Читать книгу 1964 Pontiac GTO - David Bonaskiewich - Страница 8
ОглавлениеPontiacs, such as this striking 1961 Bonneville, were built on the success of the highly acclaimed 1959 Wide Track models. The combination of style, luxury, and performance became a hallmark for Pontiac Motor Division throughout the 1960s, 1970s, and beyond.
The full-size Pontiacs of the late 1950s and early 1960s played an indirect but important role in the GTO’s development. The Catalina, Ventura, Bonneville, and later, the Grand Prix, were available with high-performance engine, transmission, and rear-end combinations. These iconic machines were instrumental in crafting Pontiac’s performance image at a crucial time when the fate of the brand was uncertain.
Famed Pontiac ad man Jim Wangers recalls, “Pontiac had a great product but didn’t realize how good it was. They had a nice, simple overhead-valve V-8 with a lot of torque. The 316-ci engine was okay, but it was easy for people to write off. With the 347 debuting in 1957, the cars took a giant step forward, and people started noticing.” Sales began to rise, and Pontiac increased its involvement in various types of motorsports. In fact, many of these large B-Body cars could be found blasting down quarter-mile dragstrips or competing in stock-car races, dominating the competition with Pontiac power.
In 1957, Cotton Owens recorded Pontiac’s first win in stock-car racing on the beach course at Daytona. A few years later, legendary NASCAR driver Fireball Roberts won both races at Daytona International Speedway in 1962, driving his famous black and gold Pontiac, tuned by notable mechanic Smokey Yunick. It was the beginning of a very exciting and prosperous era for Pontiac Motor Division.
The engine that eventually became synonymous with the 1964 GTO, the 389-ci Tri-Power, was first introduced in 1959 and proved to be popular with new-car buyers seeking to inject some excitement into their driving experience. The all-new 1959 Pontiacs were completely restyled and well received by automotive critics and the general public alike. The engine remained available through the 1966 model year, when it was replaced with the 400-ci engine in 1967, and the Tri-Power induction system was discontinued.
Full-size Pontiacs from the early 1960s were high performing and attractive. Models such as the 1962 Grand Prix could be viewed as inspiration for the 1964 Tempest, LeMans, and GTO. Jet black with gold accents, this Grand Prix is a Fireball Roberts tribute car and packs the additional punch of a 421 Super Duty engine and 4-speed transmission.
Many of the 1964 GTO’s styling cues arose from the 1962 full-size Pontiacs, particularly the Grand Prix. Clean, sharp body lines, four horizontal headlights, and the restrained use of exterior chrome trim contributed to an overall masculine profile, themes that were all visible in the GTO’s first year of production.
For 1964, full-size Pontiacs and smaller midsize units, such as the GTO, were given similar attention in terms of available performance combinations. Numerous high-output engine options could be ordered in the Grand Prix, Catalina, and Bonneville, culminating with the 421 H.O. This mill displayed a hefty 370 hp and 460 ft-lbs of torque, and the GTO could be had with the 389 Tri-Power, which boasted 348 hp and 428 ft-lbs of axle-twisting torque. Although horsepower numbers crept up a bit in 1965, the focus of the large B-Body cars gravitated toward luxury rather than performance, and thanks to an innovative and aggressive marketing campaign, the GTO rapidly became known as Pontiac’s high-performance model.
It is widely known that the GTO used the midsize 1964 Pontiac Tempest as a foundation. However, to fully appreciate its design, performance, and lasting influence, we must trace its true origin to the 1961 Tempest, a compact and intriguing entry-level automobile.
Conceptualized by John DeLorean, and very innovative for the time, this low-priced Pontiac featured a front engine and rear-mounted transaxle, eliminating the transmission “hump” in the floorpan and increasing passenger legroom. In addition, this format resulted in near-perfect weight distribution. Power was transmitted via a flexible driveshaft housed within a separate tunnel called a torque tube, differentiating it from the otherwise similar Oldsmobile F-85 and Buick Special, each of which displayed a conventional front-mounted engine and transmission. Foregoing a traditional perimeter frame, these three models were built with unibody construction, primarily for greater cost and weight savings.
The 1964 Tempest was the perfect platform for Pontiac to build its new supercar, the GTO, setting the stage for the American muscle car phenomenon. This Marimba Red 1964 Tempest Custom features the 215-ci inline 6-cylinder engine.
