The 1961 to 1963 Tempest A Without a Counterpart

hen Pontiac’s Assistant Chief Engineer John Z. DeLorean addressed the Detroit Section of the Society of Automotive EWngineers on November 11, 1960, he told them about a radical, new small car that Pontiac was introducing. The name of the car was Tempest, and it featured a number of revolutionary technical break- throughs that he detailed for his audience. The title of his presentation was “Pontiac Tempest, a Car Without a Counterpart.”

B Y J A M E S M . L U IKE N S lanning for the Tempest had actually begun together by a unique, curved driveshaft. For their remember that GM had not manufactured a 4-cylinder several years earlier when , they chose to cut the highly-proven Pontiac equipped car since 1928. The last,volume American Pdecreed that its Buick, Olds, and Pontiac divi- 389 cid V8 engine in half, using the right bank of car to use a 4-cylinder engine prior to the Tempest was sions were going to develop a line of senior compact the V8 to create a new 194.5 cid 4-cylinder engine the 1931 Ford Model A, and the last American car with for the 1961 model year. While Buick and Olds that utilized many V8 components. It is important to a 4-cylinder engine, period, was the Henry J of 1954. It took a relatively safe path and broke no new ground beyond a small-displacement V8 engine constructed of aluminum by Buick, Pontiac chose to throw con- ventionality out the window and design a radical, new small car that stretched the boundaries of originality and technology in nearly every direction. The design brief for the new, small Pontiac was that the car had to be able to carry six people comfortably with their luggage, provide the ride and handling of a large car, deliver outstanding fuel economy with lively performance, and provide exceptional value with clean styling. While some of these attributes seemed to be at odds with each other, the Pontiac team, led by General Manager S.E. “Bunkie” Knudsen, Chief Engineer E.M. “Pete” Estes and Assistant Chief Above: Starting in 1910 Giuseppe Merosi headed design for Alfa and after the war for Alfa Romeo. Below: Engineer DeLorean, set to work. It would be hard to In 1921’s Targa Florio, Giuseppe Campari was third in this much-modified Type 40-60 Alfa Romeo. imagine another time in the history of General Motors when this much creativity and leadership was massed Above: The Tempest four-door was one of just two models available at introduction and handily outsold in one place at one time. the companion four- door model. The split grille styling theme, which Pontiac first introduced in 1959, was carried over to the Tempest models. Below: In order to highlight the new Tempest’s revolutionary Eventually, Pontiac settled on a front-engine car drive train, Pontiac released complete tech info, drawings, and photos of the new Tempest’s power train to the with a rear-wheel-drive that was to be tied media three weeks before they ever revealed the complete car.

