A couple of weekends ago, my other half and I took a road trip to Ohio where we met up with friends to ride roller coasters at Cedar Point amusement park in Sandusky. (RIP Mean Streak, 1991 – 2016.) Being so close to extended family just two hours from there, we added a leg of our journey to go to Brookfield, in the northeastern corner of the state, near the border of Pennsylvania. It was in Brookfield that I spotted our featured car, less than half a mile from where I had spotted another front-lawn classic last August, a 1983-or-so Pontiac T1000.
I’ve written before about my impression of parts of rural / semi-rural Ohio seeming frozen in the 1960’s and 70’s. The custom paint and aftermarket wheels on this LeMans made it seem less a part of 2016, and rather like something from the summer of ’77 – when a car like this, purchased on the used car market, would not yet have found appreciation as a pristine or restored collectible. This car was for sale, so I parked our rental Sentra so I could a closer look. It seemed a miracle that this car was in this decent (though not perfect) of condition, and also that it hadn’t been turned into a GTO “tribute”.
This car is one of only 3,865 LeMans Sport convertibles produced for ’71, starting at just under $3,400 (about $19,800/ adjusted). This figure represents about just 2.3% of total LeMans production that year (about 166,000) over a comprehensive array of designations and bodystyles, ranging in rank from the plebian T-37 to the legendary GTO Judge. Pontiac’s A-body ranked dead last in sales that year against 184,000 Buick Skylarks, Specials, and Sportwagons, 260,500 Olds F-85s, Cutlasses, and 121″-wheelbase Vista Cruisers, and 335,500 Chevrolet Chevelles. That even the upmarket Buick A-body outsold the Pontiac was perhaps symptomatic of the by-then-confused identity of Ponchos not called “Firebird” or “Grand Prix”.
A $20,000 base price for this LeMans convertible seems like a bargain against the $11,700 ($27,000 / adjusted) base price of the new-for-’84 Pontiac 2000 Sunbird convertible, Pontiac’s first drop-top since ’75. While the ’84 Sunbird probably included more standard equipment which would have pushed up the price of a comparable ’71 LeMans, there’s no question of which car I’d rather have and which offers more substance to an enthusiast. Sometimes you don’t want a dry-roasted chicken (Sunbird turbo) sandwich – you want a big, fat, juicy burger, which is what his LeMans represents.
This car’s metal-flake paint and Cragars make it look like such a period piece. Granted, I was a toddler in 1977, when a ’71 LeMans drop-top would have been tricked out like this, but I’ve researched the 70’s enough to know this is how it was done. This car would be the perfect beachmobile to drive to Lake Erie or Yankee Lake (before the latter’s dam was imploded). That caramel-colored “Morrokide” vinyl interior would be somewhat impervious to sand and summer sweat, with the only danger coming from burning the back of your legs on the seats after returning to the car after an afternoon parked with the top down.
The American automotive landscape and consumer tastes had changed more in the six years between 1971 and ’77 than between, say, 2010 and today. This LeMans would have seemed a lot older in the summer of ’77 than a 2010 Buick Verano looks today. It’s true that annual model year-changes that occurred through the dawn of the 80’s contributed to the sense of a car’s aging, but to me, that makes this ’71 LeMans all the more interesting – mods and everything. I like the paint and Cragars on this car, and I hope the new owners don’t change a thing.
Brookfield, Ohio.
Saturday, July 23, 2016.
Related reading from:
- JP Cavanaugh: Curbside Classic: 1971 Pontiac T-37 – We Build Confusion; and
- Paul Niedermeyer: Cohort Classic: 1970 Pontiac Le Mans Sport – The Insurance Special.
Nice car, we didnt get any of these new, the styling made it in the shape of the HQ Holdens but thats as close as we got.
Nah, this is as close as they got to our superbly shaped HQs. Hehehe
Bryce (and Don), I had considered posting a side-by-side of this car with a Holden Monaro coupe, but couldn’t find a Monaro shot with any of the same perspectives as in any of my pictures of this LeMans. I completely see the resemblance between the two cars.
… something like this one?:
Perf.
HQ LS (Luxo Spec). Had one of them sans vinyl roof, but with velour interior.
I’ve captured a few of these A-bodies, at some point I’ll do a comparo unless someone else gets there first.
Btw, great find Joseph. I love these old metallic hues.
Intriguing find Joseph, the number of similarities with the HQ is really rather fascinating – on initial first glance I thought Don must have found and posted a Monaro convertible! On second glance the Pontiac doesn’t have quite the detail finesse of the HQ, but an intriguing comparison nonetheless.
A very nice car. It is hard to fathom how quickly Pontiac’s A body sales fell behind those of the other GM Divisions. It surprises me to know that Pontiac trailed even Buick in 1971, because in my little part of the world, the Pontiacs seemed far more common.
Although, it also seemed to me that by 1971, the Pontiac was the least attractive of the bunch, with Oldsmobile getting ready to make its sprint with the Cutlass Supreme.
The low production of this LeMans vert is not surprising, as I’m not sure I have ever seen (or at least noticed) one.
