xero
03-07-2006, 03:21 PM
Pontiac 1926-Present
Although the first Pontiac car didn't debut until 1926, the division's history actually dates back to 1893, when Edward M. Murphy established the Pontiac Buggy Company in Pontiac, Michigan. The company produced horse-drawn carriages. As it became clear that motor car sales were going to eclipse carriages, Murphy wisely started the Oakland Motor Car Company, an offshoot of the buggy company, in 1907.
Two years later, General Motors acquired half of Oakland in an exchange of stock. GM founder William Durant, a friend of Murphy's, was actually more interested in his talent and expertise than his Oakland cars. But Murphy died unexpectedly the following summer. A few months later, GM purchased full control of Oakland, amid rumors that Durant paid for part of the company from his personal earnings to help Murphy's family. Oakland was very successful through 1920. Then, a minor economic depression, combined with inefficient production and Durant's drive for acquisition, weakened Oakland and GM.
By 1920, General Motors was in disarray. In just 12 years, Durant had founded the company, lost control in 1910, regained it in 1916, and lost it again by 1920. The company's seven divisions were fighting for the same customers, and none were priced to compete with Ford's $500 Model T. At the time, GM's prices ranged from $795 for the lowest-end Chevrolet, to $5,690 for the highest-priced Cadillac. Since GM wasn't in the position to rival the Model T, a committee of company executives, under the leadership of new GM President Alfred Sloan, decided to create a car to fill a long-standing price gap between Chevrolet and Oldsmobile. In addition, the new vehicle would serve as a platform to share vehicle components in an effort to improve volume efficiency.
So they created Pontiac, a new car line, under the auspices of Oakland.
1926
The first Pontiac, the Series 6-27, debuted at the 1926 New York Auto Show. Built on a 110-inch wheelbase, it featured a Fisher-designed body and a six-cylinder L-head engine. The two closed models, a coupe and a sedan, achieved maximum speeds of 50 mph. Until the Pontiac debuted, most cars had fabric tops, leaving passengers little protection from the elements and road debris. As it turns out, Pontiac's decision to produce only closed cars was warmly welcomed by customers. Priced at $825, Pontiac sold 76,742 cars in its first year on the market. The following August, it offered a four-door landau sedan, at $895.
Soon, demand outpaced capacity. In mid-1926, the division began plans to build a $15 million assembly plant in Pontiac, Michigan. It was the largest construction project in the U.S. that year, and became known as the "daylight" plant because it used so much glass. Its unique architecture attracted visitors from around the world.
1927 GM asked Harley Earl to create Art & Colour, the industry's first formal design studio, within GM. Earl designed the highly successful La Salle, and later became head of GM Design. Art & Colour designed all GM models, including Pontiac. Calendar year production of Series 6-27 cars was 127,883 in 1927.
1928
In late 1927, Pontiac unveiled the Series 6-28, its first major model change. The company added a third assembly line at the daylight plant, as well as a new $5 million foundry. The 6-28 had a new cross-flow radiator, a Pontiac first, which became the industry standard. The division introduced the famous Indian head in silhouette emblem, which remained the standard Pontiac logo for almost 30 years. Pontiac sold nearly 184,000 6-28s in the debut year.
1929
Pontiac introduced the Series 6-29 Big Six, which was originally a Vauxhall, the British subsidiary GM had acquired. The series featured Pontiac's first convertible. Engine displacement increased to 200.4 c.i., and hp increased by 25 percent to 57 at 3000 rpm. Power had increased by two-thirds in just two years. Exterior color became popular, and Pontiac began offering an array of standard paint colors for every model. Pontiac built its 500,000th car in 1929. Then, the stock market crashed, leading to the first decrease in demand for the nameplate.
1930
The Series 6-30B was a 1930 model (there was no 6-30A series). Pontiac production fell 68 percent, to 62,888 models, mainly due to the Depression. A $100 price cut failed to motivate buyers.
1931
The new Series 401 was available in six models: two four-door sedans, two coupes, a two-door sedan and a convertible. Surprisingly, despite the troubled times, the Series 401 increased production over the Series 6-30B of 1930, something only Auburn and Plymouth achieved. The Federal government mandated that automakers introduce all of their new vehicles at the same time in the fall, to create a new-car buying season and boost the poor economy.
