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The 1000 was just a token nod to the econocar market and never a big money-spinner. Phoenix never sold better than in its extra-long 1980 debut year: 178,000-plus. Volume dipped below 50,000 units for 1982 and dropped to under 23,000 cars by the 1984 finale. But nothing seemed to work, and demand fell off rapidly when numerous mechanical bugs began surfacing, with recalls to match. The second-generation Phoenix was the least popular of GM’s four front-drive X-body compacts, likely because the same package was available with more model/trim choices as a Chevy Citation or with more nameplate prestige as a Buick Skylark or Olds Omega. Pontiac tried to make the downsized Phoenix appealing by offering two-door notchback and four-door hatchback sedans in plain, luxury LJ, and sporty SJ trim (the latter two retagged LE and SE for ’84).

Volume sank to about 370,000 for 1951 as all Detroit began feeling the effects of the Korean War, yet that was Pontiac’s second-best total ever. Fastbacks were fading from favor, so the Streamliner four-door was dropped, soon followed by the sedan-coupe. A busier grille and new DeLuxe side trim were the main alterations for 1952. Horsepower crept up, too. Korean War restrictions and a nationwide steel strike limited model-year output to only 271,000 units. Engines were tweaked: the six to 96/100 bhp, the eight to 116/120 bhp. The most noticeable change was a “gullwing” grille bar below a prominent medallion.

The original Tempests were fairly popular, but Pontiac felt a more orthodox design would sell far better. Like a speedometer cable, the 1961-63 Tempest’s “rope” drive­shaft carried rotary motion through a long, gently curved bar beneath the floor. This appeared for 1964, and it did sell better — much better. Thin, but lightly stressed within a steel case, it was mounted on bearings and permanently lubed. At that point, the original Tempest’s 195-cid four, basically half of a 389 V-8, was abandoned for an inline six — sensibly cost-effective, but hardly daring.

Rumble-seat styles and four-door convertibles were absent for ’39, but a new series anchored the line: the 115-inch-wheelbase Quality Six. Sharing bodies with Chevrolet, it listed coupes, sedans, the fine bangkok condo for sale hipflat and a wood-body wagon in the $760-$990 range. As ever, Pontiac’s six was thrifty and reliable, its eight a bit thirstier but more refined, and potent enough. Both DeLuxe lines included a convertible. Some $55 more bought the same cars (except the wagon) in new DeLuxe 120 guise: a six-cylinder version of that year’s 120-inch-wheelbase DeLuxe Eight.

Bolstered by various option groups, including a sporty Formula package, Sunbird eventually became Pontiac’s top seller, though it was looking old by then. By late decade, though, both the LeMans/Grand LeMans and Catalina/Bonneville had evolved into more sensible, solid, and saleable cars much better suited to the times than the aging hulks that Chrysler and Ford still peddled. It hung on with no further change of note through 1981; the final cars sold were actually 1980 leftovers. Basic designs were inevitably shared with sister GM intermediates and standards, but workmanship often seemed half a notch lower. The story of the larger 1970s Pontiacs is about as exciting as rust — which many of them did all too quickly.

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