I completely agree with you, JP – the Pontiac was not the beauty winner of the four. Just under 4,000 units for the ’71 LeMans convertible just seems so low.
Those kinds of sales numbers for convertibles were the norm by 1971. The typical convertible line sold 2,000 to 5,000 units a year. The public had simply lost interest, whatever the reason. I believe that the Olds Cutlass Supreme with 11,000 units was the best selling convertible in the US in 1971.
These numbers were relative fractions of what sales had been just six years earlier. 1965 Chevy convertibles included 73,000 Impalas, and 20,000 Chevelles. In ’71, it was down to around 4,000 Impalas, and 5,000 Chevelles.
Nice find, and as you noted, the mild customization is very correct ’70s period stuff.
I actually like the ’71-’72 LeMans quite a bit, particularly the front clip. It’s a unique look that stands out, and is quite attractive to me. An especially guilty pleasure is the Luxury LeMans with the optional fender skirts. The look was probably all wrong for a Pontiac mid-size, but IMO was the most distinctive mid-size package you could buy in those years…..
The Luxury Lemans was my favorite as well!
I wonder if the nose of the LeMans in ’71 and ’72 had anything to do with its comparatively low sales. The GTO grille (IMO) looked sooooo much better in these years, while the twin “nostrils” on the LeMans always looked a little too tall and a little too much like a pug or something. They certainly look out of place on what is otherwise a great looking bodystyle.
I think the problem was at the other end. The 1968 and even better 1969 taillight treatment was stylish, sporty and beautiful. The 1970 refresh made the taillights somewhat awkward.
And, those available fender skirts did nothing for its heretofore athletic image as a close cousin to the GTO.
The front styling was easy enough to fix if one so desired, however. Starting in 1971, you could option up the GTO style “endura” front end on a LeMans.
I think the 70 GTO was sooooo much better, but the 71-72 is kind of a tossup, those look equally weird. Pontiac styling really went off a cliff after 1970.
Please say you bought it! CC company car?
Cedar Point…I’ve read about that but couldn’t fit it in our itinerary. Nor can I persuade a recalcitrant (almost) local to go. I love scary rides.
I know, right?? I’d just expense it to Paul. LOL
Cedar Point is the roller coaster capitol of the world – you have to go at least once.
wasn’t that called Kings Island?
King’s Island is actually on the opposite (southern) part of the state, just over 20 north of Cincinnati. I have never been there, amazingly enough. People still talk about “The Beast” roller coaster – it must be legendary.
From 1968 to 1972 buyers were certainly given a LOT to chose among with the GM intermediate cars. Even though I’m a Ford/Mercury fan, Ford (IMHO) couldn’t match GM all 5 years during this period. Strangely, Plymouth is the company I feel that was “in the same ballpark” all 5 years….even if the cheaper models of the Satellite look a bit dowdy.
I do agree the 71 GTO really outshines the Le Mans in 71 and 72, that front end doesn’t quite match the elegant rear treatment….though I’m not sure how I would fix it.
While the Cutlass Supreme is a better choice for 71, isn’t (wasn’t it) more expensive by nearly 10%? Wouldn’t a Buick Skylark Custom convertible be about the same price point?
Great observation on price points, Howard – I just checked my encyclopedia, and starting prices in ’71 for the GM A-Body convertibles were as follows:
* Our featured car (Pontiac LeMans Sport) – $3,359
* Buick Skylark Custom – $3,462
* Oldsmobile Cutlass Supreme – $3,507
* Chevrolet Chevelle Malibu – $3,260.
In my opinion, the Cutlass in convertible form was the looker of the bunch (I also like the Skylark), and that extra $148 over the Pontiac (~$875 adjusted) would have been money well-spent.
I think it’s possible that one of the reasons why the Cutlass Supreme was the best of the GM bunch is that Oldsmobile lengthened the front clip of the Supreme versus the “regular” Cutlass coupe/convertible a la Monte Carlo…..or at least that’s what I thought. (Yet my reference book says the wheelbase of both is the same?)
BTW, when I made my previous post about pricing , I wondered if the specifications of the GM convertibles were similar, that is, would any have had a standard 6 cylinder while the Olds or Buick had standard V8s?
Through 1977, only Chevrolet and Pontiac* used the “A-special” body for their midsize personal luxury coupes, built on the longer 116″ sedan wheelbase. The Olds and Buick midsize personal luxury coupes used the same basic body and 112″ wheelbase as other midsize coupes.
Starting with the downsized 1978 models, Olds and Buick finally joined Chevrolet and Pontiac in using the “A-special” body for their midsize personal luxury coupes. But all coupes and sedans of that generation shared the same 108″ wheelbase, so there was no longer any wheelbase difference.
[*]The 1969-72 Grand Prix actually uses an even longer wheelbase (118″), and was considered by GM to be a different body type, called the G-body.
Howard, you make another great point – It looks like the LeMans convertible came standard with the 250-c.i. I-6, as did the Chevelle. The Skylark Custom and Cutlass Supreme convertibles came with each division’s respective 350 V8 (with different bores and strokes).
I wonder how much more narrow the price differential would have been between all four makes if equipped with similar powertrains.
Nice feature, Joseph. I always enjoy your writing and photography.