was against this backdrop that Pontiac strode forward confidently with their plans. In addition to having the advantage of using a proven engine design, the new four offered many cost-saving advantages as well. Of the 44 major components that made up the new 4-cylinder engine, 28 were able to be carried over unmodified from the V8, five were modi- fied slightly, and only 11 were totally different. Pontiac would offer the 4-cylinder powerplant in five different guises from 110 to 155 hp depending on and carburetion selected. Interestingly, the 155 hpver- sion had more horsepower and greater torque than any production 4-cylinder in the world. In fact, it even had more horsepower than any American 6-cylinder engine available at the time as well. Equally unusual was the rear-mounted transaxle. Although other cars, including the Corvair, had a rear-mounted transaxle, they were rear-engined cars. No one had ever paired a front engine location with a rear transaxle. The transaxle was available in manual or automatic versions. The automatic was the most unusual, employing a split-torque principle. In low gear, all power went to the air-cooled torque converter, positioned behind the differential, and then to the transmission. In high gear, 55 percent of the power went to the torque converter and 45 percent went directly to the pinion gear. The split-torque principle offered greater efficiency while cutting power-wasting and gas-eating slippage. The overall result was improved downhill braking, a more solid feel at highway speeds, and a slight increase in mileage. Additionally, the varying ratio of the torque converter was still available for passing. As unique as the engine and transmission were, neither could hold a candle to the Tempest’s unusual, curved driveshaft. The “rope driveshaft” was so named because it sagged 10 3/4 degrees, or 3 inches, over its 7-foot length. The 3-inch curve of the shaft eliminated These 3/4 front and rear views show just what a clean and handsome styling job had been done on the the natural tendency of a long rod to whip and create Tempest Wagon. Nowhere does it give clue that something so completely unconventional is going on under its skin. The Tempest line grew in the spring of 1961 when a snappy two-door was added to the previously available four-door sedan and station wagon models. vibrations. The shaft rode in two ball bearings, which turned. Most amazing was its size. Automatic trans- as a whole, the revolutionary driveline delivered a were placed at the one-third and two-thirds positions mission cars got a 5/8-inch driveshaft, while manual number of benefits. It provided nearly 50/50 weight of the shaft, and was bolted to the engine with six transmission cars received a 3/4-inch version. Both distribution, depending on engine and transmission bolts, with a splined flange used at the rear. In order to sizes were referred to as “thumb-sized” and were choice, and reduced the traditional transmission hump accommodate this shaft, the engine had a downward much smaller than the typical 2 1/4-inch driveshafts to a tunnel that was a mere 2 inches high in the front tilt of 5 degrees to the rear, and the nose of the differ- of the day. Because the Tempest’s shafts were only seat and 3 1/2 inches high in the rear seat. ential had a similar downward forward tilt. Thanks to turning at engine rpm, they did not have to be larger in After creating such a unique driveline, all that was this arrangement, no u-joints were needed anywhere. size to accept multiplied engine torque that had gone left to do was test it and sell it. Some of the testing The shaft was placed in tension by arching it through gear multiplication in a transmission. was done in full-size Pontiacs with the driveline tucked slightly, thus making it able to absorb the torsional Forged from 8660 triple-alloy steel, the curved underneath. In fact, Pontiac was the most frequent user vibrations of the 4-cylinder engine. The amazing shaft driveshaft was then heat-treated and shot-peened as of the GM Proving Grounds during this period. By the also twisted up to 30 degrees, much like a torsion bar well as coated to provide protection from flying stones time the vehicle was ready for market, Pontiac engi- would. This aided in damping the 4-cylinder engine’s and debris. In all, 22 different steps were performed neers had amassed more than 2.6 million test miles to vibrations. In fact, during prototype testing, the drive- after forging the shaft and before its installation. The verify the dependability of its revolutionary driveline. shafts were ordered in pairs and identified as torsion shaft rode in a hollow, upside-down, u-shaped channel In one last test, a new Tempest Sedan and Wagon were bars. Pontiac’s hope was that this subterfuge would dis- that joined the front and rear ends. A flat, pressed-steel turned over to six teenagers, who drove them around guise what they were really creating. The ruse worked, strip was spot-welded to the bottom of the tube to the clock in a 107-day marathon from July 1 to Oct. 15, and several news outlets leaked that Pontiac’s new encase the driveshaft. 1960, covering all 48 contiguous U.S. States and seven small car would have torsion-bar suspension. It was this unique channel that allowed the Tempest Canadian provinces. The results were very encourag- The curved shaft raised the natural vibration fre- to ride down the same assembly line as big Pontiacs ing, with each car only needing minor services and no quency above the highest speed at which the shaft and not a custom assembly line like the Corvair. Taken service or repairs to the unique driveline at all. F.F. Kimpner, another GM executive, was very forth- right in his address to the SAE on the Tempest driveline. He said, “When a new device is offered in competition versus a well-tried and proven one, the burden of proof is on the newcomer. The newcomer must start at, or above, the level its competition has reached.” No less than Mercedes-Benz was so dubious that such a drive- shaft would work that it built its own version. Much to its disbelief, it worked just as well as Pontiac’s. To familiarize the public with its radical new driveline, Pontiac took a very unusual publicity tack. It released full information, including photos and drawings, of the driveline three weeks before it ever showed the whole vehicle. This, in effect, gave Pontiac a chance to tell its technical story on its own merits. Many magazines gave it extensive coverage, including the front cover that showed only a Tempest driveline. The car magazines were quick to weigh in with their opinions. John R. Bond, the legendary publisher of Road & Track, said, “While the approach is unique, the thinking behind it is sound.” Other magazines were equally as enthusiastic, with Motor Trend nam- Above: Pontiac Sales Manager E.M. “Pete” Estes was on hand as the first train load of the new Tempest ing the new Tempest as its 1961 Car of the Year. Motor left the factory in late spring 1961. Below: An attractive joined the Tempest line-up for the Trend summed up its coverage by saying the Tempest 1962 model year. It was available in two trim levels, including an upscale new model that featured bucket sets was one of the most intriguing cars ever built in the named Le Mans. United States. It was against this backdrop that the new Tempest hit the ground running on Nov. 3, 1960. Two body styles, a four-door sedan and a four-door station wagon, were available from the start of production, with both shar- ing the same 112-inch . A variety of trim and decor options, along with 15 single colors and 57 two-tone paint combinations, were available to dif- ferentiate the cars. Five different 4-cylinder Pontiac were available depending on the carburetion and transmission chosen. The new aluminum V8 from the was also offered with the same 155hp rating as the top 4-cylinder Pontiac engine, but few buyers chose it. In fact, a whopping 98 percent of Tempest buyers chose one of the revolutionary 4-cyl- inder engines for their new cars. Since so much was going on mechanically, Pontiac chose a simple, but classy, look for its new baby. For the 1962 auto show season Pontiac took their flip top car, which had been such a hit the previous year, and updated it to 1962 trim levels while retaining its jaw- dropping eye appeal.

