 The Grand Prix's dash was...  The Grand Prix's dash was regarded as one of the industry's finest. Angled toward the driver to give the feel of an aircraft cockpit, the dash panel-and console lid, if so equipped-was trimmed in woodgrain appliqu. Real African crossfire mahogany was used in 1973, but warping issues lead to a simulated woodgrain decal for 1974. The woodgrain changed to a simulated rosewood appliqu in 1976. |
 Each Grand Prix's opera window...  Each Grand Prix's opera window received this painted monogram as an added touch of luxury. |
 Plush bucket seats were a...  Plush bucket seats were a Grand Prix trademark. But a bench seat and column-shifted automatic were standard equipment items for the Grand Prix J in 1976. |
 Hurst Hatches were first included...  Hurst Hatches were first included in the Golden Anniversary Grand Prix package before becoming a regular production Grand Prix option in midyear 1976. At an extra cost of $550, just over 5,200 buyers added this option to their Grand Prix that year. The option was again available in 1977, but now at an extra cost of $587. In all, 17,099 Grand Prixs received Hurst Hatches during the '77 model year. |
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In the May '06 issue, we discussed the Grand Prix's evolution from the Catalina platform in 1962 to its own for 1969. The new G-body Grand Prix boasted of fresh body styling highlighted by strong Duesenberg-like overtones. Sales rose sharply for 1969, but economic down time and a UAW strike in the following two years negatively affected new car deliveries. Once the strike ended and the economy recovered, Grand Prix sales skyrocketed.
Last month, we spoke with a Hurst insider and learned about the company's chapter in Grand Prix history with the SSJ package. It was combined mostly with either a white or black exterior and incorporated gold accents that beautifully set off the Grand Prix's styling highlights. We also learned that some dealers even went as far as cloning the SSJ package.
In this, the conclusion of our three-part story, we will follow the Grand Prix from 1973 to 1977. Its continued success will be charted during that era, along with some significant changes that made the Grand Prix's price much more competitive with similar models offered by other manufacturers. We will again discuss the drivetrain combinations, unique options, and production totals. So follow along as we close the chapter on this portion of Grand Prix history.
1973
The '73 model year sparked a new era for the Grand Prix. A revised body style was initially slated for 1972, but because of the UAW strike that occurred at the beginning of the 1971 model year, its introduction was delayed a full year. The exter-ior and interior were completely redesigned, but the overall theme was a modern expansion of the Grand Prix styling that was introduced in 1969.
Its exterior featured new-but-similar front and rearend treatments. The roofline had the new colonnade, six-window styling, and the stationery quarter-windows even contained small Grand Prix monograms for an added touch. Interior features included bucket seats with horse-collar styling and real crossfire mahogany woodgrain on the instrument panel and center console lid. Suspension changes were minimal, but the wheelbase was shortened to 112 inches, and 15-inch wheels and tires became standard equipment items.
Excitement wasn't just limited to styling-there was big news under the hood, as well. Although EGR was added, and the same basic 400 and 455 four-barrel engines were carried over from 1972, the most exciting engine option was the 310hp Super Duty 455 that was to be available for an additional $578 on the Model J and $521 on the Model SJ. However, as we learned in "SD Inquiry" in the May '05 issue, certification delays ulti-mately led to its revised horsepower rating of 290, and cancellation on all models but the Firebird Formula and Trans Am when it was finally released. Thus no SD-455-powered Grand Prixs were ever factory produced.
The SJ package contained many of the same components used in previous years, such as a 455 four-barrel engine, Rally gauges, body-colored outside mirrors, vinyl accent stripes, the Delco X battery, and special SJ identification. But the K65 Unitized Ignition-which was an extra cost option with the SJ package in 1972-was now included. So was Radial Tuned Suspension, which consisted of 15-inch radial-tires and specific suspension components designed to aid in exploiting the tire's attributes. Package cost ranged from $294 to $379 depending upon subsequent options.
Another unique Grand Prix option that was cancelled before reaching production was PE2 Custom Color Honeycomb Wheels. According to sales literature, this extra cost option of $71-$119 included white- or burgundy-painted Honeycombs that matched the exterior color. However, several 1973 Car Distribution Bulletins printed sporadic-ally throughout the year indicate that its status was "Hold." Finally on February 7, 1973, CDB 73-39 was issued announcing its immediate cancellation. Pontiac production records indicate that just one vehicle was produced with this option-which was likely an engineering or press car.
The redesigned '73 Grand Prix was a major hit with the public, and magazine writers raved about its new styling. Undoubtedly the Grand Prix's success was partially responsible in allowing Pontiac to regain the position of the third largest auto manufacturer that year, with nearly 920,000 vehicles produced-and the Grand Prix accounted for 153,899 of those. Grand Prix Model J production totaled 133,150, and of those, 9,812 received the 455 four-barrel engine at an extra cost of $57. The remaining 20,749 were Model SJs.
1974
The '74 model year saw few changes from the previous record-selling year. Exterior enhancements were limited to larger front and rear chrome bumpers, and revised grille and taillight treatments. The rear license plate was repositioned above the bumper, requiring a slightly revised decklid. Interior selection remained virtually identical, but the crossfire mahogany woodgrain on the instrument panel and center console lid was replaced by simulated woodgrain decals.
No changes were made to the drivetrain combinations-the 400 four-barrel was still standard on the Grand Prix Model J, and the 455 four-barrel included was in the SJ package and optional on the Model J, and the Turbo 400 was the only transmission available. Beginning in May 1974, the High Energy Ignition system replaced the Unitized and points-type distributors in all 400 and 455 applications in every Pontiac model line including the Grand Prix. Offering more con-sistent spark output, production records indicate that approximately 30,000 '74 Grand Prixs had a factory-installed HEI.