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Hemmings Motor News
"The Volkswagen problem," as the powers that be in Detroit probably saw it, was forcing American automakers to rethink their model lineups in the early 1960s. Small cars had never sold well or proved popular with buyers up to that point, but when the VW Beetle's popularity took off due to changing buyer demographics, it signaled a shift in convention; small and efficient were now just as good as large and opulent. Each American automaker responded with a compact in their own way: Ford and Plymouth sold their conventional front-engine/rear-drive Falcons and Valiants, Chevrolet went out on a limb with the air-cooled, rear-engined/rear-drive Corvair, and Pontiac combined a bit of both with their front-engine/rear-transaxle Tempest. Innovative mechanical designs, intriguingly detailed styling and pure Pontiac power combined to stir up the market and make the original 1961-1963 Tempest and Le Mans into critical (Motor Trend magazine's 1961 Car of the Year) and popular (over 375,500 sold) successes. Despite all their accolades, early Tempests are almost forgotten today, which makes them a fantastic choice as practical daily or weekend drivers, or easy restoration candidates for the home hobbyist.
Tempest redesign for 1963 added sharper styling and five inches in length.
HISTORY
By the late 1950s, Pontiac had earned a reputation within the General Motors family for being one of its most innovative divisions. Engineer John De Lorean and his project team had been working on a car with a rear-swing-axle four-wheel independent suspension since 1956, similar to what Mercedes-Benz was building. A result of that project was the development of a rear transaxle design. The desire to mate a rear-mounted transmission to a front engine led to De Lorean's idea, later patented, of the low-profile flexible driveshaft. These innovations were intended for the full-size 1959 line, but when Chevrolet's Corvair project got under way and Buick and Oldsmobile were slated to receive intermediates, Pontiac wanted a unique smaller car. GM wouldn't give Pontiac the budget to develop an entirely new car, so after the team demonstrated that a clever four-cylinder engine design worked, De Lorean and his engineers adapted their new powertrain design to the body of the Buick/Oldsmobile intermediates ("senior compacts"), which were already designed to carry the lightweight Buick-built 215-cu.in. aluminum V-8.
Hooded dash of 1961–’62 was altered in 1963.
The Tempest's flexible driveshaft, jokingly termed "rope-drive," was an 87.25-inch-long by .65-inch-diameter (with automatics) or 82.29-inch by .75-inch (with manual gearboxes) bar of forged SAE 8660 triple-alloy steel that was shot-peened, magnafluxed and coated with a flexible protectant. The shaft, located in a hollow box called a torque tube, arched just under three inches at its center, and it transmitted power to the rear transaxle like a torsion bar. The flexible shaft was designed with center bearings to absorb some of the vibrations inherent in the non-balance-shaft-equipped four-cylinder engines.
Pitched to the brass as an economy-minded car, the Tempest used the new slant-four that engineers derived from half of a Pontiac 389-cu.in. V-8. Not only was the resulting 194.5-cu.in. engine simple to produce, but it offered surprising power and torque. The base "Trophy Four," Pontiac's first-ever four-cylinder, used a single-barrel carburetor and offered 110- to 140-hp and 190- to 207-ft.-lbs. of torque, depending on the camshaft and compression ratio used. With an optional four-barrel carburetor, the engine made 155hp and an impressive 215 ft.-lbs. of torque. Our 1961 feature car, owned by Fred Claudio, features this optional four with a three-speed manual. The aforementioned aluminum V-8, shared with Oldsmobile and Buick, made 155hp and 220 ft.-lbs. of torque, but reports show that a mere 2,004 Tempests were built with this engine. All models used large, 15-inch wheels over small, four-wheel drum brakes.
Pontiac's advanced engineering was wrapped in nicely conservative sheetmetal. The Tempest shared its upper body and doors with its Buick and Oldsmobile siblings, but it differed in its front and rear treatments. A split-grille nose that harked back to Pontiac's 1959 style graced 1961 models, which were initially available as a sedan and station wagon; a pillared coupe with Custom trim was added late in the model year. All Tempests shared a distinctive side cove that started behind the front wheel and curved back to finish the rear wheel opening-deluxe chrome trim, à la 1958-'61 Corvette, finished the look. The interior featured a strip speedometer in a deeply hooded dashboard, and a bench seat and floor-shifted manual transmission were standard; buckets and a dashboard-mounted automatic transmission selector were optional.
194.5-inch slant-four is half a 389-inch V-8.
