There was recently a question posted regarding the rational for the production of Canadian Pontiacs. Hopefully this will explain the reasons in greater detail.
There doesn't seem to be a lot written about the history of the Canadian Pontiac. I may be wrong but I just haven't been able to find that much. It occurred to me that there are probably many who do not know the reasons why a uniquely Canadian Pontiac existed at all. I don't claim to be the definitive historian on Canadian Pontiacs but I do know at least part of the answer to how the General Motors 7000 series vehicles commonly called "Canadian Pontiacs" came to be.
I worked for General Motors as an engineer for 37 years retiring in 1998 so my tenure there spanned a substantial portion of Canadian Pontiac development. The development of the 7000 series Pontiac did not happen overnight but was rather a progressive departure from the US design brought on by economic considerations unique to the Canadian market. The Pontiac name plate was introduced by Oakland in the United States in 1926 as a lower price Oakland model designed to fill the price gap between Chevrolet and Oldsmobile. It was so successful in its mission that by 1932 the Oakland brand name was dropped and Pontiac achieved full status as a brand divisional name placed squarely between Chevrolet and Oldsmobile.
While its relative market position has never changed to the present day and Pontiac remains the second best seller for GM in the United States, it wasn't very long before Canadian requirements for the Pontiac began to diverge from our American counterparts. The decision to produce a Canadianized version of the Pontiac was not taken in one step but was rather a progressive departure from the US design driven by a succession of economic considerations unique to Canada and by advancements in automotive design and production methods that drastically increased investment cost to produce a separate vehicle.
The first factor was the limited size of the Canadian market for automobiles; in total less than 10 percent of the US market in any given year. Because of this limitation no single vehicle line except for Chevrolet offered sufficient sales potential for a Canadian dealership to exist and so General Motors of Canada Ltd. developed a marketing strategy early on which offered dealer franchises based on combined product line packages, the most common of which still exists today as Chevrolet/Oldsmobile/Cadillac dealerships versus Pontiac/Buick/GMC. Similar franchise strategies were developed at Ford and Chrysler as well during the same period.
Almost from the beginning at General Motors of Canada there was a concentrated effort to equalize the product packages offered between Chevrolet/Olds/Cadillac and Pontiac/Buick/GMC dealers. The problem in maintaining such a balance was Chevrolet volume which in many years equaled or exceeded the total sales volume of Pontiac, Olds, Buick and Cadillac combined. To combat this Pontiac was selected in an attempt to provide an entry level vehicle which could compete with Chevrolet in price and design features head to head thus giving Pontiac dealerships a means to compete directly in the entry level market.
In attempting this GM quickly ran up against additional factors that made use of the US Pontiac design less than acceptable. Canadian importation law imposed duties of as much as twenty-two percent on finished vehicles and automotive components coming into Canada. With the exception of Cadillac, it was not economically viable to import finished vehicles into Canada at high duty rates. As a result from an early period and until the automotive free trade agreement (autopact) was signed between Canada and the US in 1966, all other GM models were produced in Canada.
For the most part components to complete these vehicles on Canadian assembly lines were imported from the United States. The exception of course was Chevrolet whose volume justified the high investment necessary to manufacture major driveline components such as engines and transmissions. Keep in mind that each division in the US shared little in common when it came to chassis so in order to produce anything but Chevrolet in Canada it was necessary to import and pay duty on engines, transmissions, differentials and virtually all other chassis and sheet metal components for these cars.
While Olds and Buick enjoyed enough price flexibility to do this, Pontiac was never going to compete head to head with Chevrolet in Canada with an American model Pontiac assembled in Canada from imported parts on which duty had to be paid. Something had to be done to lower Pontiac's price both in terms of investment and component cost.
The answer became the 7000 series Canadian Pontiac. To avoid duty on major chassis items such as engine and transmission it was evident that such items must be produced in Canada. For many years they were. The Pontiac L-head engine was probably the best example of this, the straight six version of it being produced in Canada for many years. But by the mid 1950's the greatest sustained yearly model change program in automotive history had begun. When Pontiac Motor Division dropped the L-head engine in 1955 even the most optimistic sales figures could not justify separate Canadian tooling for the American Pontiac V8 engine or the hydramatic transmission it was teamed with. Furthermore the US Pontiac no longer offered a six which would put Pontiac at a disadvantage against Chevrolet in the Canadian market. In a decision that departed from everything that was holy in the autonomy of the US car divisions, it was decided that a hybrid based on a Canadian produced Chevrolet chassis which offered both a six and a newly introduced V8 was the only way Pontiac could compete in Canada. To save on investment the Pontiac would be produced on the same assembly line as Chevrolet. Similarly the Pontiac and Chevrolet versions of the Chevrolet small block V8 and Powerglide transmission were also manufactured together as were rear axles, brakes, exhaust systems, radiators, and much more.
By 1958 with the introduction of the Chevrolet 'X' frame the transformation was complete and 7000 series Pontiacs were by then a much different car from their US look-alikes. Mechanically they now shared virtually everything with Chevrolet but outwardly in appearance it was hard to tell them apart from an American Pontiac.
It is a common misconception that all economies of scale were achieved in one direction by commonizing Pontiac with Chevrolet. There are many examples where this process worked in reverse such as the uniquely Canadian Pontiac air cleaner which was installed on Canadian produced Chevrolet small block V8's as well and the common electrical wiring harness which is more Pontiac than Chevrolet and differs in design from both us Chevrolet and Pontiac.