1932
The Oakland name died, amid rumors that Pontiac, Buick and Cadillac might also be killed. In 1932 Pontiac lost $125.35 per car and sold 47,926 cars. GM President Alfred P. Sloan and Executive Vice President William S. Knudsen fought to save Pontiac by integrating more components with Chevrolet to achieve higher volume production. Knudsen became temporary general manager, and later hired Harry J. Klingler, general sales manager at Chevy, to be Pontiac general manager.
Klingler began a new era of active salesmanship. Until now, the division didn't have a strong sales philosophy. He added market research, advertising, and sales promotion programs to the mix.
Pontiac debuted an in-line L-head eight-cylinder engine, rated at 85 hp at 3400.
1933
Frank Hershey became Pontiac's lead designer in 1931, and Pontiac gained its own design studio within GM. Previously, Art & Colour had designed Pontiac models. Hershey made his presence known immediately. Displeased with the 1933 models, which were due to go into production right away, he ordered a massive redesign. In just two weeks, Hershey and his team reinvented the 1933 Pontiac, creating a low-priced eight-cylinder car with the look and feel of more expensive autos, such as the Chrysler Imperial, Studebaker President or Auburn 8-105. The new look boosted Pontiac's image in the marketplace, and sales nearly doubled, to 85,348.
1934-1936
During this time, wheelbases, weight and horsepower increased. The division was the first to put independent front suspension into volume production in 1934. In 1935, Pontiac began offering all-steel "turret tops" to replace fabric roofs. GM was the first automaker to use these devices. Pontiac continued to use Chevrolet's frame and many body parts, and beefed up Chevy's transmission and rear axle. Registrations increased to 140,000 in 1935 and almost 172,000 in 1936. Pontiac built its 1 millionth car.
Pontiac introduced an all-new, bigger L-head six-cylinder with 208 c.i. displacement and peak output of 80 hp at 3600 rpm, which debuted on 1935 models. Vehicle design continued to evolve with the debut of the silver streaks. These chrome ribbons, which swept down the hood, were unveiled on the 1936 model and became a Pontiac trademark. Some say Frank Hershey was inspired by a French magazine photo of an old racing Napier with a bright aluminum finned oil cooler projecting through the top of the hood. However, Virgil Exner, another Pontiac studio designer, also claimed credit for the trendy stripes. Hershey left Pontiac in 1935 for Buick, and Exner took his spot.
In 1935, the Fisher Body Pontiac Assembly Plant was completed. An overpass was built to connect the body plant to the assembly plant.
1937-1940
During the 1937 model year, Pontiac replaced the A-body with the larger B-body and introduced its first station wagon. Pontiac also moved to all-steel body construction. In 1938, Pontiac pioneered the column-mounted gearshift. In 1940 Frank Hershey returned to lead the Pontiac studio. These were good times for the auto industry and the division, which sold 217,001 cars in 1940.
1941
Pontiac invented the engine option, giving buyers a selection of engines. Production soared to 330,061 cars. On March 1, 1941, Pontiac began building Oerlikon 20 mm anti-aircraft cannon for the U.S. Navy.
In 1942, the government told domestic automakers to drastically reduce their use of chrome. After December 15, 1941, all parts that would normally have been chrome-plated (except for bumpers) now had painted surfaces. These cars, which were much less attractive than the original 1942 Pontiacs, became known as blackout models. Pontiac also began manufacturing Bofors automatic field guns for the U.S. Army. In addition, Pontiac made front axles for the M-5 high-speed tank, parts for Detroit Diesel two-stroke diesel engines, as well as aircraft-launched torpedoes for the U.S. Navy. The division built its last car on Feb. 10, 1942, a blackout model, and it is said that this was the last car built by any domestic automaker during the war.
As the war drew to a close, the military contracts ended, one by one. The next challenge was to revert to civilian production as quickly as possible. Pontiac enlarged its foundry, revamped its engine plant to add more machinery, and aimed to double production to 500,000. In November 1945, though, GM workers went on strike, and 1946 was a year of general labor unrest. Strikes affected the steel, mining, trucking and shipping industries, as well as the railroads.