Pontiac’s highly innovative engineers focused on differentiating the early Tempests from GM’s other compact offerings in terms of both mechanics and aesthetics. Today, the 1961 and 1962 Pontiac Tempests are quite rare and thereby coveted by many automotive collectors. This 1962 Tempest LeMans convertible would be a valued addition to any Pontiac enthusiast’s garage.
At first glance, the 195-ci 4-cylinder could easily be mistaken for a V-8 engine, and in fact, it was exactly half of one. This represented yet another example of Pontiac’s resourcefulness in providing a quality product while keeping production costs to a minimum.
In addition to upgraded interior appointments, the Tempest LeMans featured distinctive badging and could be ordered with full wheel covers. The large 15-inch wheels were unique within GM’s compact lineup; other divisions used the more common 14-inch size.
Power for the early Tempests came from a 195-ci inline 4-cylinder. Known as the “Trophy 4,” the engine was derived from the passenger-side cylinder bank of the popular 389 V-8, allowing Pontiac to minimize manufacturing expenses. Three versions were available: a low-compression 1-barrel carburetor rated at 110 hp, a high-compression 1-barrel at 140 hp, and a high-compression 4-barrel pumping out 155 hp.
An interesting option for the 1961 and 1962 Tempest was the availability of the 215-ci Buick aluminum V-8. Installed in approximately 1 percent of Tempests, this small engine produced 155 hp and 220 ft-lbs of torque. With its many unique characteristics, the 1961 Pontiac Tempest rightfully earned the Motor Trend Car of the Year award.
The Pontiac Tempest and LeMans were completely restyled for 1963. The optional 326-ci engine replaced the 215-ci Buick V-8 that could be ordered in the 1961 and 1962 models. The 326-ci shared the same stroke as the larger 389-ci, with a smaller bore of 3.78 inches, and after 1963, 3.72 inches. (Photo Courtesy Dan Jefkins)
In late 1961, the Tempest LeMans model was introduced as an alternative to the sparsely equipped Tempest. Essentially a trim package, it consisted of front bucket seats in place of the more conventional bench seat found in the Tempest and could be ordered for the two-door coupe and convertible models. By 1962, the Tempest was available in a full array of configurations: convertible, two-door coupe, four-door sedan, and four-door station wagon.
The 1963 models still rode on the same 112-inch wheelbase as the 1961 and 1962 units but wore completely new sheet metal and gained about 5 inches in overall length. Advertised as a “Senior Compact,” the 1963 Tempest could now be optioned with a powerful 326-ci V-8 engine, producing 260 hp and 352 ft-lbs of torque, and a stronger transaxle was developed to accommodate its power. The 326-ci proved to be a popular choice in 1963, with more than half of all LeMans units using this engine. Although the actual displacement was 336 ci, it was advertised as 326 to remain below the 330-ci limit for GM compact cars.
The 1964 Pontiac Tempest was available in various trim levels: a base model, the Tempest Custom, and the Tempest LeMans. This Tempest Custom features a vinyl top and full wheel covers.
A close relative to the Chevrolet 230 inline 6-cylinder engine, the 215-ci was unique to Pontiac Motor Division. A reliable powerplant, it was produced in 1964 and 1965, until it was replaced with the innovative overhead-cam engine in 1966.
The 1963 Tempest and LeMans clearly conveyed a transition from the smaller, economy-based 1961–1962 models to the larger 1964 models and foreshadowed what became one of the most significant cars in the history of Pontiac Motor Division.
The 1964 model year brought about major changes for the Tempest and LeMans. No longer a compact, the unibody construction was replaced with a full-perimeter frame and the wheelbase increased to 115 inches, with an overall length of 203 inches. A completely redesigned exterior gave the Tempest and LeMans a more chiseled and muscular aesthetic. Now designated as the A-Body, it shared the same chassis as the Buick Skylark, Oldsmobile Cutlass, and Chevrolet Chevelle and featured a more conventional front-mounted engine and transmission.
The owner of this 1964 Tempest custom still possesses the original owner’s manual with a note reading, “Chassis lubricated every 12,000 miles if Pontiac grease is used. Other grease, every 6,000 miles.” Also shown is the IDENT-O-PLATE, a small metal plate containing pertinent information specific to the car used at the dealer for warranty claims.
