trim with new taillights, still hidden, again following

12672-417: The 421 HO with Tri-Power and 376 hp (280 kW). The 2+2 option changed from a trim package to an all-out performance car package for 1965 similar to Pontiac's intermediate-sized GTO. The base engine with the 2+2 was now the 338-horsepower 421 four-barrel with the 353 horsepower (263 kW) Tri-Power or 376-horsepower 421 HO with Tri-Power available as options. The 1966 full-sized Pontiacs received

12848-510: The 421 V8 was replaced by a new 428 cu in (7.0 L) V8 rated at 360 hp (270 kW) or an HO version with 376 hp (280 kW) - both with four-barrel carburetors. Both the 400 and 428 V8s were basically bored out versions of the older 389/421 block but with various internal improvements including bigger valves and improved breathing capabilities. New this year was a dual master-cylinder braking system and optional front disc brakes along with Rally II wheels. Also new for 1967

13024-511: The 8th digit of the VIN. The 2-barrel version was last offered in 1979. The 4-barrel version was available from 1978 to 1981 and the Turbo version was limited to the 1980 and 1981 model year, however, it was originally intended to be available for the 3rd generation Firebird before its cancellation by GM. The 301 Turbo was unique since it had a beefier block than the 1977–79 versions (which carried on in

13200-452: The A/C was $ 430 and padded dash was $ 19. Inside, a revised instrument panel featured a new horizontal sweep speedometer along with minor changes in trim patterns. The 1961 full-sized Pontiacs were completely restyled with more squared-off bodylines, the reintroduction of the split grille first seen in 1959 and dropped for 1960 and an all-new Torque-Box perimeter frame with side rails replacing

13376-565: The Catalina's success in the marketplace as well as to capture Chevy Impala owners "trading up" to cars from upscale GM divisions. Buick took its lowest-priced big car, the LeSabre , and lowered the base sticker price further by substituting a smaller 300 cu in (4.9 L) V8 engine and two-speed automatic transmission from its intermediate-sized cars in place of the 401 cu in (6.6 L) V8 and three-speed automatic used in other big Buicks. Oldsmobile went even further by creating

13552-620: The GM "B" body. New for 1971 was the Catalina Brougham series, which offered a more luxurious interior trim than the regular Catalina, available as a two-door hardtop, four-door hardtop and four-door pillared sedan. It was similar in concept to the Ventura series (1960-1961, 1966–1969) and the Ventura Custom trim option on the Catalina (1962-1965, 1970). It was dropped in 1973 after its sales failed to meet expectations. 1972

13728-492: The GP were optional on those models — however, all three cars with similar equipment were actually much closer in price than the base sticker prices suggest. The introduction of the Monte Carlo and Cutlass Supreme did, however, cut into the Grand Prix's dominance, and sales dropped 40%. A total of 65,750 Grand Prixs were made in 1970. Variations of the 1969 GP's central V-nose grille appeared on other 1970 Pontiacs including

13904-450: The GTO. "Strato" bucket seats and console were standard equipment with "Morrokide" vinyl or cloth upholstery, or a no-cost optional notchback bench seat with either trims. Other changes included a revised instrument panel and door panel trim. The 389 V8 was replaced by a new 400 cu in (6.6 L) V8 with four-barrel carburetor, dual exhausts and 350 hp (260 kW). Similarly,

14080-427: The Jetstar 88) bigger brakes. The 1965 full-sized Pontiacs were completely restyled with more flowing sheetmetal featuring " Coke-bottle " profiles and fastback rooflines on two-door hardtops. Wheelbases increased to 121 inches (3,100 mm) on all models. Pontiacs for the 1965 were now available with GM's new-for-1964 three-speed Turbo Hydramatic 400 transmission, often abbreviated as THM-400. This new unit replaced

14256-461: The L78 400 with a 4bbl Rochester Quadrajet. This 400 engine was relegated to only produce 185 hp (or less depending on application) for the remainder of its production. These blocks were cast from 1975 through 1977, and were last used in 1978 model year vehicles. The block had metal shaved from the inner journals, and was made with a reduced nickel content to reduce weight from the completed engine with

14432-628: The P-N-D-S-L-R setup of previous Hydramatics. A 1965 Grand Prix road test was featured in the February 1965 issue of Motor Trend magazine, which was focused on the entire Pontiac lineup receiving M/T "Car of the Year" honors for 1965. Other Pontiac road tests in that issue included a GTO convertible, Tempest Custom sedan, Catalina Vista hardtop sedan, and Bonneville hardtop coupe. The 1966 Grand Prix received only minor appearance revisions including

14608-474: The Pontiac Catalina two-door hardtop, Pontiac included unique interior trim with bucket seats and a center console in the front to make the new model a lower-priced entry in the growing personal-luxury segment. The Grand Prix was available with luxury features from the longer, top-line Bonneville coupe. The bucket seats were upholstered in " Morrokide " vinyl, while nylon loop-blend carpeting covered

14784-674: The Pontiac Straight-8 until later in the 1950s. The concept car Pontiac Strato-Streak was used to introduce the V8 and in later years the engine was installed in Pontiac products. In 1955, Pontiac engineers had noted the new engine's long development period, and that styling trends’ constraints upon engine size had been a primary consideration: “The new Pontiac engine is the culmination of nine years of design and development work. In 1946, it became evident that future styling requirements, coupled with prospects for improved fuels, necessitated