62 Tom arrived more than two hours before the train and had time for a leisurely breakfast while he waited for the train, and his wife, to arrive. By the end of the 1961 model year, 100,783 Tempests had been sold in their debut year. More than 62,000 of these were four-door sedans, by far the most popular model. Overall, Pontiac held 6.3 percent of the U.S. car market. After all the activity of 1961, 1962 was a relatively quiet, but successful, year for Pontiac. Sales soared as April 1962 became Pontiac’s biggest sales month ever. It surpassed March 1955, the previous record-holder, and sales for the year were up 36 percent compared to 1961. On the Tempest front, another new body style was added as a two-door convertible joined the line in both Tempest and Le Mans versions. A bucket-seat- equipped Le Mans two-door coupe was added as well. Styling changes for the 1962 Tempest included a new, wider, split grille with a third, bright-metal grille section placed between the two existing grilles. Keeping with Pontiac tradition, it incorporated a v-shaped theme. At the rear, bolt-on, bright-metal fins gave a little more visual heft to the back of the vehicle. Sales grew to 110,690 with the coupes the new volume leader. In fact, the Le Mans two-door coupe led all Tempest models with sales of 39,662. Pontiac, thanks in part to Tempest, took over the number-three slot in The year 1962 proved a milestone for Pontiac as it produced its 8 millionth Pontiac and moved into number U.S. car sales, displacing Plymouth. three in the U.S. auto sales race. “Pete” Estes is shown affixing the historic plate to a Le Mans convertible. During 1962, Bunkie Knudsen moved to Chevrolet with Pete Estes being promoted to Pontiac’s general Sculptured body panels, a v-contour hood, and body- custom versions, unlike the sedan and wagon, which had manager and John Z. DeLorean replacing Estes as side creases backed up a traditional Pontiac split grille. only been offered in one version to that point. Po ntiac’s chief engineer. The model launch went well, and the groundbreaking Pontiac’s creative public relations head, Bob Suspension changes for 1962 led to slight modi- driveline was really a nonissue for most buyers. The Emerick, was in full flight as well. He suggested to fications of the suspension bushings, but basically Tempest was priced $217 less than the Buick and Olds Tom McCahill, the top auto reviewer-tester of the the radical driveline carried over unchanged from versions of GM’s senior compacts and $193 more day, “Why don’t you take a new Tempest and race the the previous year. Some horsepower ratings rose as a than the Corvair. It was also $535 cheaper than the New York Central’s 20th Century Limited [generally cam-and-lifter set raised the output of the lower-rated cheapest full-size Pontiac. regarded as the fastest passenger train in the East] from engines, while a new intake manifold raised the top Pontiac went all out for the New York Auto Show in Chicago to New York City?” Since this type of schtick 4-cylinder version’s horsepower from 155 to 166. The the spring. It prepared a special, flip-top-Tempest, four- was right up Uncle Tom’s alley, the race was on. After 4-cylinder’s horsepower ratings were now 110, 115, door sedan whose body rose upwards to clearly show kissing his wife goodbye and putting her on the train, 120, 140, and 166 respectively. Although few buyers the new driveline. They also debuted the Tempest Coupe Tom set sail for New York. Despite encountering chose it, the Buick aluminum V8 carried on, now and announced that it would be available in standard or severe fog throughout most of Ohio during the night, with 185 hp to better differentiate it from the top-rated

