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By Peter M. DeLorenzo

Detroit. That I have a deep appreciate of anything Pontiac is well acknowledged. I grew up immersed in this business – right in the thick of GM’s heyday – and Pontiac performed a very important part in each my formative years and my early marketing career. Which is why when GM took the bankruptcy tablet in 2008, I was crushingly disappointed to learn that the Pontiac Division was one of the property to be jettisoned. (And Hummer, too, but the good thing is that nameplate has now returned.)

It’s difficult to believe that now, but Pontiac was just a different GM division back in the mid-50s. It had a lineup of stodgy automobiles, and there was very little to produce dwelling about. The division existed underneath the GM company umbrella, but it was decidedly missing in just about all the things when compared to GM’s other divisions: Buick, Cadillac, Chevrolet and Oldsmobile. But that would all transform when Bunkie Knudsen was appointed a GM vice president and the division’s general manager in July of 1958. Knudsen was specified the assignment to inject some daily life into the division and boost revenue, and he was specified carte blanche to do it.

As a reminder, if you were a GM vice president and divisional normal manager again in the working day you have been akin to a potentate functioning a modest country. GM’s divisional standard managers had huge electrical power with accountability for engineering, producing, income and marketing and advertising. Imagining about that in comparison with how factors function currently, it doesn’t seem serious, because it was so considerably various from today’s car or truck organization it’s like examining from a fairytale e-book. But make no oversight, it was quite real, and GM’s divisional general professionals ended up like giants roaming the earth, swashbuckling their way by the day-to-working day of the business although producing vital, pivotal conclusions on the fly. Don’t forget, this was a business that debuted new cars each tumble with new sheet metallic and new features to go with them. All over again, in comparison with how points are performed these days, it’s just jaw-dropping to ponder how the organization churned back then. Of course, as I have mentioned lots of, many instances prior to, it was a various time and a distinctive period, but GM’s heyday was really impressive in that the company soared simply because of it, even with the bean counters attempting to rein factors in every single phase of the way.

The only arena the place GM’s divisional general managers had to take a phase again was when dealing with GM Styling, which was operate with an iron fist by design and style legend Invoice Mitchell, who inherited the mantle from Harley Earl. The clashes amongst Mitchell and GM’s divisional typical supervisors were being legendary, and I will conserve people tales for one more column. But suffice to say, Mitchell bought what he wished for the most aspect, even if he had to enjoy the divisional typical managers off in opposition to each other to do so.

But back again to Bunkie and Pontiac. His 1st hires ended up two youthful and gifted engineers – Pete Estes from Oldsmobile and John Z. DeLorean from Packard. The cost to DeLorean was very unique: get Pontiac into the performance business right now. And given that Bunkie was a large racing fanatic, almost everything was on the table, from NASCAR to drag racing.

And all of a sudden, incredibly hot Pontiacs stuffed with large V8s began to exhibit up everywhere, from Daytona to Pomona. And even in our driveway. Given that Bunkie and his spouse ended up social pals with my moms and dads, Bunkie started off sending the best Pontiacs to our property particularly for my mother to drive. Starting in the summer months of 1959, we had a sequence of Bonneville and Catalina convertibles that have been constantly brilliant purple with a white top rated and a dazzling pink interior. And they were often equipped with the most popular Pontiac engine at the time, which at initial ended up 389 cu. in. V8s with 3×2-barrell carbs, and ultimately 421 cu.in. V8s. Useless to say, my mom cherished her very hot Pontiacs. (And my brother and I did, much too, particularly due to the fact he experienced just gotten his license and we would “exercise” mom’s cars at each possibility.)

The transformation of the Pontiac Division is a superb part of GM lore. Pontiacs went from staying useful transportation units to some of the best automobiles in the field. Giving general performance engineering and styling that just weren’t obtainable everywhere else, Pontiac rode a wave of popularity that took the business – and GM – by storm. 

I say GM simply because, bear in mind that portion about GM’s divisional vice presidents getting akin to potentates of their individual nations around the world? Well, that was real, until eventually Pontiac – underneath Bunkie Knudsen’s tutelage – started to upset the pecking order within the organization. In advance of Pontiac became a “problem” for the other typical professionals, the GM divisional hierarchy was very clear: Cadillac was up and off to the facet luxuriating in its possess rarified earth. Buick was up coming in terms of status, with the tremendous-preferred Chevrolet sucking up all of the air in the space due to the fact of its remarkable product sales numbers, adopted by Oldsmobile, which just chugged together, and then the moribund Pontiac. 