A 215-ci inline 6-cylinder producing 140 hp replaced the 195-ci 4-cylinder as the base engine. Although the popular 326-ci V-8 remained in the lineup, its bore was reduced to 3.71875 inches, which resulted in a true displacement of 326 ci.
In 1964, Pontiac Motor Division offered three separate models for its A-Body lineup: 20-Series Tempest, 21-Series Tempest Custom, and 22-Series Tempest LeMans. The LeMans package included a Deluxe steering wheel, partially carpeted door panels, additional cabin lighting, and bucket seats. Sales figures were very strong, with 202,676 combined units produced, including the Tempest, Tempest Custom, and Tempest LeMans, excluding the GTO.
BUNKIE KNUDSEN AND JOHN DELOREAN
In the mid-1950s, Pontiac was building dependable, yet underwhelming vehicles, resulting in a sixth-place market position. This brought about rumors that Pontiac could be absorbed by the more successful Oldsmobile brand. However, with a new management team and a fresh, exciting perspective, Pontiac soon produced some of America’s most legendary and sought-after automobiles.
Bunkie Knudsen and his team were making a deliberate effort to move away from large, Indian-themed ornamentation such as this. In addition, one of Knudsen’s first decisions at Pontiac was to remove the Silver Streak trim that adorned countless Pontiacs from the 1940s and 1950s.
Semon “Bunkie” Knudsen was born October 2, 1912, in Buffalo, New York. The son of former GM president William S. Knudsen, Bunkie had an interest in automobiles from an early age, even assembling his first car from components his father had given him as a test of his abilities. Knudsen accepted and completed this and many other challenges, eventually graduating from the Massachusetts Institute of Technology in 1936. After graduation, he found employment with local machine shops before landing at General Motors in 1939 as a tool engineer.
The 1959 models were the first of the “Wide-Track” Pontiacs. In addition to performance benefits, the wider width offered Pontiac a unique focus for its new marketing strategy. Renowned artists Art Fitzpatrick and Van Kaufman created many of Pontiac’s advertisements from the Wide-Track era, tastefully exaggerating the low, wide appearance. (Photo Courtesy Don Keefe)
Along with a dramatic new body, cabins of the 1959 Pontiacs were also restyled. The Bonneville represented the top trim level for Pontiac, displaying a timeless elegance that further enhanced the brand’s new direction. (Photo Courtesy Don Keefe)
Semon “Bunkie” Knudsen proudly poses with two 1961 Pontiacs. Knudsen, along with Pete Estes and John DeLorean, transformed Pontiac into a performance brand and set the stage for the arrival of the 1964 GTO. (Photo Courtesy GM Media Archive)
JOHN DELOREAN
The storied life of John Zachary DeLorean began January 6, 1925, in the Motor City: Detroit, Michigan. DeLorean’s father, Zachary, was a Romanian immigrant who worked for Ford Motor Company, and his mother, Kathryn, worked for General Electric. Although financially stable, at least by Depression-era standards, the DeLorean household was a turbulent one, and the couple eventually divorced in 1942.
Despite considerable challenges at home, John was an exceptional student, earning a scholarship to the Lawrence Institute of Technology. However, because of World War II, his education was put on hold, and in 1943 he was drafted into the military, serving three years in the U.S. Army. Upon returning home, he resumed his collegiate pursuits and graduated in 1948 with a degree in industrial engineering. At the behest of John’s uncle, Earl Pribak, DeLorean entered the Chrysler Institute of Engineering and graduated in 1952 with a degree in automotive engineering. He was briefly employed by Chrysler before accepting a position at Packard Motor Company, where he worked alongside Forest McFarland, refining his engineering and design skills.
By 1956, John DeLorean was already a valuable commodity and accepted a position at Pontiac as an assistant to general manager Bunkie Knudsen and chief engineer Pete Estes. DeLorean said, “I was offered jobs in five different divisions of General Motors and eventually decided on Pontiac. The main reason for my decision was the general manager of the division, Semon E. ‘Bunkie’ Knudsen.”
DeLorean rose quickly through the ranks, advancing to chief engineer at Pontiac in 1961. Due in part to the major success of the 1964 GTO, he was then appointed general manager of Pontiac Motor Division in 1965 at age 40, the youngest person to hold such a title. Some of DeLorean’s other Pontiac achievements included the 1967 Firebird and the beautifully redesigned 1969 Grand Prix. The restyled Grand Prix was a major success, selling 112,486 units compared to the 1968 model, which sold a dismal 37,711 copies. DeLorean was later moved to the Chevrolet division in 1969, where he had success with the Monte Carlo and Camaro. However, it wasn’t long before DeLorean’s renegade mentality clashed with members of GM’s upper management, and he left the company in 1973. After his career at General Motors, he is remembered primarily for his namesake car, the DeLorean DMC-12.