For comparison, here is a 1963 base model coupe with radio and whitewall tires but minimal trim. Note that it does not even have an outside mirror. The 1963 Tempest Deluxe four-door is much better equipped. It even features the new-for-’63 Pontiac 326 cid V8 engine.

4-cylinder Pontiac engine. the 4-cylinder versions continued basically unchanged mission featured full hydraulic operation in all gears, The year 1963 saw the first big overhaul of the from 1962 with the lowest-rated version now classified had a Park position, and provided quieter operation. Tempest since its introduction. The new models were at 115 hp and all other 4-cylinder horsepower ratings Other 1963 improvements included a bigger gas tank, 2 inches wider and 5 inches longer, with three of those remaining the same as 1962. a new dash gauge layout, a new rear suspension that inches added in the trunk. Styling changes included a To handle the increased horsepower and torque provided smoother handling, and the introduction of slight “Coke bottle” shape, a more angular roofline, of the 326 V8, a new driveshaft featured both an the Delcotron generator, which featured higher current more sharply creased side panels, wider wheel open- increased spline diameter and an increased number of output and no periodic maintenance. ings and, on some models, dual vertically stacked splines. The spline end of the shaft was induction hard- By 1964, all this was gone, replaced by a new, larger, taillights. Tempest sales fell from the record levels of ened, and all Tempests got the new shaft, not just those midsize Tempest that was thoroughly conventional in 1962, but Pontiac overall continued to hold onto the with the V8. For 1963, the rear differential was also every way. While the new car did spawn the GTO, it number-three position in the U.S. sales race. strengthened with larger bearings and bigger axles. never had the variety of thoughtful and creative engi- The big news for 1963 could be found under the Additionally, a new case and cover were designed to neering solutions that the earlier Tempests did. The hood, where an all-new Pontiac 326 cid engine, based provide additional stiffness for the rear differential. 1961-1963 Pontiac Tempests shall always stand as a on the 389 cid engine found in full-size Pontiacs, could Two different transmissions, one for the four cyl- tribute to what a dedicated and inspired group of indi- be ordered in a Tempest. Rated at 260 hp, it replaced inder and one for the 326 V8, were also new for 1963. viduals can accomplish when they have the resourc- the 215 cid, Buick, aluminum V8 that had been used The difference was the number of clutch plates and the es of the world’s largest automobile manufacturer during Tempest’s first two years of production. All of size of the torque converter. The new automatic trans- behind them. RACING TEMPESTS