1946
The first post-war cars were essentially unchanged from the 1942 versions. Most of the exterior changes were cosmetic in nature. Whitewall tires were also scarce, so a number of Pontiacs had plastic rim inserts. Many buyers preferred blackwall tires, though, since the inserts yellowed over time. The 1946 model was highly regarded by a car-hungry country.
1947 This was a time of prosperity for Pontiac, even though the vehicles were essentially unchanged. The division nearly doubled sales, from 113,109 in '46 to 206,411 in '47. George Delaney replaced Klingler as general manager.
1948-1949
The HydraMatic automatic transmission became optional in 1948. The following year, Pontiac featured all-new Fisher bodies. The lower, wider look began to dominate, and many buyers agreed that the new models had terrific styling.
Just before the 1949 cars went into production, Ford obtained spy shots of the new Pontiacs, and surprisingly, both companies had created nearly identical grilles. After a phone call from Ford Motor Co., Pontiac quickly and reluctantly redesigned its grille because the Ford was debuting first.
1950
Pontiac introduced the Catalina hardtop coupe. The Super De Luxe Catalina was the most luxurious model to date, featuring hand-buffed leather upholstery, decorative chrome on the headliner and optional two-tone paint. Pontiac charted record production of 446,429 vehicles.
1951-1952
During this time, the division offered the lowest priced straight-eight in America. In 1951, it boosted displacement to 268.4 c.i. The engine produced 116 hp. At the time, V8 engines and automatic transmissions were hot. Since Pontiac had one of the best automatic transmissions in the industry, it concentrated on developing a V8. In '51 Klingler was promoted to group vice president of car and truck operations, and Arnold Lenz took over. Lenz died in a train/car crash in 1952, and Robert Critchfield assumed the general manager spot. He oversaw the most extensive expansion and modernization program since '27. With new management, staffers found it easier to get approval for innovative projects. The four millionth Pontiac was built in July, and the division celebrated its 25th anniversary. The Korean War curtailed production in 1951, and the '52 models had limited chrome due to war shortages. Pontiac sold 337,821 vehicles in '51 and 266,351 in 1952.
1953-1954
In '53, sales totaled 385,692, ahead of Dodge and Mercury, but behind Chevy and Buick. Pontiac debuted Star Chief, a new line. Electric power windows and air conditioning became optional equipment, and the division offered power steering. Car No. 5 million rolled down the line in June 1954.
1955
These models had more changes than any since 1926. There were 109 new features, including three new bodies. For the first time, Pontiac sold more than a half million cars in a model year. The eight-in-line engine went out of production in 1954, and was replaced with an overhead valve V8. The new engine was smaller, more rigid, and more suitable for high compression ratios. The 287 c.i. engine achieved 180 hp. Top speeds were about 90 mph. Also in 1955, Lucy, Ricky, Fred and Ethel drove a Pontiac Star Chief convertible cross-country to California in a series of episodes on television's "I Love Lucy."
1956
Pontiac followed this strong year with a line of rather conservative cars. Upper management wasn't happy, and the division was again under pressure to perform. Sales dropped to the lowest level since 1939, despite the fact that the division built its 6 millionth car in '56. In a significant personnel shift, Semon "Bunkie" Knudsen became Pontiac general manager. The younger Knudsen, son of GM President William Knudsen, was about to become one of the most influential forces in Pontiac's history.
Knudsen is credited for getting Pontiac involved in motorsports. Pontiac's first official race was at the Bonneville Salt Flats in Utah in 1956. Ab Jenkins, at 73, drove a stock 1956 two-door sedan Pontiac with a modified 285 hp high compression ratio engine and four-barrel carburetor on June 26, 1956. He posted a new 24-hour speed record, averaging 118.337 mph over 2,841 miles. Jenkins, whose formal name was David Abbott Jenkins, was a retired contractor and former mayor of Salt Lake City.
1957-1958
Knudsen came to Pontiac with unspoken, but strongly implied orders: make the division something really special in five years, or lose the nameplate. Pontiac had a fine reputation for durability and reliability, but wasn't known for building cars that commanded attention. His strategy, not surprisingly, was to infuse new life into the product. His first major change was to kill the silver streaks, Pontiac's design hallmark. Around since 1935, the "suspenders," as Knudsen called them, were gone by the '57 model. He issued the order days before the vehicles went into volume production. The tooling was in place, the parts and components in production, the press photos had been shot, and newspaper, magazine and showroom ads prepared. He also phased out the signature Indian-head hood ornament in '57.