A new hood and grille treatment graced 1962 Tempests, which brought the split grilles together with a V-shaped center grille, the hood sloping down to meet them. Small chrome fin tips accented the rear fenders. A handsome convertible was offered for the first time, and sporting Le Mans trims could be had on the Custom sport coupe or convertible models. Under the hood, the four-barrel carburetor-equipped four-cylinder engine gained another 11hp and 2 ft.-lbs. of torque, and the aluminum V-8 was bumped to 185hp and 230 ft.-lbs of torque. A new four-speed manual transmission could be fitted to four-cylinder cars this year.
The greatest changes in appearance came in 1963, when the cars gained five inches in length and two inches in width. While rooflines were basically unaltered from previous years, noses got squarer versions of the twin grilles with eggcrate inserts, and body sides lost their sweeping coves, gaining a rear-quarter horizontal accent line. Peaked rear fenders added to the powerful stance, and rear styling varied between Tempest and the uplevel, now-separate Le Mans series; Tempests got two vertical circular taillamps, while Le Mans used single horizontal rectangle lenses that were joined by a ribbed stainless-steel strip. All 1963 dashboards had their strip speedometer replaced with four circular gauge openings (and an optional tachometer) to offer a sportier look and more driver information. The major engine change in 1963 was the V-8: the 215-cu.in. aluminum engine was supplanted by an advertised 326-cu.in. (actually 337 cubic inches) iron-block V-8. This small-bore engine made 260hp and 352 ft.-lbs. of torque and, despite this increased output, it remained joined to a strengthened rear transaxle via the torque tube. The front and rear suspension geometries were altered in 1963, and the previous rear A-frames were swapped for control arms in an attempt to tame the swing axle's oversteering tendencies. The result was a better car, although it lasted only one year; the Tempest/Le Mans would change again in 1964, becoming a conventional body-on-frame car with a significant option package called GTO.
DRIVING IMPRESSIONS
While the Tempest was considered a smallish "intermediate" upon introduction in 1961, its 112-cu.in. wheelbase and 189.3-cu.in. overall length combine with the standard bench seating and minor floor hump to make it roomy enough for six adults to sit relatively comfortably. Slim pillars and a large glass area offer excellent visibility, and instruments are readable. The early swing-axle rear suspension allows startling oversteer in emergency maneuvers, but the ride is nicely controlled, and the inherent 50/50 weight balance adds confidence. The four-barrel OHV slant-four is torquey, allowing manual cars with the 3.73:1 differential ratio to reach 60mph in 10.5 seconds; the performance of other four-cylinders is less impressive. Rare 1961-62 V-8 models, overwhelmingly equipped with automatics, offer similar performance to the strongest slant-four, and 1963 V-8-equipped versions are quick for their day.
MAINTENANCE/SUPPORT
This nearly forgotten automotive innovator has a small but devoted following; the Pontiac-Oakland Club International has a chapter devoted exclusively to 1961-1963 Tempest/Le Mans variants called the Little Indians. Their web site offers historical articles, member/car profiles and images, tech question support and more. While some Tempest body panels, seats and glass are shared with its Buick/Oldsmobile siblings, the very things that made the Pontiac unique are what make it a challenge to restore today-the slant-four engine, torque tube and transaxle require replacement parts that haven't been reproduced. Salvage yards and Pontiac swap meets are the best resources for nearly every body, trim and mechanical part, and Corvair specialists will find the Tempest's transaxle approachable. A chat with the Little Indians club will give prospective buyers the big picture on the small Pontiac.
CONSIDERATIONS
An unfortunate side effect of Pontiac's unusual engineering in these cars is that many unconventional mechanical parts have not been reproduced. Thousands of Tempests and Le Mans with problems like worn rear-axle or torque-shaft bearings, or transaxle problems were simply junked. Replacing torque tube bearings required special tools that most mechanics did not have. Some racers gutted original cars to install conventional high-performance engines, transmissions and driveshafts into the relatively lightweight senior compacts, which weigh slightly under 3,000 lbs. Like all 40-year-old cars, rust can be an issue: Check the front wheel wells, inner fenders and behind the rear wheels. These unit-bodied cars were very well built, and a number of parts cars survive.
DESIRABILITY
To those interested in their unique engineering and advanced features, regular Tempest sedans are a find, but convertibles and station wagons were built in the smallest numbers. The late-introduction 1961 coupes are extremely rare, and aluminum V-8-powered 1961 and 1962 cars are highly sought. Iron-block 1963 V-8s offer the best performance. Le Mans coupes and convertibles of any year get the most attention, but a four-barrel Tempest with bucket seats is nearly as sporty for less money.