14960-468: The Pontiac V8 was also used in some GMC pick-up trucks including the 1958/59 336 cubic-inch versions of the 370CI and 389CI engines. Federal emissions standards and the drive towards "corporate" engines shared among all GM divisions led to the progressive demise of the Pontiac V8 through the late 1970s. The last "true" Pontiac V8s, a 265 and 301 cu in (4.3 and 4.9 L), ended production in early 1981. The 1955-up Pontiac V8 that finally reached

15136-568: The Pontiac V8 was replaced entirely by the GM "corporate" V8's from Chevrolet and Oldsmobile. Applications: The 421.19 cu in (6.9 L) was introduced in 1961 as a dealer-installed Super Duty option. Unlike previous enlargements of Pontiac V8s, it did not replace the 389. The first of the "big journal" Pontiac V8s, it had a bore and stroke of 4 + 3 ⁄ 32  in × 4 in (104.0 mm × 101.6 mm) and came with dual four-barrel carburetors. It featured 3 + 1 ⁄ 4  in (82.6 mm) main journals (which

15312-652: The Roto and Super Hydramatics respectively) or the split torque design where only 40% of the power went through the inefficient fluid couplings, which helped improve economy. The 389 and 421 cubic-inch V8s received a number of revisions including thinner wall block castings. The standard engine for Catalina models is the 389 two-barrel rated at 256 hp (191 kW) with base three-speed manual transmission and 8.6 to 1 compression or 290 hp (216 kW) with Turbo Hydramatic transmission and higher 10.5 to 1 compression. An economy regular-fuel 265 hp (198 kW) version of

15488-520: The THM350 (sometimes referred to as the CBC350 in various literature) non-lockup automatic transmission (THM350C lockup in 1981 Trans Ams), and 3.08 rear axle gearing. The 1980 301 Turbo was rated at 210 hp (157 kW) at 4400 rpm and 345 lb⋅ft (468 N⋅m) at 2800 rpm. The 1981 301 Turbo gained the electronic controls with an O 2 sensor, feedback ECM and E4ME Quadrajet providing

15664-606: The V8's bore was increased again to 4 + 1 ⁄ 16  in (103.2 mm), increasing displacement to 369.4 cu in (6.1 L). The engine was dubbed the TEMPEST V-8, a nickname it retained until the end of 1960. The fuel-injected engine became an option on any Pontiac model, carrying a staggering price tag of $ 500 (almost 15% of the car's base price). It was rated at 310 hp (231 kW) at 4800 rpm and 400 lb⋅ft (542 N⋅m) at 3,000 rpm on 10.5:1 compression. Only about 400 were produced before

15840-557: The accessories). This system gave a more realistic measure of power. The base 400 cu in (6.6 L) four-barrel engine was rated now at 255 hp (190 kW) and the 455 cu in (7.5 L) in SJ models were 260 hp (190 kW) (net). The 455 SJ model had a $ 195 option that included Rally gauges, body-colored mirrors, SJ badging, and a no-maintenance AC Delco battery. A corporate-wide labor strike in mid-September 1970 halted all GM production for 67 days. This delayed

16016-435: The car for use as a portable with battery power, and the upgraded trim package as a two-door or four door hardtop called the Pontiac Ventura . Also new for 1960 were the optional "Al-Fin" eight lug-nut aluminum wheels with integral brake drums that not only enhanced the car's looks but also provided improved stopping power. Another popular option for performance enthusiasts was the "Safe-T-Track" limited slip differential . In

16192-415: The center console standard with bucket seats, along with a new steering wheel with horn bars replacing the horn ring used in previous years. The standard bucket seats could be upholstered either in expanded "Morrokide" vinyl or new cloth-and-"Morrokide" trim. New for 1965 was a no-cost bench seat option with a center armrest available with either upholstery choice. The Grand Prix retained the market position as

16368-491: The design of the other big 1964 Pontiacs. Revised upholstery trims highlighted the interior, still featuring expanded "Morrokide" vinyl bucket seats and console as standard equipment. Engine offerings were mostly unchanged from 1963 except that the standard 303 hp (226 kW) 389 four-barrel V8 gained 3 hp (2.2 kW), with the extra-cost Hydramatic transmission. The standard three-speed manual and optional Hydramatic transmissions were unchanged from 1963, however,

16544-431: The driver along with two round pods for a speedometer and the other for warning lights, fuel gauge or optional gauges and electric clock. Interior trims were available in cloth and Morrokide vinyl or expanded Morrokide depending on model. Standard engine in Catalina sedans and coupes was a 255-horsepower "350" (actually 355 cid) V8 with two-barrel carburetor. Catalina Brougham models and Safari wagons came standard with

16720-455: The driver. Enhancing the interior's sporty look, the "Strato" bucket seats were separated by a console integrated into the instrument panel that slanted toward the driver, which included a floor shifter, storage compartment, and ashtray. A leather trim option which also replaced nylon loop rug with cut-pile carpeting was finally offered in addition to the "Morrokide" vinyl and cloth and "Morrokide" upholstery offerings. Innovations in 1969 included

16896-431: The edge of the water pump pulley) of 28.25 in (718 mm), an overall width of 27 in (690 mm), and a height (not including air cleaner ) of 31 in (790 mm). Dry weight ranged from 590 to 650 pounds (270 to 290 kg), depending on displacement and year. Most Pontiac engines were painted light blue. The 1958 370" engine and the 1959–60 389 version was named the "Tempest" V-8 and changed in 61 to