Also in 1957, John DeLorean joined Pontiac to head up advanced engineering. DeLorean, Knudsen and Pontiac chief engineer Pete Estes were a powerful team and inspired the cars that soon would reshape the division.
Pontiac unveiled the Bonneville in February 1957 at the Daytona Beach race. Considered an upscale model, it was the first Pontiac to have fuel injection, and was a direct competitor to the Chrysler 300 and DeSoto Golden Adventurer. Pontiac limited production to just 630 vehicles and offered it only in a convertible. The V8 engine was bored out to 370-cubic inch displacement, and achieved 310 SAE gross hp at 4800 rpm and 400 lb.-ft. of torque at 3400 rpm with a top speed of more than 130 mph. It ran 0-60 mph in 8.1 seconds, and a tuned stock model was timed at 144 mph on the Salt Flats. It weighed 4,285 lbs. and cost $4,400.
Bonneville became a series in '58, adding a two-door hardtop. Prices dropped to $3,179 for the hardtop and $3,277 for the ragtop. Pontiac built just 400 fuel injected Bonnevilles in '58. The division then dropped fuel injection in '59.
The rest of the Pontiac line was fairly conservative for 1958. The styling lacked features that identified the models as Pontiacs. The silver streaks were gone, and nothing had replaced them yet. What the cars lacked in design distinctiveness, however, they made up for in engineering innovation. The cars featured a new X-type frame with five cross-members. The propeller shaft ran through the center of the frame, forming a narrow tunnel. A new coil-spring rear suspension system, called Quadra-Poise, replaced leaf springs.
1959
Soon-to-be-retiring GM Design chief Harley Earl loved the big, chromed cars of the past, and wanted to restyle the new bodies in the same theme. While Earl was away in Europe, however, his designers secretly rebelled. They created designs to Earl's specs, but crafted an all-new body behind the scenes. Bill Mitchell, who was then second in command at Design Staff and GM
President Harlow Curtice supported their efforts, sensing that the corporation was falling behind the industry in design. Eventually, after much turmoil, Earl relented and the wide track became reality.
The body was 64 inches wide, the widest in the industry. It was so wide that engineers needed to broaden the track by five inches to accommodate it. Knudsen was quoted as saying the car "looks like a football player wearing ballet slippers." Milt Coulson, a copywriter at Pontiac ad agency MacManus, John and Adams, created the term "Wide Track." The car was unique because its broad, low, bold design featured relatively little chrome. It also was technologically advanced for its time.
The new split grille came at this time, as well. It was a huge styling hit, and instantly became a Pontiac trademark. But designers, not expecting such overwhelming approval, had dropped the split grille for 1960. They quickly made plans to reintroduce it in 1961. Pontiac also debuted its arrowhead emblem in 1958, replacing the Indian Chief logo.
The division sold 399,646 cars in '60, and Pontiac built its 7 millionth car in 1959, a 1960 Bonneville. In 1960, Pontiac had 16 models representing four series: Catalina, Star Chief, Bonneville and Ventura, an upscale version of the Catalina.
1960
Pontiac offered the first Super Duty performance package for sale as an option, so racing enthusiasts could outfit their vehicles.
1961
The wide-track theme continued, but the cars were shorter, lighter, and had new styling. They also handled better and offered improved fuel economy. Smaller cars were a trend found across all divisions. Pontiac debuted the Tempest, a car noted for independent rear suspension, a flexible driveshaft, and the most powerful four-cylinder engine on the road. In November, Knudsen left Pontiac to succeed Ed Cole as general manager of Chevrolet. Pete Estes took Knudsen's spot as general manager of Pontiac and DeLorean was named chief engineer. For the first time, Pontiac earned third place in national sales.