A gifted man with a flair for style, John DeLorean was perhaps the most instrumental figure in the development of the 1964 Pontiac GTO. His passion for the brand, combined with his engineering experience and creativity, led him to become one of the most influential men in the history of General Motors. (Photo Courtesy GM Media Archive)
In 1956, Knudsen became the youngest general manager in GM history when he was promoted to head of Pontiac at age 43. With Pontiac on the verge of extinction, Knudsen was assigned the task of improving sales. He recruited the talents of Pete Estes from the Oldsmobile division as chief engineer and John DeLorean, from Packard, as director of advanced design. It’s not an overstatement that the creative thinking, hard work, and enthusiasm of Knudsen, Estes, and DeLorean saved Pontiac from a much earlier demise than the brand ultimately experienced in 2010.
At the Automobile Manufacturers Association meeting in June 1957, Harlow Curtice, then-president of General Motors, considered a voluntary ban on factory racing involvement. This was due in part to the tragedy at the 1955 24 Hours of Le Mans race, where a car piloted by Pierre Levegh careened into the stands, killing more than 80 people and injuring dozens more. Curtice reasoned that this self-imposed measure would prevent the U.S. government from issuing a stricter mandatory ban. Some automakers adhered closely to the new racing policy, but Knudsen, needing every advantage if he were to resuscitate Pontiac, ultimately chose to go racing.
With the trio of Knudsen, Estes, and DeLorean now firmly established, Pontiac focused its attention on younger car buyers who were looking for something new and exciting. Knudsen once said, “You can sell a young man’s car to an old man, but you can’t sell an old man’s car to a young man.” Knudsen and his youthful colleagues’ first major accomplishments were the 1959 Wide-Track Pontiacs, which were a radical departure from the 1957 and 1958 models. This complete redesign included all-new sheet metal, and it was edgier and more streamlined than ever before. It also introduced the now-iconic split grill design featured on every Pontiac except the 1960 models. The 1959 “Wide-Tracks” got their name because the wheels were brought outward about 5 inches, a design sparked by Charles M. Jordan. The change resulted in a more aggressive appearance and an automobile that handled much better than its predecessors.
A striking automobile from all angles, the 1959 Pontiac helped the brand break away from its previous workaday image. Robust sales figures for the 1959 models proved that Bunkie Knudsen and his team were leading Pontiac Motor Division into an exciting new era. (Photo Courtesy Tony Claypool)
In an interview for High Performance Pontiac magazine with respected Pontiac journalist, Thomas A. DeMauro, Knudsen remembers, “The 1959 model was new from the ground up and had an entirely different look. It was wider, longer, and sleeker. The chassis was completely new, used an updated rear suspension system, and was much better suited to racing than the previous model.” The 1959s were well received, earning the Motor Trend Car of the Year award and fueling sales growth of more than 56 percent.
Despite the voluntary 1957 AMA racing ban, Knudsen was able to maintain Pontiac’s strong presence at NASCAR and drag race venues across the country. Racing legends Smokey Yunick, Fireball Roberts, Mickey Thompson, and many others took Pontiacs to the winner’s circle and helped shed the old Pontiac image. With a performance reputation now steadily growing, new-car sales continued to increase, propelling Pontiac to third place in overall sales in 1962, behind only Chevrolet and Ford.
In recognition of his proven success at Pontiac, Bunkie Knudsen was promoted to general manager of Chevrolet in 1961, while Pete Estes assumed that role for Pontiac, and John DeLorean moved to chief engineer at 36 years old, the youngest person to hold that position. Although Knudsen did a tremendous job of crafting Pontiac into a well-respected performance brand, his direct involvement with the GTO extended only to the hiring of DeLorean, Estes, and a few other key people.
INCEPTION, DESIGN AND CREATION OF THE GTO
In addition to the 1957 Automobile Manufacturer Association’s ban on racing, General Motors instituted its own prohibition on motorsports in 1963. By that time, Pontiac was highly involved in both NASCAR and drag race competition; the 1963 ban necessitated a new strategy if Pontiac were to remain a performance-oriented brand. Pete Estes and John DeLorean devised a new approach: street performance.