17072-520: The engine lower half and block casting were not simply divided down the middle. In 1963 Pontiac dropped the Buick division built 215 cu. in. aluminum V8 it had offered in the Tempest and replaced it with a small-bore version of the standard 389 cu in (6.4 L) Pontiac V8. It shared the 389's 3 + 3 ⁄ 4  in (95.3 mm) stroke, but its bore was 3.78 in (96.0 mm) for

17248-439: The eventual introduction of a more compact, more rigid engine, and an engineering program was initiated with those goals in mind.” By 1949 work on a 287 cu in (4.7 L) OHV V8 had begun, but moved along slowly. When Robert Critchfield took over as general manager in 1952, he launched an ambitious plan to move Pontiac into the upscale, mid-range market occupied by Oldsmobile , and that demanded V8 power. A new engine

17424-565: The fact that the four-door sedan was the best seller in this line. The Catalina, though it was the lowest-priced full-sized Pontiac, was priced and trimmed below the Chevrolet Impala due to GM's overlapping price structure formula only a step below the Buick LeSabre and Oldsmobile 88 in trim and appointments but priced about $ 100 to $ 200 less. Catalinas also came standard with more amenities than Chevrolet models and included

17600-411: The fenders. This not only improved the appearance of the car but led to improvements in ride and handling - spawning the term "wide track" ride and handling which Pontiac would use in its promotional efforts for many years to come. All Pontiacs were powered by various renditions of the new 389 cubic-inch Tempest V8 (which was later renamed from 1961 as the Trophy V-8 ), which was basically a version of

17776-474: The final year for the B-bodied, full-sized Grand Prix. The 1969 GP would feature a new body using a chassis based on the shorter Pontiac A-body intermediates. For the 1969 model year, Pontiac's general manager John Z. DeLorean ordered the development of an all-new Grand Prix. It featured new bodywork with a pronounced grille, and rode on a stretched version of the intermediate GM A platform and introduced as

17952-406: The first time in 1971. As in previous years, variable ratio power steering and Turbo Hydramatic transmission were extra-cost options but became standard equipment midway through the 1971 model run. Also available on early 1971 Catalinas with the 350 engine was a two-speed automatic transmission in addition to the standard column-shift three-speed manual. Pontiac Grand Prix The Grand Prix

18128-728: The first-place Chevrolet Impala and second-place Ford Galaxie 500 . The Catalina's success in the low-medium priced field led many competitors to respond with similar products such as the 1961 Chrysler Newport , a less-expensive Chrysler that was priced lower than base models bearing the Chrysler nameplate in recent previous years; and the 1962 Dodge Custom 880 and 1963 Mercury Monterey , both of which were introduced as full-fledged low-medium priced full-sized cars in size and power that followed unsuccessful efforts by Mercury and Dodge to bring out downsized full-sized cars. In 1964, even Pontiac's mid-priced rivals within General Motors responded to

18304-631: The floor and lower door panels. It was also installed with a center console with a transmission shifter, tachometer, four-barrel carburetor, dual exhausts, and "acceleration" rear axle ratio (3.42:1). It used the Catalina coupe platform with minimal outside chrome trim, and included the 303 hp (226 kW) "Trophy" version of 389 cu in (6.4 L) V8 engine with a three-speed manual transmission or optional console-mounted four-speed manual or Hydra-Matic automatic. The Grand Prix featured distinctive grille and taillights. It effectively replaced

18480-429: The four-speed manual with Hurst shifter was dropped from the option list. All full-sized Pontiacs, including Catalinas, received a new Grand Prix-like V-nose grille for 1970 along with 'horns ports' on a facelifted front end and new taillights mounted in the rear bumper. Catalina sedans and coupes now came standard with a smaller 255-horsepower 350 cubic-inch Pontiac V8 as standard equipment with optional engines including

18656-434: The fuel injection system was quietly dropped. For 1959 the V8's stroke was increased to 3 + 3 ⁄ 4  in (95.3 mm), raising displacement to 389 cu in (6.4 L). This was the beginning of factory supplied performance items such as 4 bolt main bearings and windage trays to reduce friction from crankcase oil . The 389 would remain the standard Pontiac V8 engine through 1966, offered in

18832-545: The full-sized cars and intermediate Tempest/Le Mans series. The 1970 Ford Thunderbird styling change was reportedly ordered by Ford Motor president Semon Knudsen , who moved from GM to Ford in 1968 after a long career at GM which included the position of general manager for the Pontiac Motor Division from 1956 until 1961, and was responsible for adding the Grand Prix to the 1962 Pontiac line. A new integrated bumper/grille and larger single headlights replacing

19008-447: The glovebox door that could be opened for use at drive-in restaurants) were standard, heater-defroster and a choice of cloth and Morrokide vinyl upholstery or expanded Morrokide (all-vinyl trim) optional. Pontiac buyers could add even more trimmings for a few dollars more by ordering the "decor group" which added full wheel covers, deluxe steering wheel, chrome pedal trim plates and more. Also offered from 1962 to 1970 on most Catalina models

19184-483: The goal of making the engine lighter, which would in turn reduce the overall weight of the vehicle, alleviating the emissions it produced. These blocks were denoted with casting numbers starting with 500, such as the "500557" blocks found in 1975-78 Firebirds. Pontiac did re-introduce the older, more durable block but the 400 no longer could meet the tightening emissions requirements, and block casting ceased in 1977. These stronger cast blocks were assembled and stockpiled for