VALUES
The Little Indians club estimates that roughly 600 1961-'63 Tempests and Le Mans are in road-worthy condition today, but more are available for restoration if interested buyers know where to look; a few appear in each month's Hemmings classifieds. Despite their decimated numbers, these small Pontiacs remain amazingly affordable: Restorable 1961-1963 cars start under $2,000, with nice cars averaging between $3,000 and $8,000 depending on year and model. Excellent cars bring between $6,000 and $12,000, with V-8 Le Mans convertibles near the top of the scale. All the engineering firsts Pontiac pioneered in the early 1960s were not wasted. A glance at the specifications for today's C5 Corvette or any front-engined Porsche sports car reveals some interesting items, including a torque tube and rear-mounted transaxle....
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Photo: Provided By Author
I had been into cars since childhood, so this was a magical job. I was part of a crew of six or seven that worked for tips, and we wore orange coverall uniforms so that we were easily seen at night. We routinely parked and returned more than 400 cars on a busy Saturday, with parties in the afternoon and then again at night, together with public dining.
Jockeying cars for position in shrinking lanes during return rush times made me a better and more precise driver. Another benefit was that I developed a higher appreciation for well-designed dashboards, budding smart controls, and quality upholstery. I preferred gauges to warning lamps, and I intensely disliked the flashing green and yellow dashboard fuel economy indicators that seemed unwelcome in luxury cars. The only way to make the annoying indicator stay green was to coast.
As a crew, we elbowed each other to park the hot imports, such as BMW’s 2002, Datsun’s Z variants, the first Honda Accords, Toyota Celicas, and less frequently, Volkswagen Sciroccos. These were all well-equipped, light, quick, and easy to park. It was also possible to shift them into higher gears for test drives by taking the long way around to the lower back lot. As far as I knew, none of us ever got a Porsche 911 out of second. Our boss knew the joyride risk, so we had to keep numbered dashboard tickets in sequence for assigned spaces that discouraged long drives around the property.
Photo: Hemmings Archives
I have many fond memories of the job. To start, the things people left in their vehicles were nothing short of amazing. There were open bills with private information in plain view, and mail of every other conceivable variety, as well as checkbooks, laundry, arts, and crafts in all stages of non-completion, sticky food wrappers, and other trash. I also quickly learned that a tip amount didn’t always correspond to the expense or condition of the car after one guest left a caged guinea pig in his 1967 Pontiac Le Mans when he arrived late for a wedding reception. Aside from needing to be washed and vacuumed, that car was quite fragrant. It was a dry day, so I lowered the side windows, and we took turns checking the pet as we ran to and from other vehicles. Later, the guest told me he was glad the party was over and was eager to reunite the guinea pig with his young daughter. Having noticed us checking on the pet, the car owner gave me the biggest tip I ever got to fetch a car.
Another unusual thing happened while parking a 1975 Buick LeSabre sedan. Two people got out and went inside for dinner and as I got in immediately noticed the aroma of freshly baked bagels emanating from two gigantic bags that took most of the rear seat, nearly reaching the headliner. After parking the car, I was spooked by a low voice from the far-right of the back seat that asked, “Howee doin’?” I had not seen the slight fellow partially hidden by one of the tall bags, and all I could ask was if he intended to go inside. He said he didn’t want a fancy dinner, just a nap. He offered bagels to the entire crew, which were delicious, and stayed in the car and slept for two hours.
Rare cars would roll up on occasion, including one almost everyone guessed was a Maserati, though I recognized it as a Facel Vega. The exhaust growl of the Chrysler Hemi V-8 was positively rhapsodic, and the grand tourer had polished wood throughout its interior. We parked it in a special spot on an outer aisle near the front door and overheard customers speculate what it was while waiting for their own cars. When the tweedy owner eventually came out, my boss, Ray, was determined to sound smart and amuse himself. He conspicuously and formally signaled, “Christopher, the Facel Vega, please.” Seeing where we placed his pride and joy, the owner gleamed. He may have enjoyed that moment more than his dinner.
Another story involved a regular customer’s Cadillac Seville during lunch hour, when Ray often let me work alone so he could get a break. Two County Sheriff’s detectives stopped to tell me they were looking for two inmates who had escaped from the local penitentiary wearing–what else–orange coveralls. They were last seen running on the neighboring golf course. Of course, we always left keys in the ignition of parked cars. The detectives asked how many cars remained from lunch, and whether I could account for each. To my dismay, the Cadillac (one of only three cars left in my charge) was gone! The owner was very classy when the detectives needed his license plate number and unselfishly said he was glad I had not run into the thieves. Luckily for me, the car was recovered unscratched at a nearby shopping center, but we never heard if the thieves were caught.
