[Wareagle]

Originally Posted by Dr. Eric M. Schiffer

Here is what was being developed. If only things had been different in PMD managment and Government. Remember 1969 is when John Delorean went to Chevrolet and Jim MacDonald, GM's eventual president, took over PMD. They should have figured out what he had done to PMD he would eventually do to GM.

Jim MacDonald shut down the Ace Wilson's Royal Pontiac and PMD engineering connection while telling Jim Wangers in a private conversation he would no longer have access to the general manager's office.

Fortunately for Jim he had friends still at PMD to get him stuff otherwise there may never have been the Blackbird.

In 1972 prior to the release of 455 SD everyone involved with the development was called into a meeting and rheemed. From the development engineers to the foundry manager who had already run the blocks, heads, intakes and exhaust manifolds. The engine was to be in the new Grand Am, GTO, Trans Am and Formula Firebird. Even though "Cars Magazine" naming the 1973 GTO 455 SD Car of the Year. PMD Managment cancelled it. Only to be put in the Trans Am and Formula.

Herb Adams resigned soon after this meeting.

Only breif glimmers of hope came and went. Bob Stemple saved the Trans Am once and Tom Goad brought you the '89 Turbo T/A, the fastest GM product.

Pontiac's greatest era came to an end.

Eric - who was really making PMD's decisions - not letting Pontiac do their own thing etc. for me Pontiac ended in 81 but more like 79 with the W72 400 4 spd - Heres a cool pic from 1978 - Nunzi putting the coals to a 455SD powered Firebird .

[Dr. Eric M. Schiffer]

Originally Posted by Wareagle

Eric - who was really making PMD's decisions - not letting Pontiac do their own thing etc. for me Pontiac ended in 81 but more like 79 with the W72 400 4 spd - Heres a cool pic from 1978 - Nunzi putting the coals to a 455SD powered Firebird .

Wow, there is a lot of blame to go around, along with many views. I can only relate things I have heard from my friends and patients that worked for PMD and other parts of GM along with my own observation. Keith Seymore can help a lot on this subject.

Jim Wangers has done several articles on the topic. You could say the 14th floor at the GM building kept sending memos to stop the performance hype. Corp came down on PMD about all of the performance ads with smoking tires and racing images in print and TV ads. Jim takes this subject very personal since he put his heart and soul into promoting the Pontiac Motors Division.

14th Floor of the GM building in downtown Detroit called Delorean onto the carpet after receiving calls from a city along Woodward Ave (Royal Oak) about the 1968 GTO that sat in one of the turn around lanes on Woodward. The City felt and knew that PMD was promoting street performance.

The cities complained, Chevrolet complained every one complained. It was when John Delorean was replaced by Roger Smith's buddy Jim MacDonald that the "book keepers" took over.

Peter Delorenza son of GM exective Tony, and others have commented that the Pontiac division might as well have hoisted the shull and cross bones. PMD engineers would find ways to get performance products to the market in spite of management.

Roger Smith and his shuffling around and closing down PMD's Administration and engineering building helped sound the end. The PMD Admin. building became "Power Train. PMD engine engineers went out to the Milford Proving grounds where Chevrolet controlled the dyno's. PMD guys had to wait for a dyno to open up. The PMD dyno cells and wind tunnel went silent.

Smith grouped divisions together. Who can forget when in 1977 owners of Oldsmobiles found they had a Chevrolet engine under the hood. Law suites began. Smith claimed that all engines are corporate engines and not specific to a particular division.