19360-431: The highway. Optionally available at extra cost were higher-power versions of the 389 V8 with four-barrel carburetion rated at 283 horsepower (211 kW) with manual gearbox or 303 hp with Hydramatic, a 4-barrel carburetor version with a horsepower rating of 318 hp, or "Tri-Power" options with triple two-barrel carburetors and 330 hp or 345 hp (257 kW). For 1960, Catalina and other Pontiacs received

19536-496: The instrument panel or a key switch on the rear quarter panel, the tailgate slid into a recess under the cargo floor while the electric window slid upward into the rear roof section. Pontiac boasted the new system made it easier to load and unload the wagon in tight spaces, but the "Glide-Away" tailgate was prone to electrical and mechanical problems, and water and air leakage problems, as the cars aged. Another trouble-prone feature Pontiacs shared with all GM B- and C-body cars for 1971

19712-572: The intermediate personal luxury car battle—the Ford Elite in 1974 and Chrysler Cordoba in 1975. Vertical grille inserts replaced the horizontal bars of the 1969, movement of "Grand Prix" nameplates from the lower cowls to the rear C-pillars and the vertical chromed louvers from the C-pillars down to the lower cowls, highlighted the 1970 Grand Prix. The optional 428 cu in (7.0 L) V8 rated at 370 and 390 hp (290 kW) in 1969

19888-439: The large wraparound bubble windshield and thin c-pillar and large rear window; four-door hardtops featured flat-blade rooflines with an overhang past the rear window. Wheelbases were 122" for Catalina and 124" for Star Chief and Bonneville inches, but overall length on Catalina was 7" shorter than Bonneville and Star Chief at 213.7 inches (5,430 mm). The 1959 Pontiacs featured a "split grille", which came about by accident when

20064-505: The larger 421 cu in (6.9 L) rated at 338 horsepower (252 kW) with four-barrel carburetor, 353 hp (263 kW) with Tri-Power, or a 370 hp (280 kW) "HO" with Tri-Power . The 405 hp (302 kW) Super Duty 421 was still offered to racing teams during the early portion of the model year but discontinued after General Motors ordered Pontiac (and Chevrolet) to "cease and desist" from factory-supported racing efforts in February 1963. New options for 1963 included

20240-463: The larger 421ci "big bore" engine). Standard engines are two-barrel units rated at 215 hp (160 kW) with the three-speed manual transmission or 267 hp (199 kW) with the optional Hydramatic, with a 230 hp (170 kW) regular-fuel-capable "economy" V8 offered as a no-cost option with the Hydramatic. Offered as extra-cost options were more powerful versions of the 389 including

20416-424: The late 1970s and early 1980s before Pontiac adopted universal GM engines). The crankshaft stroke and main journal size changed among the years with the more popular 389CI and 400CI having a 3.00" diameter main journal and the 421/428/455 sharing a larger 3.25" diameter main journal. The V8 was phased out in 1981, replaced by GM "corporate engines" such as the Chevrolet 305 cu in small block V8. Pontiac began as

20592-462: The legendary Smokey Yunick reputedly left Pontiac's engineering department over). The 421 SD became factory installed in 1962 and in 1963 a street version became available from the factory with a dual four-barrel or three two-barrel Tri-Power carburetion. Modified versions of this engine were extensively used in NASCAR stock car racing and drag racing competition. The premier SD 421 cylinder head

20768-544: The most expensive model, offering all equipment offered on the Bonneville hardtop coupe as standard equipment, and had a listed retail price of $ 3,426 ($ 33,124 in 2023 dollars ). New options included an automatic air conditioning system called " Comfort Control ". This system, first introduced by Cadillac in 1964, was available in addition to the regular Circ-L-Aire Conditioning. Hazard flashers and seat belts were also optional. Engine offerings were revised for 1965. The standard four-barrel 389 cu in (6.4 L) V8

20944-404: The new Firebird ponycar, which was introduced for 1967. Safety came to the fore in 1967, and the Catalina featured all the new US Government-mandated safety equipment including an energy-absorbing steering column, safety steering wheel, dual-circuit hydraulic brake system, and soft interior parts. For 1968, Catalinas and other full-sized Pontiacs received a minor facelifting of the '67 body with

21120-625: The new federally mandated 5 mph (8 km/h) front bumper. The rear featured a revised boattail-like trim with square-taillights above the bumper. A new instrument panel continued the wraparound cockpit theme of previous models with new African Crossfire Mahogany facing on the dashboard, console, and door panels, which was genuine wood in contrast with the simulated woodgrain material found in most car interiors during that time. The Strato bucket seats were completely new with higher seatbacks and integrated headrests in "Morrokide" or cloth trims, and optional recliners and adjustable lumbar support, with

21296-428: The non-turbo versions in 1980 and 1981), a very mild camshaft with 0.35 in (8.9 mm) lift and 250 degrees gross duration, a 60 psi (4.1 bar) oil pump to ensure adequate oil to the oil-cooled Garrett TBO-305 Turbocharger, a rolled fillet crankshaft, a fully baffled oil pan, and a specific 800  cu ft/min (23 m /min) Quadrajet carburetor. This had extra-rich "DX" secondary metering rods and

21472-604: The older three-speed, four-range Roto-Hydramtic in the Catalina, as well as the four-speed Super-Hydramatic that was equipped in other Pontiacs. The THM-400 is torque converter based, similar in design to the Chrysler Torqueflite and Ford Cruise-O-Matic transmissions. Despite the Turbo Hydramatic 400 still bearing the "Hydramatic" name, it shared no design components with either of the older fluid-coupling based Roto or Super-Hydramatics. This new transmission