he modern era of automaker involvement in auto racing began in 1960. Although the Tautomakers had dabbled in racing prior to that, Jim Wangers’ win at the 1960 National Hot Rod Association (NHRA) Nationals in a 389 cid kicked off an ever-increasing game of automaker racing one-upmanship. For 1961, Chevrolet responded most vigorously with a new 409 cid engine that was based on its existing 348 power plant, while Ford, Plymouth, and Dodge took lesser steps to join the horsepower race. For 1962, it was the Chrysler Corporation twins of Plymouth and Dodge that made the biggest gain with a new 413 cid engine that featured two carbu- Above: Pontiac gave the Tempest its first major overhaul for the 1963 model year. In addition to a bigger V8 retors. Pontiac increased its top engine size to 421 and stronger drive line the car was made two inches wider and five inches longer. This rear view really shows cubic inches and added an assortment of alumi- off the extra length of the 1963 Tempest. Below: The Le Mans Fleur-de-lis convertible show car was a star of num body parts in an effort to compete against the the 1963 auto show circuit. It featured a rich pearl mauve color scheme, both in and out, with red and black fleur-de-lis emblems on the seat backs. much lighter Mopars. Recognizing that the race was now on in ear- nest, Pontiac prepared a two-pronged attack for the 1963 season. As the heaviest of the combat- ants, it developed a “Swiss Cheese” Catalina that had lightening holes liberally drilled in its frame to go along with new aluminum body parts and a carry-over 421 engine. Recognizing that this still might not be enough to continue its winning ways against much lighter opponents, Pontiac also developed one of the wildest factory race cars ever created: the 421 SD drag Tempests. Mickey Thompson, on the West Coast, and Ray Nichels in the Midwest had begun experimenting the previous year by installing Pontiac’s 421 engine in a pair of Tempest Coupes. After much evalua- tion and encouraging results, Pontiac built six 1963 421 SD Tempest Le Mans Coupes and six 1963 421 SD Tempest Custom Station Wagons over the 1962 Christmas break. In an era of limited trac- tion, it was thought that the wagons might obtain better traction due to their additional weight over the rear end. These 12 cars then were distributed were also equipped with a manual clutch to leave reiterated its ban on factory-racing involvement, and to prominent Pontiac racers and racing dealerships the starting line. Once underway moving the lever, open racing involvement was temporarily suspended. around the country. automatic-style, changed gears. All told, two prototype Tempest Coupes, six produc- The 421 SD drag Tempests were all painted white Because Pontiac used a variation of the production tion Tempest Le Mans Coupes, and six production with blue interiors and featured Pontiac’s 421 SD dual- transaxle, the racers were limited to the most aggres- Tempest Custom Station Wagons were built. Four of quad engine along with bespoke aluminum body parts sive ratio available for the transaxle, a 3.90:1 ring-and- the original cars from that group of 14 vehicles have and an aluminum Harrison radiator modeled after the pinion gear set. Most racers reported that a dozen runs been located and restored to date. one used in the new 1963 Corvette. Most interestingly, were the most they could go before having to replace Although some of the drag Tempests were destroyed the drag Tempests carried the same rope driveshaft as the OEM ring-and-pinion gears. Despite that limita- in period racing or towing incidents, there are others the production Tempests. tion, the drag Tempests were wildly successful, so out there waiting to be found. In the rear, a new, 4-speed automatic transaxle, successful, in fact, that the Chrysler Corporation Scott Tiemann’s Supercar Specialties in Portland, made up of two 2-speed planetary gearboxes work- issued an edict that its Plymouth and Dodge factory- Michigan, has restored both a 421 SD coupe and station ing in tandem, was created, with one gearbox located supported racers were not permitted to match race the wagon. Special thanks to Scott for arranging a once- ahead of the differential and the other behind it. little Tempests. in-a-lifetime opportunity to photograph two of the Mixing and matching various gears from both boxes In January1963, not long after the drag Tempests had restored 421 SD drag Tempests together. gave the drag cars four forward speeds. These cars been built, the Automobile Manufacturers Association

Only six production 421 SD Tempest Coupes and six production 421 SD Tempest Station Wagons were ever produced and Michigan Pontiac specialist Scott Tiemann has restored one of each.

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