1962
GM built its 75 millionth car, a Bonneville convertible, March 14, 1962. Pontiac's 8 millionth car rolled off the line April 12, 1962, a Tempest convertible. The division introduced the Grand Prix, a higher end car with minimal chrome, and the LeMans, a sportier version of the Tempest.
see more in the sourced... history 1963-2001
Sourced:
http://www.welovepontiacs.com/history.html
Although the first Pontiac car didn't debut until 1926, the division's history actually dates back to 1893, when Edward M. Murphy established the Pontiac Buggy Company in Pontiac, Michigan. The company produced horse-drawn carriages. As it became clear that motor car sales were going to eclipse carriages, Murphy wisely started the Oakland Motor Car Company, an offshoot of the buggy company, in 1907.
Two years later, General Motors acquired half of Oakland in an exchange of stock. GM founder William Durant, a friend of Murphy's, was actually more interested in his talent and expertise than his Oakland cars. But Murphy died unexpectedly the following summer. A few months later, GM purchased full control of Oakland, amid rumors that Durant paid for part of the company from his personal earnings to help Murphy's family. Oakland was very successful through 1920. Then, a minor economic depression, combined with inefficient production and Durant's drive for acquisition, weakened Oakland and GM.
By 1920, General Motors was in disarray. In just 12 years, Durant had founded the company, lost control in 1910, regained it in 1916, and lost it again by 1920. The company's seven divisions were fighting for the same customers, and none were priced to compete with Ford's $500 Model T. At the time, GM's prices ranged from $795 for the lowest-end Chevrolet, to $5,690 for the highest-priced Cadillac. Since GM wasn't in the position to rival the Model T, a committee of company executives, under the leadership of new GM President Alfred Sloan, decided to create a car to fill a long-standing price gap between Chevrolet and Oldsmobile. In addition, the new vehicle would serve as a platform to share vehicle components in an effort to improve volume efficiency.
So they created Pontiac, a new car line, under the auspices of Oakland.
1926
The first Pontiac, the Series 6-27, debuted at the 1926 New York Auto Show. Built on a 110-inch wheelbase, it featured a Fisher-designed body and a six-cylinder L-head engine. The two closed models, a coupe and a sedan, achieved maximum speeds of 50 mph. Until the Pontiac debuted, most cars had fabric tops, leaving passengers little protection from the elements and road debris. As it turns out, Pontiac's decision to produce only closed cars was warmly welcomed by customers. Priced at $825, Pontiac sold 76,742 cars in its first year on the market. The following August, it offered a four-door landau sedan, at $895.
Soon, demand outpaced capacity. In mid-1926, the division began plans to build a $15 million assembly plant in Pontiac, Michigan. It was the largest construction project in the U.S. that year, and became known as the "daylight" plant because it used so much glass. Its unique architecture attracted visitors from around the world.
1927 GM asked Harley Earl to create Art & Colour, the industry's first formal design studio, within GM. Earl designed the highly successful La Salle, and later became head of GM Design. Art & Colour designed all GM models, including Pontiac. Calendar year production of Series 6-27 cars was 127,883 in 1927.
1928
In late 1927, Pontiac unveiled the Series 6-28, its first major model change. The company added a third assembly line at the daylight plant, as well as a new $5 million foundry. The 6-28 had a new cross-flow radiator, a Pontiac first, which became the industry standard. The division introduced the famous Indian head in silhouette emblem, which remained the standard Pontiac logo for almost 30 years. Pontiac sold nearly 184,000 6-28s in the debut year.
1929
Pontiac introduced the Series 6-29 Big Six, which was originally a Vauxhall, the British subsidiary GM had acquired. The series featured Pontiac's first convertible. Engine displacement increased to 200.4 c.i., and hp increased by 25 percent to 57 at 3000 rpm. Power had increased by two-thirds in just two years. Exterior color became popular, and Pontiac began offering an array of standard paint colors for every model. Pontiac built its 500,000th car in 1929. Then, the stock market crashed, leading to the first decrease in demand for the nameplate.
1930
The Series 6-30B was a 1930 model (there was no 6-30A series). Pontiac production fell 68 percent, to 62,888 models, mainly due to the Depression. A $100 price cut failed to motivate buyers.
1931
The new Series 401 was available in six models: two four-door sedans, two coupes, a two-door sedan and a convertible. Surprisingly, despite the troubled times, the Series 401 increased production over the Series 6-30B of 1930, something only Auburn and Plymouth achieved. The Federal government mandated that automakers introduce all of their new vehicles at the same time in the fall, to create a new-car buying season and boost the poor economy.