I rarely drove a car onto the open road, but one exception was a permanent resident’s 1976 Rolls Royce Silver Shadow. The luminous dark red sedan was overdue for its annual state inspection and the owner’s wife “volunteered” me to drive it to the inspection station in the next town. The engine was so quiet and vibration-free that I had to concentrate to hear it. The interior was beautifully appointed with the finest leather I had ever seen or touched. Intuitive controls were set in burled walnut. In my opinion the steering wheel was somewhat primitive and too hard for an ultra-luxury auto, but it was a minor nitpick since the car was a magic carpet. It literally floated when put in drive. As expected, there were no buzzes, squeaks, or rattles. It handled well and predictably with adequate road feel, despite its considerable weight. Power came immediately at the slightest touch, suggesting ample reserve, and the Rolls-Royce stopped on a dime.
Photo: Hemmings Archives
Admittedly, I was very nervous driving it, even when it seemed other drivers stayed out of the way once I reached a multi-lane avenue. The inspection station was in a not-so-nice area on a narrow, bumpy street, and being near closing time the station was busy. I had to get in a line that snaked around the block and all I could do was hope nobody hit the darn thing.
As I crawled to the entrance, the inspection staff was laughing and pointing at me, still wearing my orange coveralls: “Hey kid, how did you get out of jail and where did you get that car?” Fortunately, my uniform sported a company crest. Seeking mercy, I said it was the boss’ car. Then the Rolls failed its emissions test. Adding to the insult, the dented, oxidized Volkswagen Beetle behind me passed with flying colors. In those days, a sticker with a big red circle signifying failure was affixed to the windshield’s lower left corner. You couldn’t miss it.
I finally relaxed when I pulled the Silver Shadow into the familiar driveway without incident. To my surprise, the owner’s wife was happy to see that the car failed, because now she could get it tuned up without further debate. Apparently, her husband was always working and neglected his cars. We were reminded of that later when we had to jump the battery in his seldom-driven Jaguar XJ12. The next time I saw the Rolls it had a proper inspection sticker.
After parking cars for eighteen months, I transferred inside to become a bartender as my college days progressed. I missed handling the cars, but not enduring cold winter nights or donning those orange coveralls. Over the years I have almost always insisted on parking my own car, but when valet parking is unavoidable, particularly in a city, I tip in advance. It’s remarkable how a few dollars will often gain a spot close to the attendant’s booth, sometimes with a safety cone next to our car.
Photo by Matthew Litwin
Photo by Matthew Litwin
Race wins touted in national headlineswere not lost on manufacturers, so by the start of the 1956 season nearly every major domestic brandhad invested performance resources into NASCAR. Pontiac initially supported two teams: Jim Stephens (Stephens Pontiac), and A.L. Bumgarner (Brushy Mountain Motors). Each were armed with a new-for-1956 engine designed for racing: a 316.6-cu.in. V-8 fitted with dual Rochester four-barrel carburetors that, along with a high-performance camshaft, dual-point distributor, specialized valley cover, and 10:1 compression cylinder heads, conspired to produce 285 horsepower (in street trim, mind. It’s well-known that racers knew how to make more horsepower).
A Pontiac win looked favorable, beginning with the sixth race of the season at the Daytona Beach/Road race, where Stephens’ two-car effort - with Ed Kretz and Cotton Owens - qualified 3rd and 4th, while Junior Johnson, in Bumgarner’s Pontiac, qualified 26th in the 76-car field. None saw the checkered flag. Johnson crashed, and the Stephens effort was met with mechanical woes. It was a sign of things to come. Strong as Pontiac was, bad fortune and mechanical reliability were its Achilles’ heel. Pontiac attained just 17 top 10 finishes with a best of 3rd recorded by Pat Kirkwood in a Stephens’ Pontiac.
Going winless, coupled with poor street ability of the dual-quad 316.6 V-8, spurred Pontiac to develop Tri-Power and fuel-injected 347-cu.in. engines for 1957. They became instant hits on the track - the brand notched two wins prior to a June rule change that mandated a single four-barrel induction system - and on the street, leaving the dual-quad 316.6 a nearly forgotten footnote of Fifties factory performance.
Rare reminders, however, still exist, such as this bred-for-NASCAR 1956 Pontiac twin Rochester carburetor and intake manifold assembly spotted for sale at the 2023 AACA Eastern Fall Meet in Hershey, Pennsylvania. Also included as part of the $4,500 package price was the system’s specific air cleaner assembly, which looked similar that of Cadillac’s (the two reportedly would not interchange without modifications). Save for rebuilding the carburetors, it looked ready to install on a specific “HY” stamped block.
1956 Pontiac Dual four-barrel induction setup
ASKING PRICE:$4,500
FOUND AT: 2023 AACA EASTERN FALL MEET (HERSHEY, PENNSYLVANIA)
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