And so for many years Canadian Pontiac fulfilled its purpose as a Chevrolet fighter, in some years almost equaling Chevrolet sales in Canada. With the introduction of compact models in 1962, the same philosophy drove uniquely Canadian Pontiac models of these Chevrolets starting with the Acadian version of the Chevy II. In fact as early as 1959 a Pontiac version of the Corvair was tooled for Canadian production but was cancelled just weeks before introduction. It too was initially to be called the Acadian.
But the autopact of 1966 changed the outlook for the Canadian auto industry for all time. For one thing it began the process of rationalization to allocate high volume production of fewer models exclusively to Canada in exchange for the duty free importation of other models and components for other models from the united states. Canadian Pontiac was the eventual victim of this rationalization.
Though its uniqueness continued for several years after 1966 by the early 1980's those Canadian Pontiac model names that still existed were little more than Chevrolets with Pontiac name plates and many of them were manufactured in US assembly plants for the Canadian market. In addition many of the American Pontiac models had found a place in the Canadian market and some of these were manufactured in Canada for sale both in Canada and United States.
But there was one last hurrah for Canada. When Pontiac motor division prematurely dropped its full size car line and downsized the Bonneville to intermediate size status US Pontiac sales plunged. Canadian Pontiac Parisiennes were hurried into production for the US market to bolster sales. By this time the Parisienne was little more than a Caprice with a Pontiac style grill so the following year Fisher Body actually resurrected old dies to bring back the previous Catalina rear end styling to make the car more distinctively Pontiac in appearance. For the American market. It continued in production for some years still bearing the Parisienne name and still proudly displaying the made in Canada stickers throughout US showrooms.
So these are some of the reasons behind the "Canadian Pontiac" series as they were told to me. As I said, I am not a Pontiac historian just somebody that worked there during their production - a fact of which I will always remain proud. I welcome any comments from those who may have more or different knowledge on this subject in the hope that through such dialogue a complete history of this truly unique Canadian automobile will eventually be compiled.
As you all know I worked at General Motors South Africa in the Product Engineering department 1965-66 as a Specifications Clerk and the facts that the article states brought a lot of memories back! On the 65 Malibu that I have, are stil original electrical parts that states made in Canada! and they stil work! What I am not sure about is the relationship of McKinnon engines with GM USA, Canada, and AMC Studebaker. I have a powerpump that comes off a Javelin and the pulley has a GM stamp on it! will take a photo tomorrow.
Some guy named tstclr (Grenade Inspector) was discussing this very quotation over on H.A.M.B. way back last fall. I bet he may know where it came from.
Pontiac production also started in Canada in 1926 and started rather slowly until 1928, when the production figure for Canadian Pontiacs was 14,208 units, a record that stood until 1948. The evolution towards the 7000 series started in 1933 with subtle differences between Canadian Pontiac and their U.S. counterparts, mainly trim and upholstery.
First major change was in 1937 when Chevy engines were used in the 224 series and starting in 1938, Chevy bodies were adapted to Canadian Pontiac needs. These were the nameplate, front end sheet metal and a few trim pieces. The use of Chevy bodies continued until the 1955 model year. During this period, at various times Pontiac taillights were used, at other times, Chevy taillights.
The next major change was the use of the "X" body frame in 1958 on both U.S. and Candian Pontiacs. The Americans dropped that frame after the 1960 model year and went to the new perimeter frame for '61.
X frame remained on Canadian Pontiacs and 1961 was the first of the 7000 series.
I know this is side tracking, but I never knew that Studebaker was Canadian built! and used GM Engines as stated in Wikipedia:
"The Studebaker model lineup was changed little for 1965; indeed, without opening the hood, it is difficult to distinguish them from the 1964 models.
With the end of engine production in South Bend, Studebaker's Hamilton plant no longer had a source of engines. The company was forced to search for an outside supplier. The small engineering staff quickly gathered and thoroughly tested engines from both General Motors and Ford. The Ford engines (basically the Falcon/Fairlane six-cylinder and V-8) would not fit without expensive modifications to the cars, while the GM (Chevrolet designs built by the company's McKinnon Industries subsidiary) engines fit perfectly."
What are you doing up there? Can't you give GM advice?
You guys are funnin' and do know 'tstclr ' is Todd...right?.
Johann, yes on the Studebakers and I'd thought I'd seen the Canadian made thing about your SA Studes in threads on the SA site?.
On the AMC steering boxes, yes they used GM Saginaw power units but some had a spacer adaptor that changed the bolt pattern where it mounts to the frame.. Keep your eyes peeled in the SA boneyards for AMC's for the RHD power box you're looking for.. Last year there was someone on the SA site seeking parts for an AMC Hornet and I seem to recall a few parts cars were found in SA?. If you find one and the box fits, you'll probably need a different Pitman and Idler arms...possibly the Ctr. link too?. With your recent Government legislation banning LHD cars, RHD conversion parts for N. American cars are getting expensive and hard to find in SA so best start stocking up on whatever you can!. Have you asked Rassie for any AMC stuff...if he doesn't have an Chevy ones!?.
Good luck!
-- Edited by Ghost Post at 12:26, 2009-02-02
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