1964–1970 Pontiac Tempest Base (A-body) — Tempest, LeMans, and the Foundations of Pontiac’s Mid-Size
Historical Context and Development Background
The 1964 model year reset the Pontiac Tempest story. Gone was the ingenious but fragile rope-drive transaxle of 1961–1963; in its place came GM’s new perimeter-frame A-body with a conventional front-engine, rear-drive layout. Under John Z. DeLorean’s performance-minded stewardship, Pontiac’s mid-size strategy split the range into Tempest (base), Tempest Custom (mid-trim), and LeMans (upscale) — with the now-mythic GTO initially appearing as an option package on the LeMans in 1964–1965 before becoming its own series for 1966. Across 1969, the Custom S replaced Tempest Custom as the mid-point, with LeMans moving further upmarket; by 1970, Tempest continued as the entry model beneath LeMans. The later Grand LeMans nameplate would arrive years after this period and is not part of the 1964–1970 era.
Styling and chassis detail mirrored Pontiac’s brand trajectory. The first phase (1964–1967) wore clean, linear surfacing and Pontiac’s split grille, with stacked headlamps appearing for 1965–1967. The 1968 redesign brought the curvier, semi-fastback A-body with a shorter 112-inch wheelbase for two-door models (sedans/wagons at 116 inches), broader shoulders, and Pontiac’s signature Endura front on GTO — while Tempest and LeMans retained conventional chrome fascias. Under the skin, all shared coil springs at each corner, unequal-length control arms up front, and a coil-sprung live axle on a triangulated four-link — robust hardware that could be tuned from comfort to competence with springs, shocks, and anti-roll bars.
In the marketplace, the Tempest/LeMans sat against the Chevrolet Chevelle, Oldsmobile F-85/Cutlass, Buick Special/Skylark, Ford Fairlane/Torino, Plymouth Belvedere/Satellite, and Dodge Coronet. Motorsports gravity within the Pontiac A-body range centered on the GTO in NHRA Stock/Super Stock and magazine shootouts; the Tempest Base itself was more often the sleeper canvas — the chassis that enthusiasts upgraded with factory or dealer parts.
Engines and Technical Specifications
Pontiac’s A-body engine palette in this era spanned thrifty inline-sixes through flexible small-bore Pontiac V8s. The Tempest Base commonly carried a six, with V8s optional. Notable milestones included the debut of Pontiac’s in-house OHC six in 1966 and the replacement of the 326 V8 by the 350 in 1968.
| Engine (years available on A-body) | Configuration | Displacement | Horsepower (gross) | Induction type | Redline (typical) | Fuel system | Compression ratio (typical) | Bore x Stroke |
|---|---|---|---|---|---|---|---|---|
| Inline-six OHV (1964–1965) | Iron block, pushrod I6 | 215–230 cu in (application-dependent) | ~140–155 hp | Natural aspiration | ~5,000–5,200 rpm | 1-bbl carburetor | ~8.5:1–9.0:1 | Varied by supplier family |
| 230 OHC Six (1966–1967) | Iron block, cam-in-housing OHC I6 | 230 cu in | 165 hp (1-bbl); up to 207–215 hp (Sprint 4-bbl) | Natural aspiration | ~5,200 rpm (base); ~6,500 rpm (Sprint tach) | 1-bbl or 4-bbl (Rochester/Carter as equipped) | ~8.6:1 (base); up to ~10.5:1 (Sprint) | 3.875 in x 3.25 in |
| 250 OHC Six (1968–1969) | Iron block, OHC I6 | 250 cu in | ~175 hp (1-bbl); up to ~215–230 hp (Sprint 4-bbl) | Natural aspiration | Similar to 230 OHC | 1-bbl or Rochester Quadrajet 4-bbl (Sprint) | ~9.0:1–10.5:1 (variant dependent) | 3.875 in x 3.53 in |
| 250 OHV Six (1970) | Iron block, pushrod I6 | 250 cu in | ~155 hp | Natural aspiration | ~4,800–5,000 rpm | 1-bbl carburetor | ~8.5:1–9.0:1 | 3.875 in x 3.53 in |
| 326 Pontiac V8 (1964–1967) | 90° OHV V8 | 326 cu in | ~250 hp (2-bbl) to ~285 hp (4-bbl) | Natural aspiration | ~5,000–5,200 rpm | 2-bbl/4-bbl Rochester | ~9.0:1–10.5:1 | 3.72 in x 3.75 in |
| 350 Pontiac V8 (1968–1970) | 90° OHV V8 | 350 cu in | ~265–320 hp (varies by 2-bbl/4-bbl and HO) | Natural aspiration | ~5,000–5,200 rpm | 2-bbl/4-bbl Rochester | ~9.0:1–10.5:1 | 3.875 in x 3.75 in |
| 400 Pontiac V8 (select LeMans/Tempest options) | 90° OHV V8 | 400 cu in | Typical ~290–330 hp (non-GTO calibrations) | Natural aspiration | ~5,000–5,200 rpm | 2-bbl/4-bbl Rochester | ~9.0:1–10.5:1 | 4.12 in x 3.75 in |
Notes: The inline-six base fitments in 1964–1965 used corporate OHV units prior to Pontiac’s OHC debut. Sprint packages (OHC six with 4-bbl and hotter cam) were optional above the Tempest Base level but remain relevant to enthusiasts scanning the broader Tempest/LeMans spectrum.