1932
The Oakland name died, amid rumors that Pontiac, Buick and Cadillac might also be killed. In 1932 Pontiac lost $125.35 per car and sold 47,926 cars. GM President Alfred P. Sloan and Executive Vice President William S. Knudsen fought to save Pontiac by integrating more components with Chevrolet to achieve higher volume production. Knudsen became temporary general manager, and later hired Harry J. Klingler, general sales manager at Chevy, to be Pontiac general manager.
Klingler began a new era of active salesmanship. Until now, the division didn't have a strong sales philosophy. He added market research, advertising, and sales promotion programs to the mix.
Pontiac debuted an in-line L-head eight-cylinder engine, rated at 85 hp at 3400.
1933
Frank Hershey became Pontiac's lead designer in 1931, and Pontiac gained its own design studio within GM. Previously, Art & Colour had designed Pontiac models. Hershey made his presence known immediately. Displeased with the 1933 models, which were due to go into production right away, he ordered a massive redesign. In just two weeks, Hershey and his team reinvented the 1933 Pontiac, creating a low-priced eight-cylinder car with the look and feel of more expensive autos, such as the Chrysler Imperial, Studebaker President or Auburn 8-105. The new look boosted Pontiac's image in the marketplace, and sales nearly doubled, to 85,348.
1934-1936
During this time, wheelbases, weight and horsepower increased. The division was the first to put independent front suspension into volume production in 1934. In 1935, Pontiac began offering all-steel "turret tops" to replace fabric roofs. GM was the first automaker to use these devices. Pontiac continued to use Chevrolet's frame and many body parts, and beefed up Chevy's transmission and rear axle. Registrations increased to 140,000 in 1935 and almost 172,000 in 1936. Pontiac built its 1 millionth car.
Pontiac introduced an all-new, bigger L-head six-cylinder with 208 c.i. displacement and peak output of 80 hp at 3600 rpm, which debuted on 1935 models. Vehicle design continued to evolve with the debut of the silver streaks. These chrome ribbons, which swept down the hood, were unveiled on the 1936 model and became a Pontiac trademark. Some say Frank Hershey was inspired by a French magazine photo of an old racing Napier with a bright aluminum finned oil cooler projecting through the top of the hood. However, Virgil Exner, another Pontiac studio designer, also claimed credit for the trendy stripes. Hershey left Pontiac in 1935 for Buick, and Exner took his spot.
In 1935, the Fisher Body Pontiac Assembly Plant was completed. An overpass was built to connect the body plant to the assembly plant.
1937-1940
During the 1937 model year, Pontiac replaced the A-body with the larger B-body and introduced its first station wagon. Pontiac also moved to all-steel body construction. In 1938, Pontiac pioneered the column-mounted gearshift. In 1940 Frank Hershey returned to lead the Pontiac studio. These were good times for the auto industry and the division, which sold 217,001 cars in 1940.
1941
Pontiac invented the engine option, giving buyers a selection of engines. Production soared to 330,061 cars. On March 1, 1941, Pontiac began building Oerlikon 20 mm anti-aircraft cannon for the U.S. Navy.
In 1942, the government told domestic automakers to drastically reduce their use of chrome. After December 15, 1941, all parts that would normally have been chrome-plated (except for bumpers) now had painted surfaces. These cars, which were much less attractive than the original 1942 Pontiacs, became known as blackout models. Pontiac also began manufacturing Bofors automatic field guns for the U.S. Army. In addition, Pontiac made front axles for the M-5 high-speed tank, parts for Detroit Diesel two-stroke diesel engines, as well as aircraft-launched torpedoes for the U.S. Navy. The division built its last car on Feb. 10, 1942, a blackout model, and it is said that this was the last car built by any domestic automaker during the war.
As the war drew to a close, the military contracts ended, one by one. The next challenge was to revert to civilian production as quickly as possible. Pontiac enlarged its foundry, revamped its engine plant to add more machinery, and aimed to double production to 500,000. In November 1945, though, GM workers went on strike, and 1946 was a year of general labor unrest. Strikes affected the steel, mining, trucking and shipping industries, as well as the railroads.
