Breakdown of the 25 Best Muscle Cars to Own (Part 4c – General Motors – Pontiac)

 

Pontiac Division:

Grand Prix and Catalinna

The Grand Prix is uptown equipped while a Catalina has similar lines but sparser; they are both essentially the same car as the coveted, high performance GTO. Either of these less sought after Pontiac models can be equipped with the same power train as the more compelling sibling, the GTO, but with a much lower initial cost price. Almost every example of either model will have a three speed automatic as an option or a three speed standard, while for most model years, the Grand Prix had a four speed transmission as an added offer on the original dealer’s option sheet. Both cars can have the mechanical components of the GTO, giving the same performance potential or even higher, with modifications, than a factory equipped GTO. Parts swap between models, from any part of the drive chain is common place for any related GMC vehicle and can often be performed without modification, by anyone with a desire to complete the chore. The Catalina was in production from 1950 until 1980, while the Grand Prix is first seen in 1962 and retired in 2008, as GMC prepares to phase-out the Pontiac Division at the end of 2010. The Pontiac had been a very common and respected brand since first created by GMC in 1926. Related vehicles to consider, in a similar price range, could also include the Pontiac’s Tempest, LeMans, Ventura (compact ’74 only), Parisienne and Bonneville models.

© Antonsokolov | Dreamstime.com – Pontiac Grand Prix 1978 Photo

I located a large selection of restored or well-maintained Grand Prix from 1964 to 1981 for sale with a half hour internet search; most commonly, from $10,000.00 to the mid-twenties. The highest asking price I saw was $150,000.00, but there are many listed for sale and looking good for under $10,000.00, also a number of possibilities under $5,000.00-down to a low of $900.00, but if it fits the criteria, may be a job worth doing. The low end prices are obviously going to need lots of work, but if the frame is straight with a body free of extensive rust penetration, it could be a good candidate for a project car. A new Interior can be reproduced by a local shop if not available as an aftermarket package. A competent upholsterer will refurbish an interior as close to original appearing as you require or can afford. The seats and other convenience, safety or comfort accessories are often interchangeable with a comparable year or generation. A full range of interior coverings including door panels could be interchangeable; with a few careful measurements would tell you if you could substitute a plain dashboard with a more uptown unit including the gauges and other assemblies. The mechanical parts that will fit these cars are normally easy to locate, often locally, while exterior body panels, trim strips and other details becoming increasingly available from aftermarket sources as time passes. Good “body workers” are innovative and can repair and replace almost anything to look like new, but major work like this is time consuming and very pricey; if the job is extensive, it may be unfeasible. Using the internet a body restorer can locate any original pieces that may be available from a vast network of wrecking yards in this country and beyond..

See GTO

Pontiac GTO

How could we put the iconic GTO on this list of alternatives and affordable options? The answer must begin with a story and this will not be a long one.

Pontiac Division relies heavily on a high performance image in all their advertising campaigns. Backing Pontiac race teams works well to get the word out and selling fast cars to mobile people in a motivated economy is lucrative. In 1963, General Motors Corporate office issues an edict that no company division would sponsor a race event and this will definitely injure the Pontiac power image, but innovation dictates that the advertising focus would now be turned to high performance on public roads, rather than a sanctioned race track. The next edict from home office is that no intermediate sized car on the “A” body would have an engine larger than 330 cu in (5.4 L) and this will injure the bottom line for Pontiac Division.

While the above is going on, Pontiac staff members; John DeLorean (chief engineer), Bill Collins (chassis engineer) and Russ Gee (engine specialist) are all equally given credit for creating the GTO – in the following way:

The three men had been working on re-engineering the mid-sized “A” frame Tempest (LeMans) a front wheel drive, to a more conventional (at that time) rear wheel drive and then power it with a big V8 borrowed from the full sized Catalina or Bonneville. This will produce a “Super Tempest” to appeal to the young and the young at heart. The new Tempest is not a super machine; although a power option is and available as the GTO power pack. The sales manager at Pontiac, Elliot “Pete” Estes, approved the package, but thinking it would never sell, production was limited, to a conservative 5,000 units. The trend setting GTO had been hustled in the back door.

During a half hour internet search I found the largest grouping of restored GTO units ranging from $25,000 to $60,000.00 with a few at $100,000 plus. There were a very few listed at under $10,000.00, but they are around, and if you take the time to show up in likely places such as car swap meets, classic rally’s show and shine events, you may find a GTO or any other classic vehicle you want, at a price you can handle.

How could we put the GTO on this list? It is very simple – it’s about making your dreams come true. Find the muscle car you want, with few exceptions, you can locate any classic you want, in good condition, for under $15,000.00 and if you take time, likely far less than that. The first step is to get you in the driver’s seat; an ideal second step is to drive the car while you plan the restoration.