21648-495: The only hardtop for the Star Chief was the four door hardtop and expanding the Bonneville nameplate to a senior series that included sedans , coupes , convertibles and Safari station wagons . In the lower-priced Catalina line, Pontiac division advertising placed higher emphasis on the top trimmed two- and four-door hardtops, convertible and Safari station wagons instead of the pillared two- and four-door sedan variants despite

21824-436: The optional four-barrel 455 cu in (7.5 L) V8 rated at 325 hp (242 kW). Both engines received substantially lower compression ratios (8.4:1 for 1971 compared to 10.25:1 in 1970) as part of a GM-corporate requirement for engines to use lower-octane regular leaded, low lead or unleaded gasoline beginning with the 1971 model year. Transmission offerings initially were carried over from previous years, including

22000-557: The optional three-speed Turbo Hydramatic. Also offered for 1970, but seldom ordered, was a two-speed automatic transmission, Turbo Hydramatic 300 that was available with the 350 V8. The 1965–70 GM B platform is the fourth best selling automobile platform in history after the Volkswagen Beetle , Ford Model T , and the Lada Riva . For 1971, Catalina and other full-sized Pontiacs were completely redesigned and restyled from

22176-411: The previous 370 cubic-inch V8 with stroke increased to 3.75 inches (the 370ci was used in 1958-model Pontiacs and based on the Pontiac V8 design introduced in 1955). Catalinas came standard with a 235 horsepower (175 kW) version of the 389 with two-barrel carburetor and 8.6 to 1 compression mated to the three-speed manual transmission . When the optional four-speed Hydramatic transmission was ordered,

22352-438: The previous disappearing rear side glass. This year's Grand Prix switched from pillarless hardtop design to a pillared "Colonnade" hardtop with frameless door glass as did all GM intermediates in response to proposed federal safety standards regarding roll-over protection. The front and rear styling of the 1973 Grand Prix was an evolution of the 1971 and 1972 models with a vertical-bar V-nose grille and single headlamps along with

22528-523: The previous dual-quad set-up). Power ratings increased: (with manual transmission) (with Hydramatic ) Several dealer-installed camshafts were optional to increase power further to 317 hp (236 kW). which was seen on the hood of the 1957 Daytona Grand National winning car driven by Cotton Owens. Standard only for the Pontiac Bonneville was Pontiac's first-ever fuel injection system. A mechanical system built by Rochester , it

22704-439: The previous year. New was a split grille with vertically stacked headlights and round parking lights as well as "hidden" taillights. Aside from grille work, taillight covering, and bumpers, chrome trim was limited to lower rocker panels, wheel arches, and roofline. The Grand Prix continued with luxurious interiors featuring real walnut trim on the instrument panel and bucket seats upholstered in "Morrokide" vinyl. The center console

22880-404: The previously standard 400 two-barrel rated at 265 and 290 horsepower (still standard on convertibles and Safari wagons), a 330-horsepower 400 four-barrel and a two versions of the new 455 cubic-inch V8 rated at 360 horsepower (270 kW) or 370 horses with the "HO" option. As in past years, a three-speed manual transmission with column shift was standard equipment, but most cars were equipped with

23056-467: The production of the third generation Grand Prix by one year in 1973. Production numbers for 1971 were lower than in 1970 with only 58,325 units. Minor styling revisions included a new cross-hatch grille up front and triple cluster taillights in the back. Inside, the burled-elm trim was replaced by a new teakwood design, and upholstery trim patterns for vinyl and cloth selections were revised for both bucket and bench seat offerings. Engine offerings remained

23232-470: The public was an overhead valve engine with cast iron cylinder heads and block and wedge-shaped combustion chambers . An innovative design feature was mounting the rocker arms on ball pivots on studs set into the cylinder head, rather than using a separate rocker shaft. Along with being cheaper to build, this allowed more consistent valve action with less weight than a conventional shaft. All Pontiac V8s from 1955 to 1959 were reverse cooled, known as

23408-503: The quad lights of 1969-70 models marked the introduction of the 1971 Grand Prix along with a new slanted boattail-style rear with taillights built into the bumper. Interior revisions amounted to new trim patterns for cloth and vinyl upholstery patterns for both the bench and bucket seats, but the leather interior option was discontinued. Engine choices included the standard 400 cu in (6.6 L) V8 with four-barrel carburetor and dual exhausts, rated at 300 hp (220 kW); and

23584-416: The same as before with the major change being the change in power measurements from the previous gross method on a dynamometer to the new net ratings as installed in a vehicle with accessories and emission equipment which made the horsepower ratings of 1972 models lower than their 1971 counterparts though actual performance did not change much between the two years. Under the net horsepower measurement system,

23760-450: The same to 210 in (5,300 mm) and width dropping nearly two inches to 78.2 from 80 in (2,032.0 mm) 1960. The front and rear track of the 1961-62 Pontiac was reduced to 62.5 in (1,590 mm) front and rear. The 1961 Pontiac was advertised as "all Pontiac...on a new wide track." All engines were again 389 cu in (6.4 L) V8s as in previous years, now called "Trophy" engines. rather than "Tempest" (including

23936-444: The semi-fastback rooflines shared with other GM divisions, Grand Prixs retained the exclusive squared-off roofline with concave rear window but a bit more rounded than the 1963 and 1964 version. This generation also introduced fender skirts over the rear wheels for an upscale look, shared with Cadillac, Buick and Oldsmobile senior models. Interiors were revised with new instrument panels featuring more walnut trim which now extended to