1946
The first post-war cars were essentially unchanged from the 1942 versions. Most of the exterior changes were cosmetic in nature. Whitewall tires were also scarce, so a number of Pontiacs had plastic rim inserts. Many buyers preferred blackwall tires, though, since the inserts yellowed over time. The 1946 model was highly regarded by a car-hungry country.
1947 This was a time of prosperity for Pontiac, even though the vehicles were essentially unchanged. The division nearly doubled sales, from 113,109 in '46 to 206,411 in '47. George Delaney replaced Klingler as general manager.
1948-1949
The HydraMatic automatic transmission became optional in 1948. The following year, Pontiac featured all-new Fisher bodies. The lower, wider look began to dominate, and many buyers agreed that the new models had terrific styling.
Just before the 1949 cars went into production, Ford obtained spy shots of the new Pontiacs, and surprisingly, both companies had created nearly identical grilles. After a phone call from Ford Motor Co., Pontiac quickly and reluctantly redesigned its grille because the Ford was debuting first.
1950
Pontiac introduced the Catalina hardtop coupe. The Super De Luxe Catalina was the most luxurious model to date, featuring hand-buffed leather upholstery, decorative chrome on the headliner and optional two-tone paint. Pontiac charted record production of 446,429 vehicles.
1951-1952
During this time, the division offered the lowest priced straight-eight in America. In 1951, it boosted displacement to 268.4 c.i. The engine produced 116 hp. At the time, V8 engines and automatic transmissions were hot. Since Pontiac had one of the best automatic transmissions in the industry, it concentrated on developing a V8. In '51 Klingler was promoted to group vice president of car and truck operations, and Arnold Lenz took over. Lenz died in a train/car crash in 1952, and Robert Critchfield assumed the general manager spot. He oversaw the most extensive expansion and modernization program since '27. With new management, staffers found it easier to get approval for innovative projects. The four millionth Pontiac was built in July, and the division celebrated its 25th anniversary. The Korean War curtailed production in 1951, and the '52 models had limited chrome due to war shortages. Pontiac sold 337,821 vehicles in '51 and 266,351 in 1952.
1953-1954
In '53, sales totaled 385,692, ahead of Dodge and Mercury, but behind Chevy and Buick. Pontiac debuted Star Chief, a new line. Electric power windows and air conditioning became optional equipment, and the division offered power steering. Car No. 5 million rolled down the line in June 1954.
1955
These models had more changes than any since 1926. There were 109 new features, including three new bodies. For the first time, Pontiac sold more than a half million cars in a model year. The eight-in-line engine went out of production in 1954, and was replaced with an overhead valve V8. The new engine was smaller, more rigid, and more suitable for high compression ratios. The 287 c.i. engine achieved 180 hp. Top speeds were about 90 mph. Also in 1955, Lucy, Ricky, Fred and Ethel drove a Pontiac Star Chief convertible cross-country to California in a series of episodes on television's "I Love Lucy."
1956
Pontiac followed this strong year with a line of rather conservative cars. Upper management wasn't happy, and the division was again under pressure to perform. Sales dropped to the lowest level since 1939, despite the fact that the division built its 6 millionth car in '56. In a significant personnel shift, Semon "Bunkie" Knudsen became Pontiac general manager. The younger Knudsen, son of GM President William Knudsen, was about to become one of the most influential forces in Pontiac's history.
Knudsen is credited for getting Pontiac involved in motorsports. Pontiac's first official race was at the Bonneville Salt Flats in Utah in 1956. Ab Jenkins, at 73, drove a stock 1956 two-door sedan Pontiac with a modified 285 hp high compression ratio engine and four-barrel carburetor on June 26, 1956. He posted a new 24-hour speed record, averaging 118.337 mph over 2,841 miles. Jenkins, whose formal name was David Abbott Jenkins, was a retired contractor and former mayor of Salt Lake City.
1957-1958
Knudsen came to Pontiac with unspoken, but strongly implied orders: make the division something really special in five years, or lose the nameplate. Pontiac had a fine reputation for durability and reliability, but wasn't known for building cars that commanded attention. His strategy, not surprisingly, was to infuse new life into the product. His first major change was to kill the silver streaks, Pontiac's design hallmark. Around since 1935, the "suspenders," as Knudsen called them, were gone by the '57 model. He issued the order days before the vehicles went into volume production. The tooling was in place, the parts and components in production, the press photos had been shot, and newspaper, magazine and showroom ads prepared. He also phased out the signature Indian-head hood ornament in '57.
