Produced by the Pontiac division of the General Motors Corporation, the Pontiac Grand Prix was first introduced as a full-size model in 1962. The term ‘Grand Prix’ has also been used to describe personal luxury cars and mid-sized cars. In its first year the car was basically a standard Pontiac Catalina coupe with little external chrome trim and sportier interiors. The cars could be beefed up with any of the options on the Pontiac performance option list and a handful were even fitted with the Super Duty 421 powertrain.
The Pontiac Grand Prix continued to do very well in the 1960s and its minimalist exterior trim was seen as a positive aspect. However, some considered it to be a lesser model than other personal luxury cars available at the time though the Grand Prix had a much stronger performance image than other cars in the same market at the time. Over the years the car was restyled somewhat and the rear window was made concave while the front made use of rather exclusive grillework. The interiors remained luxurious with as many bits and gadgets being fitted as was probably possible. Though the bucket seats that were fitted in the car were popular, consumers had the option of having a bench seat with folding armrests fitted as an alternative if they wanted to at no extra cost.
In 1969, the Grand Prix was once again re-styled. The new styling was based on a slightly longer version of the GM A platform. It was smaller, lighter and had its own body. Though it fell into the intermediate category, it enjoyed a whole new level of luxury and style. This downsizing was incredibly successful and the luxurious interior features a wraparound cockpit-styled instrument panel. It was also the first time that the Grand Prix featured a concealed radio antenna, a rear window defogger and side-impact beams. In 1988 the first Pontiac Grand Prix coupe became a reality. While the sedan version, which had emerged sometime earlier, had not been terribly successful, the coupe was immensely popular. The Pontiac Grand Prix has continued to undergo many interesting developments over the years. As of 2006 the Grand Prix was one of Pontiacs most popular vehicles in production, with 2008 being its last year of production.
This section of Autoracing.com delves into the wide world of automobiles, and explores the reasons why cars and trucks have become much more than simple tools of transportation.
- Sports Cars provides fresh insights as well as basic information on these exciting adrenaline-pumping vehicles. Find out how sports cars first came to be, and learn how they have evolved over the century that cars have traveled our highways and byways.
- Touring Cars introduces you to the world of touring car racing and explains what exactly a “touring car” is. What it isn’t, is the good ol’ Family Truckster from National Lampoon’s Vacation!
- Muscle Cars rips the lid off these rip-snortin’ tire squealing beasts and discusses the amazing transformation of classic muscle cars from bargain-basement big-engined stockers to megabuck machines that bring spectacularly high bids at high-powered car auctions.
- Off Road explores the off the beaten track world of four-wheel drive vehicles and SUVs. From rock crawlers to beach buggies, it’s all here in Off Road at Autoracing.com!
- Production Vehicles tells the story of the daily drivers we all use to commute to work and play. Perhaps surprisingly, they don’t have to be boring “plain janes”.
- Racing Manufacturers explores and explains the companies who produce some of the racecars we love to watch. What makes a NASCAR stock car different from an actual stock car? You could ask a racing manufacturer – or just browse our Racing Manufacturers page.
We’re sure you’ll find Autoracing.com’s Automobiles section interesting, informative, educational and entertaining. We love cars just as much as you do, and it shows! Come on over… you’ll enjoy the ride!
Although the British built the AC Cobra that came to the forefront in 1960, it wasn’t the first vehicle that combined the V8 engine with an aluminum body and a light European chassis, but it was most certainly the most famous. The later models with bigger engines were among the road vehicles sold, that performed the highest.
The AC Cobra 427, was produced in two forms. There was a commercial vehicle, that featured dual carburetors, an under exhaust, a glove box and a relatively tame engine. The other however, did not feature the practical glove box, but had a stripped interior, revised suspension and a completely different layout of its instruments. The latter, was built for racing, and had a one carburetor powerful engine, wide fenders, a roll bar and its exhausts were on the side. Carroll Shelby, producer of the AC Cobra’s, was left with many of the racing versions. Shelby renamed the vehicles to Cobra 427 SC (Super Competition) and sold them to the public. Today, the SC models are the most valuable vehicles to collectors, and sell for millions.
The production of the AC Cobra 427/428, started in 1964, with the building of the Cobra 427. It was the most powerful car that had entered production, and would become the legend that dreams were made of. The chassis and the suspension had to be redesigned for these cars, to be able to cope with the massive increase of power and other changes. It boasted a seven liter Ford V8 engine and in standard form, the vehicle was capable of 400bhp, which could be increased even further, for racing purposes.