24112-461: The six-window styling dropped on pillared sedans and wider C-pillars with flat rear windows on four-door hardtops. A revised version of the 1959-60 "bubbletop" roof was used on two-door hardtops. Wrap-around windshields were dropped in favor of flatter glasswork for improved entry and exit to the front seat. The new body is somewhat smaller and lighter than the 1960 model with the wheelbase down three inches (76 mm) to 119, overall length reduced by

24288-407: The split grille, but retained the same dimensions and basic bodyshell of 1961-62 models except for the rear flanks of the new coke bottle styling and due to this styling the rear track was extended to the 59 and 60 Pontiac's 64" wide track. Engine offerings were revised as the 333 hp (248 kW) and 348 hp (260 kW) versions of the 389 V8 were dropped in favor of "production" versions of

24464-413: The standard 400 cu in (6.6 L) V8 with four-barrel carburetor was rated at 250 hp (190 kW) while the optional 455 cu in (7.5 L) with four-barrel carb was rated at 300 hp (220 kW). At mid-year, Pontiac released a radial tire option for the Grand Prix, which increased the wheel diameter from the standard 14 in (36 cm) to 15 in (38 cm). This

24640-413: The standard engine in full-sized Pontiacs, got 1.96 in (49.8 mm) intake and 1.66 in (42.2 mm) exhaust valves and pressed in rocker arm studs. In 1975, to assist in meeting CAFE emissions standards, Pontiac drastically modified the structure and metallurgy of the 400 blocks being produced. The 2bbl option was no longer available, and the sole 400 available for all model lines became

24816-499: The standard engine was 280 horsepower (210 kW) version of the same engine with higher 10.5 to 1 compression ratio. Available as a no-cost option with the Hydramatic transmission was the 215-horsepower 389 (dubbed the Economy V8) with 8.6 to 1 compression ratio which burned cheaper regular gasoline, instead of the premium and super-premium fuels required for the high-compression engines, and capable of achieving more than 20 MPG on

24992-411: The standard three-speed manual, or optional four-speed stick or Turbo Hydra-Matic. However, at mid-year, Turbo Hydra-Matic automatic became standard equipment and the manual shifters were dropped. Variable-ratio power steering was made standard equipment as well. New power ratings were put into effect, requiring manufacturers to post net horsepower with all accessories installed (vs. gross rating without

25168-402: The styling studio was exploring grille design. Experimentally, a design for a conventional, full width, oval grille, containing horizontal quad headlights, was cut in two and the halves transposed. With the lights remaining at the extremities, this gave the split center, open ended look of the '59 Catalina. Along with the wider body came a 5" wider chassis in which the wheels were moved out towards

25344-450: The suspension department the front track was increased from the 59's 63 + 7 ⁄ 8  in (1,620 mm) to 64 in (1,600 mm). In the engine compartment the so-called "gusher type" cooling system (with cooling liquid entering the engine over the exhaust valves, reverse of what is more normally done) was replaced by the so-called "Equa-flow" type (with conventional V-8 cooling configuration). Turn signals were standard, while

25520-500: The top-grade convertible appointments. The advantage this fixed-roof design offered is its sporty, airy feeling without the expense and drawbacks normally associated with convertibles. With the exception of the 1958 Bonneville , all Pontiac hardtops were designated "Catalinas" from 1950 to 1958. Powered by a flathead straight-eight engine at the time of its debut, it would receive Pontiac's new OHV 287 cu in (4.7 L) Pontiac V8 four years later. A one-piece windshield

25696-460: The wheels up with long hood/short deck proportions and fuselage styling somewhat similar to Chrysler Corporation's 1969 full-sized cars, along with a double shell roof for improved roll-over protection and flush pull-up exterior door handles - the latter two features first seen on the 1970 + 1 ⁄ 2 Firebird . Catalina and Catalina Brougham sedans and coupes rode on a 123.5 in (3,137 mm) wheelbase while Bonneville and Grand Ville used

25872-409: Was $ 3,490 ($ 35,153 in 2023 dollars ) and was the most expensive model when it was introduced. The standard engine was the Bonneville's 303 hp (226 kW) 389 cu in (6.4 L) V8, which came with four-barrel carburetor and dual exhausts. Tri-Power carburation (with three two-barrels) raised output to 318 hp (237 kW). Two other high-performance 389s were offered, including

26048-445: Was a $ 291 ($ 2,859 in 2023 dollars ) trim option only with the same standard engine as the base Catalina which was listed at $ 2,869 ($ 28,185 in 2023 dollars ). It was only until 1965 that the 421 engine became the standard engine on the 2+2. Throughout most of the 1960s when Pontiac annually captured third place in industry sales, behind Chevrolet and Ford, the Catalina was also often the industry's third best-selling full-sized car behind

26224-408: Was a 45-degree inclined 194.43 cu in (3.2 L) inline-4 created from the right bank of the 389 for the debut of the Tempest . With an identical bore and stroke of 4 + 1 ⁄ 16  in (103.2 mm) and 3 + 3 ⁄ 4  in (95.3 mm) it was precisely half the displacement of the 389 and shared numerous parts with the V8, yet weighed considerably more than half as

26400-665: Was a direct competitor to the Thunderbird, decided to further capitalize on strong sales of its intermediate Cutlass line by introducing a new Cutlass Supreme coupe with a formal roofline similar to the GPs but on the standard 112 in (2,800 mm) wheelbase used for two-door A-body intermediates and the same lower sheet metal used on other Cutlass models. Both the Monte Carlo and Cutlass Supreme were also much lower in price, primarily due to smaller 350 cu in (5.7 L) standard engines for both, and that many items standard on