The first car I drove – my parents’ ’74 Maverick was a similar hue.
What I find amazing is how popular this color was in the early- to mid-70s, and then one day it seemed as though a bolt of lightning struck them all off of the face of the earth.
Thanks, BuzzDog. I’m thinking most cars painted this color, being from the 70’s, probably all just disintegrated into rust at the same time. LOL. This was actually a cuatom, metal-flake paint job, not dissimilar to that on a Hot Wheels car. It fit this LeMans perfectly.
Anyone try laying sheets of aluminum foil on top of
leather/vinyl buckets in a convertible? Another trick
is to spray paint one side a lighter color, like white.
Let dry for at least a day, then lay painted side down
on seat cushions. See if seats are cooler after
removing foils.
I remember when I was young(1970s) we were parked
next to a hardtop with maroon vinyl interior, and the
kids father hoisted the kid up over the door right
into the frying pan(uhm..seat!) Kid had shorts on,
blazes of late July, and the kid SCREAMED BLOODY
murder! I smelled something: He also proceeded to
pee and poop himself because it probably burned so
bad. The old man slapped him silly and told him you
could sit there in it til we get the …. home!! Kid still
crying as they pulled out of the parking lot!
Good job pops with the ol self esteem there: probably
turned a future engineer or lawyer into a restroom
attendant at the department store!
The tricks I remember included keeping a big beach towel in the trunk to cover the seat or (in a car with bucket seats) fold the seatbacks forward so that the sun beat down on the seat backs instead of on the parts you sit on. And then there were those mesh seat cushions with the wire coils in the middle of them that they sold at the drugstores – my mother never did without one of those until she got an air conditioned car.
I recall those mesh cushions as well. 99% of the time they were of no use, and seemed to always be in the way in the car or the trunk. My parents rarely got them out, and they were completely gone after my dad had after market air installed in our ’68 Impala.
We made good use of those mesh-over-coil cushions in Arizona! They made a difference. We did whatever we could to insulate ourselves from vinyl upholstery. Long pants were preferable to hot vinyl!
These stories are reminding of me of my childhood & they vinyl in my parents 77 Pacer – i remember being very unhappy when my legs would stick to the seats in the summer – we would do the beach towel trick as well. My dad used those beaded seat covers in his beetle.
I still view leather seats with the same apprehension of 1970s vinyl seats to this day.
One of the big reasons why I put up with the somewhat ratty cloth seats on my 77 Chevelle, is its way cooler than my friends 71 Chevelle convertible’s black all-vinyl seats, and my has cold A/C where his is au-natural, or hotter.
Trying to buckle up or start my 77 in the Texas summer almost makes gloves mandatory.
YourSoundMan, that sounds so traumatic!! I’ll say this, though – there were summer days as a kid when I would sit on the burgundy, vinyl bench seats of our ’77 Plymouth Volare and thought I could hear my skin sizzle. Never soiled myself, though. ;). Poor kid.
Any light-colored vinyl would be far more forgiving,
for sure. But anything with a component of red in
it, that absorbs heat from the sun – might as well
have stove burners in there!
Nice find Joseph! It’s been years since I’ve seen a LeMans Sport. That color would not be my first choice, but it’s still a nice example of a car rarely seen these days.
A minor correction; but the first year of the 2000 Sunbird (and Cavalier) convertible was 1983. Only 626 were made, but they do exist. They also are the only year for the unique twin-lamp front end:
he J-cars had the quad lamp front end for Sunbird from 82-86 or 87. Sister had an 84 Sunbird with the slightly softend up front end from the 82-83 cars but still had quad lamps like in your picture. the fog lamp cars had bulbs in the cove of the grills.
Yes, you are correct. I should have worded my statement better. After 1983 there were several variations of Sunbird fronts, dependent on model. All convertibles, however, either carry the foglamp equipped nose below, or the partially hidden headlamp front in 1986-1987. The 1983 front (and rear) are unique among the convertibles.
Thanks, Cjiguy. The (aftermarket) color – a metal-flaked bronze metallic – looked much richer and nicer in person than in these photographs.
And thanks for the correction on the 1983 Pontiac 2000 Sunbird – a car so rare, I’m positive I’ve never seen one before. It’s not even referenced in my automotive encyclopedia! I do like the ’83 front-end – it has a more pronounced and Pontiac-y front beak.
Man, I wonder where that gem was hiding all this time? Considering it’s condition, I don’t imagine it’s a “native” car. Back when this was new, it probably had about 4 to 5 years before it was rusted through, thanks to the steel mills nearby.
Nice find and glad to see that the township hasn’t been flung off of the earth yet. I may make it back there this year… Maybe.
Say hello to Misery, I mean, Masury for me…
Will do, Geozinger! Good old Shenango Valley.
Quite a sharp-looking car, and it hasn’t been turned into something it never was. The wheels look typical for the period, and the color is good on it–even if the car was never offered in that color, it’s a suitable color for the period.
I would take almost any GM intermediate from 1968-1972 over any of the colonnade cars. I have too many memories of seeing the colonnades practically disintegrate while I was looking at them; that’s how bad the materials were.