A 428 engine was later used, but the power remained virtually the same. The legendary AC Cobra 427/428 would be written into the history books because of it unbelievable acceleration capabilities and handling characteristics that could make anyone’s hair stand up right! In 1965, Shelby sold the Cobra name to Ford. Many replicas of the AC Cobra 427/428 can still be seen today, and many car enthusiasts still dream of being behind the wheel of this powerful muscle car.
The sleek lines of the Mercury Comet had quite a few young gentlemen excited when it was first released by the Mercury division of the Ford Motor Company in 1960. The Comet was originally planned as an Edsel model which was developed along similar lines to the Ford Falcon, but with better trimmings and a slightly longer wheel base. It initially made use of the distinctive split grille that had become the Edsel trademark. When it was decided that the car would be marketed by Mercury instead, the Edsel grille was dropped in favor of a Mercury grille though the elliptical taillights and instrument cluster and dashboard knobs were kept for the first-year model.
Initially the changes in design and marketing strategy meant that it was difficult to classify the car properly. With its stretched 14″ Ford Falcon platform and 114″ wheelbase, it was neither a compact car nor an intermediate-sized car for the duration of the seventeen years that the Comet was produced. However Mercury eventually decided to market it as a compact car. Initially the Comet was not marketed as a Mercury, but simply as a ‘Comet’. It was available in 2 & 4 door sedans and 2 & 4 door wagons. It only officially became part of the Mercury line in 1962 when it was first marketed with the Mercury badge. There was also a ‘sport’ version of the Comet – the S-22 – which was available between 1961 and 1963. The S-22 was much the same as the regular 2-door Comets, but it featured an S-22 badge, bucket seats, a centre console, a stainless spoked steering wheel and stainless full wheel covers, amongst other things.
The Comets produced between 1960 and 1963 have a somewhat rounder shape. The initial Comets that were made between 1960 and 1961 had rather unique large, slanted taillights. Car owners could choose between a 3-speed manual or a 2-speed automatic transmission. To counter complaints about the resulting low performance of the 144 ci engine, a 170 ct with a 4-speed manual gearbox was released in 1961. In the car’s first year as an official Mercury car, some minor re-styling removed the ‘cat eye’ taillights and gave the car a sleeker look. The 1963 model was able to accomodate a V-8 engine and was also available as a convertible. The car went through quite a few more changes over subsequent years, but proved in its day to be a most noteworthy muscle car.
The AMC Javelin is classified as a “pony car” and is a rival to the Ford Mustang and the Chevrolet Camaro, which were a similar make of car in that era. The American Motors Corporation built the AMC Javelin between 1968 and 1974.
AMC debuted the Javelin in 1968, a full production version of the AMX prototype that had being taken around the USA two years before it was released. This version of the car came with a variety of AMC engines starting with the economical 232 cubic inch straight-6 through to the V8s, which included the 343 cubic inch, V8 and many other features that went with the car.
The AMX 390 engine was offered as a Javelin option in 1969 and came with “Big Bad” paint and an interesting roof spoiler. AMC supported the Javelins and the AMX with an array of dealer installed performance accessories. The Road and Track described the Javelin favorably when it was first introduced in 1968. They felt that the smaller engine was an asset to the light vehicle and the interior styling was “pleasant” but not exciting and the non-power steering and disc/drum brakes were given poor marks.
In 1971 the Javelin was given a new look and incorporated many of the elements that had been wanted earlier on, so that they could race the car in the Trans-Am circuits. The roof spoiler became essential to the car; it was adapted to be able to accept wide racing tires and an array of engines and transmissions was offered. Unlike the Hornet, which was a study in symmetry the interior of the Javelin was non-symmetrical and every part of the car was unique to its position.
The Pierre Cardin interior was unusual and imaginative having a stripe pattern that ran from the seats up to the doors, then onto the roof and back down to the seats and a tough, but almost satin like material was used. The Javelin AMX went from a car that contained many racing modifications for the track to a street version, which AMC advertised as “The closest thing you can buy to a Trans-Am champion”. The Javelin AMX came with a fiberglass full width cowl induction hood, a racer type stainless steel mesh screen to cover the grill and front and rear spoilers that increased traction at high speeds.
The production of this car stopped in 1974 as interest in high performance cars died down and amidst the Arab oil embargo. Due to the lack of interest in collecting AMC products, the price of the Javelin is not as high as other muscle car and pony car models.