26576-409: Was a large, but welcome, departure from the older transmissions, which were not as durable, smooth or fast as the new unit. The THM-400 also changed the shift pattern from the "P-N-D-S-L-R" to the safer and ultimately more modern "P-R-N-D-S-L." Although this transmission was new for 1964, it did lack some of the functionality of the older transmissions, like the low first gear ratios (3.50:1 or 3.97:1 for

26752-531: Was a new option this year (pioneered by Cadillac in 1966) and front disc brakes were now automatically included when the power brake option was ordered. Engine offerings consisted of a standard 290-horsepower 400 two-barrel (or no-cost optional regular-fuel 265-horsepower 400 with Turbo Hydramatic transmission), 330-horsepower 400 four-barrel, 370-horsepower 428 four-barrel or the 428 HO rated at 390 horses. The standard three-speed manual transmission and optional three-speed Turbo Hydramatic were continued as before, but

26928-453: Was a new power ventilation system. The system, also shared with the Vega , used the heater fan to draw air into the car from the cowl intake at the base of the windshield, and force it out through vents in the trunk lid or tailgate. In theory, passengers could enjoy fresh air even when the car was moving slowly or stopped, as in heavy traffic. In practice, however, it didn't work. Within weeks of

27104-581: Was a trademark of pearlitic malleable iron developed by GM's Saginaw Metal Casting Operations around 1936, which was referred to as "locking ball" cast-iron, as opposed to the "flaking" type found in other engines. In 1967, Pontiac moved on to a technologically simpler nodular cast iron (invented in late 1940s) crankshaft, which they used until 1975. In 1967 the 421 was enlarged to 426.61 cu in (7.0 L) by increasing its bore to 4.12 in (104.6 mm). Both Chevy and Ford had 427 cu in performance engines, so Pontiac simply referred to its 427 as

27280-448: Was a two-barrel unit rated at 265 horsepower (198 kW) with three-speed manual transmission or 290 horsepower (220 kW) with Turbo Hydramatic. The 265 horsepower (198 kW) engine was available as a no-cost option with the Turbo Hydramatic and differed from the standard 290 horsepower (220 kW) unit by using regular gas as opposed to premium fuel. Optional engines included a four-barrel 400 rated at 325 horsepower (242 kW),

27456-542: Was also the Catalina convertible's final year. The Catalina Safari wagon became simply the Pontiac Safari for 1971 (though it continued to share interior and exterior trimmings with Catalina sedans and coupes) while the more luxurious Executive and Bonneville wagons were replaced by the new Grand Safari wagon. While the Grand Safari shared its grille design with the new Grand Ville series, its interior trim

27632-416: Was an energy-absorbing collapsible steering column. Plus, Pontiac added an 8-track Stereo tape player. The 1968 Grand Prix received a more pronounced "beak-nose" grille in shock-absorbent plastic and a new front bumper. The concealed headlights were carried over, and a revised rear deck/bumper with L-shaped taillights and side reflector markers to meet a new federal safety mandate were new. The convertible

27808-422: Was built specifically for NASCAR competition, and soon offered as an optional engine in the following forms: (with manual transmission ) (with Hydramatic automatic ) For 1957 the V8's stroke was increased to 3.5625 in (90.49 mm), for a displacement of 347 cu in (5.7 L). For the first time, Pontiac offered Tri-Power , three two-barrel carburetors with a sequential linkage (replacing

27984-537: Was discontinued, leaving only the hardtop coupe for 1968. The standard 350 hp (260 kW) 400 cu in (6.6 L) V8 was revised to meet the new 1968 Federal and California emission regulations. Both optional 428 cu in (7.0 L) V8s received higher power ratings of 375 hp (280 kW) for the base version and 390 hp (290 kW) the HO. The interior trim only received minor changes from 1967 aside from revised door panels. This would be

28160-407: Was equipped with the 400 cu in (6.6 L)'s large valve heads (# 48's) and the 400 HO camshaft and rated at 330 hp (246 kW). In 1974 it was used in the GTO and was rated at 200 hp (149 kW) ( net ). Applications: In 1969, Pontiac unveiled its Trans Am model Firebird, and since racing rules required engines of less than 5 L (305.1 cu in), Pontiac unveiled

28336-528: Was fast-tracked, its relatively late start allowing it to take advantage of developments proven in the Oldsmobile V8 and Cadillac V8 . As a result, it was remarkably free of teething problems. During 1951–1952, Pontiac had 23 287 cu in (4.7 L) V8-equipped 1953 model production prototypes running tests on the GM proving grounds. Pontiac planned to produce the 1953 models with the V8, but Buick and Oldsmobile appealed to GM management and earned

28512-476: Was identical to the optional vinyl interior offered on the Bonneville series. Pontiac now grouped its full-sized wagons as a separate series from their sedan counterparts, as did Chevrolet (Brookwood, Townsman, Kingswood, Kingswood Estate), Oldsmobile (Custom Cruiser), and Buick (Estate Wagon). As did all GM B-Body wagons, the Safari and Grand Safari received GM's new clamshell tailgate. Operated by switches on

28688-472: Was implemented as further development of a cost-effective, more fuel efficient V8 derivative of the 301 V8 for the CAFE requirements. It featured a smaller bore of 3 + 3 ⁄ 4  in (95.3 mm) coupled with the same 3 in (76.2 mm) stroke of the 301 (same bore and stroke used by Chevrolet when the first small block motor was introduced in 1955). It produced 120 hp (89 kW) After 1981,