At the very least that’s the way it applied to be before Bunkie and his “pirates” got rolling. All of a unexpected, items experienced modified. Chevrolet, which quite significantly had higher-effectiveness promoting possibilities cornered inside of GM, was currently being severely pushed by Pontiac on all fronts. Chevrolet operatives grew to become extra incensed with each Pontiac foray into their territory, and the intramural battles concerning the two divisions spilled in excess of all the way to GM’s vaunted 14th floor, with whining Chevrolet executives complaining to top GM execs that Pontiac was intentionally encroaching on Chevy’s territory. As you can think about, this didn’t sit nicely with Knudsen and DeLorean & Co. The escalating income figures, even so, have been in Pontiac’s favor so GM’s major execs rather much allow Pontiac go, which added even a lot more fuel to Chevy’s hearth. 

Then, in 1963, when GM issued its formal ban in opposition to the participation in racing as company plan (a monumentally hen-shit determination, by the way), the divisional basic managers experienced to comply. (This is when Zora Arkus-Duntov, rather than destroying the Corvette Grand Athletics, delivered them to dependable racer close friends of the company, for essentially cost-free. And the company’s deeply embedded relationship with Jim Hall’s Chaparral cars went completely underground.) 

The small-recognized collateral harm from that anti-racing ban was a GM inner edict that prohibited selected sized V8 from staying place in “smaller” automobiles, which is a joke considering individuals more compact autos have been large by today’s expectations. The Chevrolet operatives dutifully complied with the edict, while Pontiac operatives, led by DeLorean and Bill Collins – the gifted engineer who warrants most of the credit score for this upcoming piece of automotive history – decided to go in an additional direction. Before the racing ban, Collins had been hectic stuffing Pontiac’s 389-cu.in. V8s into “intermediate” Le Mans bodies, and the end result was, pointless to say, magical. But when the edict took outcome, Pontiac was exclusively ordered not to things a V8 into a Le Mans to make it into a new Pontiac product.

Then, a little bit of genius. Pontiac operatives made the decision to get all-around the ban by building the “GTO” a new possibility package on the 1964 Pontiac Le Mans. And the rest, as they say, is automotive history, as the primary “muscle” motor vehicle was born. Chevrolet operatives had been apoplectic, but by the time GM company acquired wind of what was happening, the GTO selection experienced develop into one of the most sought-immediately after higher-functionality solution offers in the sector. And by 1966 it became its individual different design.

Pontiac was purple-scorching, with its unique brand of higher-general performance engineering and some of GM Styling’s ideal layouts coming in wave following wave. From there, Pontiac would pile results on success, achieving, at one level, 3 million in once-a-year revenue. The rebels out in Pontiac, Michigan, experienced gained. 

And almost the very best section? Pontiac was supported by sensational promotion, plainly some of the ideal and most memorable advertising and marketing in the car business at the time. That pissed off Chevrolet’s advertisement agency – Campbell-Ewald – on a standard foundation, which created it even better.

As for the intramural battle concerning Chevrolet and Pontiac, it ongoing. Pontiac came out with the Grand Prix in 1962, and the prolonged-nosed ’69 edition pushed by DeLorean was another large strike. Chevrolet came out with the Camaro in 1967, but the Pontiac Firebird to some, was superior wanting. The ’70 Camaro, which was extraordinary in its individual appropriate, was undercut by the wonderful ‘70 Pontiac Firebird Trans-Am and Firebird Formula. As late as 1984, when Pontiac arrived out with the mid-motor Fiero, the battle continued. Chevrolet insisted that it could not encroach on Corvette territory, so the Fiero was limited to a 4-cylinder at intro and acquired a V6 correct in advance of it was dropped. The 2nd-technology Fiero, which I experienced the pleasure of observing, experienced “Corvette-killer” created all above it, but there was simply no way Chevrolet operatives were being heading to permit it to see the gentle of day, so they lobbied from it closely, and it hardly ever did.

The Pontiac story is really worth telling. And it’s not just since of the wonderful cars and trucks and nameplates like Bonneville, Catalina, Fiero, Firebird, Grand Prix, GTO and Le Mans. It’s because a bunch of maverick Legitimate Believers thumbed their noses at the corporate inertia that threatened to overrun GM at the time and dared to go up from an intramural corporate rival to supply some of the finest and most memorable equipment to occur out of Detroit. 

I had the pleasure of working on Pontiac marketing at D’Arcy MacManus & Masius from 1980-1985, and I will never neglect it. Even nevertheless the business enterprise was promptly altering and Pontiac was commencing to reduce its identification within just the GM corporate monolith, the spirit of the former ad greats that arrived ahead of me and my ad colleagues was as extreme, vivid and visceral as it could be. And we labored to make them happy every damn working day.

Is this a plea for GM to resurrect Pontiac? That is a difficult “no.” Pontiac existed in a fleeting instant in time and remaining its indelible mark on automotive background – never to be recurring, but never to be forgotten.

And which is the Substantial-Octane Truth of the matter for this week.

(Pontiac)

Editor’s Note: This is Peter’s well-known advertisement for the 1981 Pontiac Trans Am Turbo V-8. As Peter claims, “It was a distinctive time and a different period.” More true terms had been never spoken. -WG

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