Introduced after World War II
Star Chiefs sold well, but Pontiac’s total volume slipped to just below 288,000, suggesting it was time for something different. A strong oversquare design with five main bearings, the Strato-Streak was somewhat related to Chevy’s all-new 1955 “Turbo-Fire” V-8. Dubbed “Strato-Streak,” the new engine bowed at 287.2 cid, but could grow much larger and soon did. The all-new ’55s were precisely that. Though not quite as advanced, it would serve Pontiac admirably for more than a quarter-century. Among their claimed 109 new features were fully up-to-date styling, an improved chassis and — the really hot item — a modern overhead-valve V-8, Pontiac’s first.
The fours were still rather unrefined lumps and they managed to lose five bhp. Sales approached 255,000 for 1994, when updates were relatively monumental: a standard driver-side airbag at last — just as most rivals were getting dual airbags — an available four-speed automatic transmission, and a 155-bhp 3.1-liter V-6 to replace the 160-horse 3.3. Leather upholstery was a new extra, and the sometimes-hated automatic door locks could now be set for automatic unlocking, sparing occupants the trouble of flicking a switch. After a short three-year run, the Quad OHC was canceled for 1995 Grand Ams and a 150-bhp Quad-4 became the new base engine, adding “balance shafts” for smoother running but losing its High-Output variant.
Yet the GP, perhaps because of Pontiac’s hipper image, usually sold the best, if not quite as well as Chevrolet’s more affordable W-body Lumina. Worrisome, though, were see-saw sales in these years, dropping from more than 197,000 for 1990 to 100,000-150,000 per model year. The Turbo coupe was gone too, replaced by a nonturbo GT and uplevel GTP, the latter dressed in aggressive body cladding. Grand Prix’s 1991 program reprised LE, SE, and STE sedans, but not the turbocharged STE.
All the new GM models were widely judged the best-handling minivans. Reasonably priced at around $1000-$1200 depending on model, this option proved so popular that Montana replaced the Trans Sport name for ’99 (except in Canada), though most previous Montana features continued in a Performance and Handling option. Trans Sport went furthest with a Montana Package comprising tighter suspension, alloy wheels and traction control, plus jazzy two-tone exterior. This new blend of minivan practicality, Pontiac flair, and affordable low-$20,000 pricing more than doubled Trans Sport sales for 1997. But volume went little higher afterward, and Dodge moved more than four times as many Caravans each year.
Midsize Pontiacs quickly turned from their assured roadability of the 1960s to an emphasis on luxury and convenience. Introduced as part of the redesigned 1973 line with “Colonnade” styling, this LeMans-based coupe and sedan were billed as combining Grand Prix luxury with Trans Am performance, hence the name. One bright exception was the Grand Am. The idea was largely owed to assistant chief engineer Bill Collins, who’d been heavily involved with the original GTO, and chassis wizard John Seaton.
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