Also in 1957, John DeLorean joined Pontiac to head up advanced engineering. DeLorean, Knudsen and Pontiac chief engineer Pete Estes were a powerful team and inspired the cars that soon would reshape the division.
Pontiac unveiled the Bonneville in February 1957 at the Daytona Beach race. Considered an upscale model, it was the first Pontiac to have fuel injection, and was a direct competitor to the Chrysler 300 and DeSoto Golden Adventurer. Pontiac limited production to just 630 vehicles and offered it only in a convertible. The V8 engine was bored out to 370-cubic inch displacement, and achieved 310 SAE gross hp at 4800 rpm and 400 lb.-ft. of torque at 3400 rpm with a top speed of more than 130 mph. It ran 0-60 mph in 8.1 seconds, and a tuned stock model was timed at 144 mph on the Salt Flats. It weighed 4,285 lbs. and cost $4,400.
Bonneville became a series in '58, adding a two-door hardtop. Prices dropped to $3,179 for the hardtop and $3,277 for the ragtop. Pontiac built just 400 fuel injected Bonnevilles in '58. The division then dropped fuel injection in '59.
The rest of the Pontiac line was fairly conservative for 1958. The styling lacked features that identified the models as Pontiacs. The silver streaks were gone, and nothing had replaced them yet. What the cars lacked in design distinctiveness, however, they made up for in engineering innovation. The cars featured a new X-type frame with five cross-members. The propeller shaft ran through the center of the frame, forming a narrow tunnel. A new coil-spring rear suspension system, called Quadra-Poise, replaced leaf springs.
1959
Soon-to-be-retiring GM Design chief Harley Earl loved the big, chromed cars of the past, and wanted to restyle the new bodies in the same theme. While Earl was away in Europe, however, his designers secretly rebelled. They created designs to Earl's specs, but crafted an all-new body behind the scenes. Bill Mitchell, who was then second in command at Design Staff and GM
President Harlow Curtice supported their efforts, sensing that the corporation was falling behind the industry in design. Eventually, after much turmoil, Earl relented and the wide track became reality.
The body was 64 inches wide, the widest in the industry. It was so wide that engineers needed to broaden the track by five inches to accommodate it. Knudsen was quoted as saying the car "looks like a football player wearing ballet slippers." Milt Coulson, a copywriter at Pontiac ad agency MacManus, John and Adams, created the term "Wide Track." The car was unique because its broad, low, bold design featured relatively little chrome. It also was technologically advanced for its time.
The new split grille came at this time, as well. It was a huge styling hit, and instantly became a Pontiac trademark. But designers, not expecting such overwhelming approval, had dropped the split grille for 1960. They quickly made plans to reintroduce it in 1961. Pontiac also debuted its arrowhead emblem in 1958, replacing the Indian Chief logo.
The division sold 399,646 cars in '60, and Pontiac built its 7 millionth car in 1959, a 1960 Bonneville. In 1960, Pontiac had 16 models representing four series: Catalina, Star Chief, Bonneville and Ventura, an upscale version of the Catalina.
1960
Pontiac offered the first Super Duty performance package for sale as an option, so racing enthusiasts could outfit their vehicles.
1961
The wide-track theme continued, but the cars were shorter, lighter, and had new styling. They also handled better and offered improved fuel economy. Smaller cars were a trend found across all divisions. Pontiac debuted the Tempest, a car noted for independent rear suspension, a flexible driveshaft, and the most powerful four-cylinder engine on the road. In November, Knudsen left Pontiac to succeed Ed Cole as general manager of Chevrolet. Pete Estes took Knudsen's spot as general manager of Pontiac and DeLorean was named chief engineer. For the first time, Pontiac earned third place in national sales.
1962
GM built its 75 millionth car, a Bonneville convertible, March 14, 1962. Pontiac's 8 millionth car rolled off the line April 12, 1962, a Tempest convertible. The division introduced the Grand Prix, a higher end car with minimal chrome, and the LeMans, a sportier version of the Tempest.
see more in the sourced... history 1963-2001
Sourced:
http://www.welovepontiacs.com/history.html