Driving Experience and Handling Dynamics
The Tempest Base in stock trim is honest and faithful: light steering at low speeds, a supple ride on coil springs, and body control that improves markedly with heavier-duty shocks and the factory anti-roll bar options. Recirculating-ball steering is geared for ease rather than immediacy; quick-ratio boxes and higher-rate springs transform turn-in without corrupting ride quality. Drums were standard throughout, and when correctly adjusted they are competent for everyday use, but fast mountain driving will reveal fade; the optional front discs (four-piston introduced for 1967, later single-piston) are the period-correct cure.
Gearboxes define character. The base three-speed column shift is durable, with long throws but friendly ratios; a Saginaw/Muncie four-speed makes the car feel decades younger and unlocks real pace even with a six. Automatics evolved from the two-speed Super Turbine 300 to the TH350 and, with larger V8s, the TH400 — all smooth, rugged units. Throttle response varies meaningfully by engine: the 1-bbl six is crisp off-idle and thrifty but runs out of breath; the OHC Sprint is a different animal entirely, eager above 3,500 rpm and happy to spin; Pontiac’s small-bore V8s add torque everywhere and make the mid-size chassis feel unburstable without the nose-heaviness of big-cube brutes.
Full Performance Specs (representative period tests and factory data)
| Configuration | 0–60 mph | Quarter-mile | Top speed | Curb weight | Layout | Brakes | Suspension | Gearbox |
|---|---|---|---|---|---|---|---|---|
| Tempest Base, 230 OHC 1-bbl (1966), 3-sp manual | ~12.5–13.5 s | ~18.5–19.5 s @ ~72–75 mph | ~100–105 mph | ~3,100–3,250 lb | Front-engine, RWD | Drums all around (std) | Coils all around; front unequal A-arms, rear 4-link live axle | 3-sp column-shift manual |
| LeMans/Tempest 350 2-bbl (1968–1969), TH350 | ~9.5–10.5 s | ~17.2–18.0 s @ ~78–82 mph | ~110–115 mph | ~3,300–3,450 lb | Front-engine, RWD | Drums (std) or front discs (opt) | As above; firmer springs/anti-roll bar improve response | TH350 3-sp auto |
| LeMans Sprint 230/250 4-bbl (1966–1969), 4-sp | ~9.0–9.8 s | ~16.8–17.5 s @ ~82–85 mph | ~115–120 mph | ~3,150–3,300 lb | Front-engine, RWD | Front discs recommended | Factory HD springs/shocks transform balance | 4-sp Muncie manual |
Variant Breakdown (1964–1970 Pontiac A-body family)
Across 1964–1970, the Tempest sat at the entry point, with trim and equipment escalating through Tempest Custom (through 1968), Custom S (1969), and LeMans. The GTO began as a LeMans option (1964–1965) and became its own line for 1966–1970. The Grand LeMans designation belongs to a later era and is not part of this generation.
| Trim/Edition | Model years | Key features vs. Tempest Base | Engines typically fitted | Known production notes |
|---|---|---|---|---|
| Tempest (Base) | 1964–1970 | Plain trim, bench seats, minimal brightwork; six-cylinder standard; V8 optional | I6 (OHV 1964–1965; OHC 1966–1969; OHV 250 in 1970); optional 326/350 V8s | High-volume series; precise base-trim breakouts vary by body style and are not centrally published |
| Tempest Custom | 1964–1968 | Upgraded interior/trim, broader color and fabric palette, additional brightwork | I6 or 326/350 V8 | Superseded by Custom S for 1969 |
| Custom S | 1969 | Mid-level trim: distinctive badging, higher spec interiors, more options | I6, 350 V8 common; 400 V8 available in some configurations | One-year-only nameplate between Tempest and LeMans |
| LeMans | 1964–1970 | Upmarket trim, bucket seat availability, sport-oriented options; 2-dr hardtops popular | I6 (incl. Sprint packages) or 326/350/400 V8 | Core series for GTO option in 1964–1965 |
| GTO (LeMans option 1964–1965; separate series 1966–1970) | 1964–1970 | High-performance package/series centered on 389/400 V8s, heavy-duty chassis, distinctive styling | 389/400 V8 (various ratings) | Well-documented totals: 1964 (32,450); 1965 (75,342); 1966 (96,946); 1967 (81,722); 1968 (87,684); 1969 (72,287); 1970 (40,149) |
Ownership Notes: Maintenance, Parts, and Restoration
- Powertrain care: The OHC six uses a timing belt and specific tensioner hardware; age, oil contamination, or neglected tensioners lead to noise and timing inaccuracy. Proactive belt service and correct cam follower setup are essential. Pontiac V8s (326/350/400) are robust, respond well to modern oils with zinc/phosphorus, and prefer accurate cooling system setup.