Related:

1964 Pontiac GTO

Pontiac GTO 1968 and 1969

Pontiac GTO 1972 to 1974

Pontiac GTO 1965-1967

 

Pontiac Firebird

The GMC head office is very pleased and a bit relieved, when they know both Chevrolet and Pontiac Divisions are up and running to have a newly designed four(4 ½) seat sports car in showrooms for 1967. The parallel relationship of the Pontiac Firebird and Chevy’s Camaro will be a long one. Both divisions have the same vast arsenal of GM engines to work with, including drive chain components. Pontiac has borrowed all of these, from all divisions, freely, in 35 years of production. There is a constant, but mutually beneficial rivalry of Pontiac and Chevrolet, to have their design perform best, raising the bar higher each time. The Pontiac engineers want to be the first ones to coax higher performance from each variation produced from the same basic two, large and small block, engine casting designs. The rivalry continues until the end of Firebird production in 2002.

Throughout the four generations of Firebird production, there have been millions that left the assembly line and all of them desirable as possible muscle cars. In the first three years of production alone, there were 1.2 million of the top performing Trans Am models produced, while the next three generations add another 1.77 million to the list of vehicles. Many of these are still mobile. The list of available parts, both new and used, are there in large enough quantity, to make locating what you need as easy as it gets.

The Trans-Am series racing is where the Firebird is used, through the 60’s and 70’s, but controversy erupts when Pontiac introduces the new Firebird Trans-Am, using the name without permission. The SCCA had their lawyers threatening GM and Pontiac with a law suit before the oversight is rectified by Pontiac paying the plaintiff $5.00 for every unit sold. The Trans-Am could not compete in the series, because the smallest engine available for it, is larger than the 400 cu in (6.6 L) which is the maximum size allowed to compete. The Trans-Am logo is first seen for the International Race of Champions in 1996 where they competed through 2006.

My half hour internet search located many Firebirds’ listed for sale, at all prices from $10,000.00 to $30,000.00 and beyond, with the highest unit at $94,950.00 for a one of a kind, low mileage 1970 concept car. I know the prices can go far higher than that for a numbers matching high performance Trans Am or Formula show car, but there were none listed for sale today. I found one 1968 incomplete project car for $5,500, but also tuned in to a few original condition units with an asking price under $5,000. I think a good percentage of the owners are fishing, and will hold out for big bucks. Locating a motivated seller is a key to own a project Firebird that you can drive home, in the price range you want. Many fine looking uptown Firebirds are listed to be sold in a number of upcoming auctions.

Related see Camaro:

Pontiac Firebird 1993-1997 Generation Four – part I

Pontiac Trans-Am & Banshee Roots

Pontiac Firebird First Generation 1967 to 1969

Pontiacs Fiftieth Year

 

Oldsmobile Cutlass

The Cutlass, first generation is an uptown trim package for the Oldsmobile compact F-85 during a four year run, from 1960 through ’63. These may be collectible vehicles in their own right, but the Cutlass, for the next three generations (64-77), is on Oldsmobile’s intermediate size frame and is rear wheel drive; this the vehicle covered here. The Cutlass nameplate continues on through to 1999 (G6), first down sized and later as a front wheel drive vehicle, these may also be attractive to a collector, but not the object of this article.

©Swtrekker | Dreamstime.com “Highway To Heaven” A 1972 Oldsmobile Cutlass

 

1972 Cutlass

Oldsmobile Division has never manufactured in the same quantities as, say, the Chevrolet Division and from 1964 until 1972 there were around 200,000 (slightly more?) of the Cutlass that left the assembly line. As an example, one year, has a total Cutlass production of 9,845, in all body styles, with a V8 under the hood. There are 772 units of the total powered by the powerful W30 big block V8, mounted with a four barrel carburetor and 631 more vehicles further equipped with the Hurst-Olds (4-4-2) performance package, only one of which is a station wagon. The highest production year ever for the mid-sized, rear wheel drive Cutlass was 1977 with 632,742 units assembled that year. The production numbers for most years are unreliable and somewhat sketchy, making precise calculations impossible.

During my half hour internet search I discovered a few Cutlass’ readily available for under $5,000, but many more from $5,000.00 to $10,000.00 and a good supply from $10,000.00 to $20,000.00. One 1979 Hurst equipped, W30 big block Cutlass was listed at $15,000.00, while the highest price I found, in this quick search was $45,000.00.

An Oldsmobile Cutlass made between 1968 and 1972 is possibly the cheapest Oldsmobile you could find to restore. The model is less powerful than the 4-4-2 and Hurst-Olds units which are highly coveted by collectors but there are a wide variety of high performance parts around at affordable prices, both original and aftermarket. Parts swapping between models is common and easy to perform, but could be an expensive proposition. The cheapest way to upgrade an engine and drive chain is by finding a good parts car, possibly from a wrecking yard although new assemblies are not hard to come by, they’d be costly, if top drawer performance is wanted. The engines and complete drive chains are selectively interchangeable, allowing you to easily modify your Cutlass, so it can perform the way you like.

Related:

1971 Oldsmobile 4-4-2

Oldsmobile 88 1954 to 1958

Oldsmobile 442-1964 G1

 

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