28864-482: Was new for 1954. A padded safety dash became available in 1956. The names " Catalina " and " Bel Air " are upscale communities in Southern California , United States. For 1959, Pontiac dropped the name "Chieftain" and "Super Chief" models for its junior-level series and renamed it "Catalina", while demoting the former top-line Star Chief to intermediate status eliminating the two door Star Chief Catalina,

29040-453: Was now built into the instrument panel and featured an intake manifold pressure vacuum gauge along with a dash-mounted tachometer for cars with manual transmission. Pedals received revised custom trim plates. Options included power steering, brakes, windows, and driver's seat; air conditioning, eight-lug aluminum wheels with integrated brake drums, and Safe-T-Track differential. New options for this year included an AM/FM radio, cruise control, and

29216-417: Was rated 180 hp (134 kW) at 4600 rpm and 264 lb⋅ft (358 N⋅m) at 2400 rpm with a two-barrel carburetor , 200 hp (149 kW) at 4600 rpm and 278 lb⋅ft (377 N⋅m) at 2800 rpm with the four-barrel carburetor. For 1956 the V8 was bored out to 3.9375 in (100.01 mm), increasing displacement to 316.6 cu in (5.2 L). A factory 285HP version

29392-644: Was reduced to 3.72 in (94.5 mm), giving a true 326.06 cu in (5.3 L). The 326 subsequently became the optional V8 engine for Tempests, and later the Pontiac Firebird , through 1967 and maintained the 17 degree cylinder head valve angle for its entire production run. A higher-output four-barrel carburetor version was offered, called the 326 HO (High Output). With higher compression and dual exhaust it produced 280 hp (209 kW) for 1963–1964, and 285 hp (213 kW) for 1965 through 1967, its final year. For 1967, Pontiac retired

29568-421: Was replaced by a new 370 hp (280 kW) 455 cu in (7.5 L) with 500 lb⋅ft (680 N⋅m) of torque at 3,100 rpm. The base 350 hp 400 cu in (6.6 L) engine was still standard, but a low-compression 400 CID engine was available with a two-barrel carburetor. An automatic transmission was offered as a no cost option. Interior trim also received minor revisions, and

29744-424: Was shared by all GM divisions from Chevrolet to Cadillac, replacing the previous A-body utilized for Pontiacs and Chevrolets that was used only for 1958. Twin tailfins, two on each side, were new and only in 1959. Styling highlights include thin-pillar rooflines and greater use of glass for increased visibility. Pillared four-door sedans feature six-window styling, while two-door hardtops were dubbed "bubbletops" due to

29920-523: Was similar in principle, but not identical, to a contemporary system offered as an option on the Chevrolet Corvette. Pontiac did not release official power ratings for this engine, saying only that it had more than 300 hp (224 kW). Contemporary road tests suggest that it was actually somewhat inferior to the Tri-Power engines, although it did have better fuel economy . Only 630 Bonnevilles were produced for 1957, all of them fuel-injected. For 1958

30096-422: Was the Ventura custom interior (which was a separate model from 1960 to 1961), which included the interior and exterior upgrades offered with the extra-cost decor group option plus a slightly more luxurious interior of cloth or Morrokide trims similar to the costlier Pontiac Star Chief or Executive depending on the year. Catalinas and other 1959 Pontiacs were completely restyled on a new General Motors B-body that

30272-476: Was the engine installed in the Pontiac Executive line of large cars and its largest station wagon, the Pontiac Safari . In 1967, the cylinder head design was improved for the 400 4-barrel engine. The valve angle was reduced from 20 degrees to 14 degrees for better breathing. 1967 was the last year for closed-chambered heads. The "670" head was a 1967-only casting , and the only PMD head to have

30448-404: Was the first time that Pontiac offered a radial tire option for the entire model year. In 1968, Pontiac announced a radial tire option for the GTO that was quickly discontinued due to production problems. Also at mid-year, a new "Fasten Seat Belts" light with buzzer was added per Federal safety regulation. This light was located in the speedometer pod and the speedometer was changed from displaying

30624-429: Was the late 1962-early 1963 casting #9771980 aka "980", featuring a larger 185 cc (11.3 cu in) intake port volume, flowing 230 cu ft/min (6.5 m /min) at 28 in (711 mm). The 421 also marked the end of the option for a forged-steel crankshaft. The Armasteel cast crankshaft was the standard hardened cast-iron crankshaft used throughout the entire Pontiac V-8 line until 1967. "Armasteel"

30800-421: Was unheard of at the time. The 287 was an "oversquare" engine with a bore and stroke of 3 + 3 ⁄ 4  in ×  3 + 1 ⁄ 4  in (95.3 mm × 82.6 mm), for a total displacement of 287.2 cu in (4.7 L). Compression ratio was a modest 8.00:1, with valve diameters of 1.781 in (45.2 mm) (intake) and 1 + 1 ⁄ 2  in (38 mm) (exhaust). It

30976-433: Was uprated to 333 hp (248 kW) with a manual transmission or 325 hp (242 kW) with automatic. Optional engines included a 389 Tri-Power and 421 four-barrel — both rated at 338 hp (252 kW); a 421 Tri-Power rated at 350 hp (260 kW) and the 421 HO Tri-Power with 376 hp (280 kW). The standard three-speed and optional four-speed manual transmissions were carried over from 1964, however,

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