- Service intervals: Points ignition and carburetors benefit from periodic tune-ups (dwell, timing, mixture). Brake shoe adjustment and drum balance matter; if fitted, four-piston discs require careful seal condition and rotor flatness. Fluids and rubber (belts/hoses/bushings) should be kept fresh.
- Chassis and rust: Typical A-body corrosion points include cowl base and lower A-pillars, rear window channel, trunk floor around body mounts, and lower quarter panels. Frame kick-ups and rear crossmembers deserve inspection.
- Parts support: Mechanical and trim parts for A-bodies are widely available. OHC-six specifics (cams, followers, belt/tensioner, unique intake/exhaust) are more specialized but supported by enthusiast suppliers and clubs.
- Restoration difficulty: Straightforward body-on-frame construction eases drivetrain removal and floor repair. Correct interior fabrics and specific trim for Tempest Base can be trickier than LeMans/GTO bits, which are more heavily reproduced.
Cultural Relevance and Market Perspective
While the spotlight gravitates to GTOs, the Tempest/LeMans base cars are increasingly appreciated for their purity and usability. The OHC Sprint variants in particular have earned a devoted following, offering a uniquely European-feeling rev-happy character in an American mid-size shell. Auction and private-sale histories have long reflected a substantial delta between Tempest Base and GTO pricing; well-optioned Sprints and clean V8 LeMans hardtops often sit in comfortable five-figure territory when properly restored, while driver-grade base sixes remain comparatively approachable. Drag-strip and street-scene lore from the era often started with a basic Tempest that was gradually upgraded — a pattern that keeps donor cars and period-correct parts in steady demand.
FAQs
Was the Grand LeMans part of the 1964–1970 lineup?
No. Grand LeMans arrived later and does not belong to the 1964–1970 A-body generation.
What was the base engine in a Tempest during this period?
A six-cylinder: corporate OHV sixes in 1964–1965, Pontiac’s own OHC six in 1966–1969, then an OHV 250 for 1970. V8s were optional throughout.
How quick is a Tempest Base with the OHC six?
Expect roughly mid-13s to 0–60 mph and high 18s in the quarter-mile for a 1-bbl OHC with a 3-speed manual. Sprint 4-bbl cars are notably quicker, dipping into the 9–10s to 60 mph.
What known problems should I check on an OHC six car?
Timing belt condition and tensioner wear, cam follower setup/oiling, and correct carburetor calibration. Vacuum integrity and ignition health are crucial for smooth running.
Which transmissions are the most desirable?
The Muncie 4-speed for engagement and value, and the TH350/TH400 automatics for durability and drivability. The 2-speed ST-300 is reliable but blunts acceleration.
Are disc brakes worth the retrofit?
Yes. Factory-spec front discs dramatically improve fade resistance and pedal confidence, especially on OHC Sprint and V8 cars driven enthusiastically.
What differentiates Tempest, Custom S, and LeMans?
Equipment and trim. Tempest is the base; Tempest Custom (through 1968) and Custom S (1969) add nicer interiors and exterior brightwork; LeMans sits above with broader option access and, typically, better resale.
How does a Tempest Base drive compared to a GTO?
Lighter on its feet with six-cylinder engines, more softly sprung, and less torque-rich. Chassis fundamentals are shared; with thoughtful suspension and brake upgrades, a Tempest can be deeply satisfying on a back road.
Expert Take
The 1964–1970 Tempest Base is the A-body distilled to essentials: honest engineering, abundant parts, and a chassis that rewards subtle tuning. The OHC six adds historical intrigue and a distinctly different voice, while the small-bore Pontiac V8s deliver the torque most buyers wanted then — and now. For collectors, clean, unmolested Tempest Base sedans and hardtops have their own quiet charm; for drivers, they’re an ideal point of entry into Pontiac’s golden-era mid-size world.
