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All-new A-bodies, now on a single 120-inch wheelbase, were attractively styled under Harley Earl’s ever-watchful eye. Silver Streaks still adorned hood and rear deck, but front fenders were now flush with the bodysides and the pontoon rear fenders snugged in closer. Exclusive to Chieftain were a business coupe, long-deck sedan coupe (a.k.a. Both lines offered the usual choices of six- or eight-cylinder power and standard or DeLuxe trim except for the DeLuxe-only convertible. Body types divided between Chieftain and Streamliner, the latter with fastback rather than notchback profiles, plus four-door wagons. DeLuxes wore chrome headlamp rings, extra side moldings, fender gravel guards, and full wheel covers. Highlights began with a lower full-width grille bisected by a modest horizontal bar above little vertical teeth.
At the same time he merged Buick, Oldsmobile, and Pontiac sales operations, requiring dealers for each make to sell the other two as well — albeit often unwillingly. A group of highly competent people contributed mightily to this resurgence. These belt-tightening measures continued through mid-1933, effectively reducing GM to three divisions: Cadillac, Chevrolet, and B-O-P. The well-styled 1933 Eight completely turned Pontiac fortunes around, and production for that model year recovered to more than 90,000. By 1937, the division was back above 200,000, and would go on to rank among the top five or six Detroit nameplates well into the ’50s.
The ’46s, which began streaming from Pontiac, Michigan in September 1945, had a big bell-shaped grille of vertical and horizontal bars. The grille was simplified for ’47, then became busier again on the ’48s, which adopted round taillights and were the first Pontiacs to carry Silver Streak badges. A DeLuxe Torpedo convertible bowed for 1947 at $1853 with the six, $1900 with the eight. Eights cost about $30 more than Sixes for 1946, and postwar inflation pushed all prices steadily upward through ’48, when the spread reached $1500-$2500. A three-speed manual remained the only transmission available. Chieftain submodels did not return, though other prewar offerings did. Otherwise, the 1946-47 Pontiacs were entirely prewar in design and specifications.
Pontiac’s future was now secure. Standard Sixes cost about $100 less than comparable Eights, which was a lot in those days, and for the rest of the decade they outsold the senior models by a wide margin. Sized at 208 cid, their “new” six was really just a bigger-bore version of the old 200. Surprisingly, it made only four fewer horsepower than that year’s eight: 80 in all. After two years of nothing but eight-cylinder cars, and with the market still sluggish, Pontiac reinstated sixes for 1935: Standard and DeLuxe on a 112-inch wheelbase.
Total volume for the model year rose to near 383,000, boosting Pontiac into fourth place for the first time. The 1955 Strato Star was a two-door four-seat hardtop forecasting 1956 styling. Both cars carried straight eights. Wildest of all was the 1956 Club de Mer, with “twin-pod” seating and dual-bubble windshields. Pontiac show cars of the ’50s were always interesting and often predictive. Also shown in ’54 was the first Bonneville, a Corvette-like two-seater with canopy-type cockpit on a 100-inch wheelbase. The smooth 1954 Strato Streak previewed the pillarless four-doors of ’56. Standing only 38.4 inches high, its aluminum body was painted Cerulean blue, one of Harley Earl’s favorite colors.
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