The suspension was tuned for more responsive handling with little compromise to ride comfort. There was little carried over to the second generation with the exception of the Trans Am nameplate and basic engine configurations. From design to engineering, Pontiac dominated the divisional rivalry, and this time around the Firebird would be all Pontiac from roof to road. Pontiac actually began working on their second generation just as the first Firebirds were hitting dealer showrooms. The circumstances surrounding the second generation Firebird were another story. Competition between Pontiac and Chevrolet was intense, and having to use the other division’s engineering and design was a bitter pill for DeLorean’s maverick staff to swallow. Their design and engineering lead time was significantly reduced and consequently, the Firebird was forced to use quite a bit of Camaro sheetmetal and other components. Pontiac didn’t have much time to transform the Firebird from its Camaro configuration before releasing it in February 1967. Chevrolet was the lead division in engineering the F-body, and Pontiac grudgingly accepted the platform for their use in March 1966, only after GM management turned down PMD General Manager John DeLorean’s proposal for his own Mustang fighter. GM misjudged the public’s response to the Mustang and then scrambled to develop a similar style car after witnessing Ford’s unprecedented first model year sales success. When Ford’s groundbreaking Mustang debuted in 1964, it tapped an emerging youth market that was hungry for a new type of car geared specifically to them. The story behind the development of GM’s F-body ponycars has been well documented.
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