The handsome, redesigned exterior of the 1964 Tempests, combined with Pontiac’s decision to return to the front-mounted engine and transmission layout, proved to be wise, selling 235,126 (GTOs included) units in 1964, compared with 131,490 in 1963. The 326-ci V-8 was a solid performer, with the 2-barrel engine producing 250 hp and the 4-barrel 326 H.O. boasting 280 hp.
With attention now focused on automobiles built for youthful, thrill-seeking car buyers, it didn’t take long for Pontiac’s young management team to once again push the envelope for what could be accomplished within the confines of the strict upper management rules and regulations of General Motors.
Pontiac had officially withdrawn from racing in 1963, but John DeLorean and his team wanted to continue building upon the performance image that the brand cultivated under Bunkie Knudsen. The 1964 GTO filled a crucial role within the division and brought Pontiac performance to the streets.
BILL COLLINS AND RUSSELL GEE
The Pontiac GTO almost certainly would not have existed without the contributions of both Bill Collins and Russell Gee; the ideas and technical expertise of Bill (a chassis engineer) and Russell (an engine specialist) were integral in the development of the car.
Bill Collins
Bill Collins’ affinity for automobiles began at a very early age. His father was a mechanic at a Ford dealership and Bill remembers, “When I was a little kid, he would take me down there on Saturdays. I think that’s where my interest in cars began.” Bill later attained his mechanical engineering degree from Lehigh University in Bethlehem, Pennsylvania, and began his career at Pontiac Motor Division soon thereafter. He tested acceleration and fuel economy on the “new for 1955” V-8 engines before serving two years in the U.S. Army.
Upon returning to General Motors in 1958, Bill Collins recalls, “The difference between Pontiac in 1954 and 1958 was monumental. George Delaney was in charge of Pontiac in 1954 and he was very old-school and kind of set in his ways, while Pete Estes was much more current and performance oriented.” Collins was in charge of designing and testing the transaxles for the 1961 Tempest, later developing upgrades for the units that were required to handle the power of the stout 421 Super Duty engines that were installed in 14 1963 Tempests.
Bill Collins was instrumental in developing the 1963 Pontiac Tempest Super Duty cars, wherein driveline components were strengthened to withstand racing conditions. This menacing example pays homage to those legendary machines. (Photo Courtesy Dan Jefkins)
This 1963 Ferrari 250 GTO is similar to the cars that many automotive and racing experts believed would dominate the 1963 Challenge Cup race in Daytona Beach, Florida. However, thanks in part to Bill Collins, the number-50 Pontiac Tempest, driven by Paul Goldsmith, proved to be the dominant car at the track on that historic day.
Most of these Tempests were drag race cars, but one was modified for circle track usage. Collins recalls, “I was very involved with the 1963 Super Duty Tempests and the famous race at Daytona that included two Ferrari GTOs. The GM racing ban in 1963 eventually killed that series for us.”
That “famous race” was the Daytona 250-mile Challenge Cup, and the 1963 Tempest driven by Paul Goldsmith not only lapped the Ferrari driven by David Piper, but finished first, a full 5 miles ahead of second-place finisher, A. J. Foyt. Famed NASCAR driver Fireball Roberts finished fourth, behind the wheel of a Ferrari GTO. The Goldsmith-piloted Tempest had a top speed of 163 mph and led 74 of the 100 laps.
Bill Collins was promoted to assistant chief engineer at Pontiac in 1967 and stayed with the company until 1974. In a recent phone interview, he said, “I actually suggested that Pontiac drop the GTO after the 1974 model. They went from the LeMans body style in 1973 to the Nova X-Body in 1974 as a way to further reduce costs. Sales departments were not performance oriented and just wanted to sell cars.”
Collins then went to work for John DeLorean, co-designing the iconic DMC-12 model. He later founded his own company, Vixen Motorhome, in 1981. Vixens are known as the “driver’s RV” and are well respected for their innovative design, including a low center of gravity, fuel-efficient engine, and the ability to be housed in a conventional garage.
Russell Gee
As an engine specialist, Russell Gee was another key component in the genesis of the 1964 GTO. In 1956, he was testing Pontiac’s V-8 engine for durability when Bunkie Knudsen and Pete Estes approached him. Their goal was to enter Pontiac in stock car racing, and they appointed Gee head of the program. Working with other engineers, Gee was able to vastly improve the car’s performance and increase power output from the 347 engine. These efforts were rewarded in the form of several NASCAR victories from 1957 to 1962.
With the external dimensions of the 389-ci engine the same as the 326-ci, installing the larger engine was a simple task for Pontiac engineers. Later, other GM brands followed the same formula of fitting large-displacement engines in midsize chassis. However, engines such as Chevrolet’s 396-ci big-block were physically much larger than the brand’s 283-ci and 327-ci small-blocks and required more effort for the installation.
With Gee now fluent in performance Pontiacs, he regularly accompanied John DeLorean and Bill Collins at the Pontiac (GM) testing facility. Staring at the 326 engine in a 1964 Tempest, Bill Collins said, “You know, John, it would take us about a half hour to stick a 389 in this thing.” With the external dimensions of the 326 and 389 being exactly the same, it was a simple task for the crew, and the new engine was installed and ready for next week’s session.
Collins says, “Russell Gee was in charge of the engine and machine shops, and he and his guys did the installation. Pontiac was very small in those days and all of us had ’overall car experience,’ not just one area of expertise, which was a big advantage.”
Gee stayed with Pontiac until 1979, when he accepted a position at Chevrolet as head of the racing and performance programs.
John DeLorean held regular brainstorming sessions with his top men at the GM Proving Grounds, a testing and tuning facility where he and engineers including Russell Gee and Bill Collins could try new ideas and concepts. Collins recalls, “When I made the suggestion of installing the 389 engine in the Tempest, my idea was to adapt the car for NASCAR competition, but John DeLorean and Jim Wangers took it in a completely different direction.” Although a 389 Tempest never materialized for NASCAR, Collins’ brilliant idea of installing a large engine in a midsize chassis soon had all other American manufacturers trying to keep pace with the Pontiac GTO.
Fun, spirited driving is part of what made the 1964 GTO so popular. John DeLorean knew that he had a winner when he had difficulty getting his own 1964 model back from friends after loaning it to them.
In his autobiography, DeLorean wrote, “I have always enjoyed driving high-powered, exciting cars. To put a little excitement in my drive back and forth to work, I had taken a Tempest, Pontiac’s compact car, and dumped a triple 2-barrel 389 in it, and added heavy-duty shocks, roll bars, and a Hurst shifter. The car was so much fun to drive that when I loaned it to friends, I could never get it back.”
Pete Estes loved the idea of a high-performing, midsize Pontiac and approved the idea without consulting upper management, fearing they would reject the concept. To get the 1964 GTO into production, it was marketed as a $295.90 option on the LeMans, rather than a separate model; unlike a completely new model, an option on an existing unit did not require approval from the conservative top-level management.
For their $295.90, adrenaline-seeking buyers received a 325-hp 389 engine topped with a single Carter AFB 4-barrel carburetor, dual exhaust, and 3.23 rear-end gears. A Hurst unit handled shifting on both the 3- and 4-speed manual transmissions. Tri-Power induction was optional and featured three 2-barrel carburetors. The Tri-Power was rated at 348 hp and boasted the added benefit of being visually impressive.
Even though John DeLorean and his team were enthusiastic about the GTO, others in the division weren’t as keen. DeLorean once said, “Frank Bridge, the sales manager, bet me a dinner that we wouldn’t sell 5,000 cars, but we ended up selling 31,000 that year.” Official sales figures are even higher: 32,450 Pontiac GTOs sold in 1964.
Royal Pontiac played a key role in the development of the GTO. The man behind Royal Pontiac was Asa Wilson Jr., nicknamed “Ace.” He was born into a wealthy family that made its money with a dairy farm. Sensing his son’s lack of interest in the family business, Asa Wilson Sr. bought Ace a Pontiac dealership in Royal Oak, Michigan.
The relationship between Pontiac Motor Division and the Royal Pontiac dealership can be traced to September 1959, when Jim Wangers approached Asa Wilson Jr. with the idea that his dealership would be a facility where Pontiac could market, sell, and install performance parts. Ace Wilson was more than receptive to the notion, and Wangers stated, “He was so enthusiastic about it, he went ballistic and would not let me out of his office until he signed a contract.” Located just 15 miles outside of Detroit, it was the perfect place to conduct a race-inspired business and has since become synonymous with Pontiac Performance.
