1970–1972 Pontiac Tempest & LeMans (A-body) Buyer’s Guide

1970–1972 Pontiac Tempest, LeMans & LeMans Sport (A-body)

Historical context and development background

The 1970–1972 Pontiac Tempest/LeMans family sits in the sweet spot of GM’s second-generation A-body era (1968–1972), when mid-size American coupes and sedans fused everyday utility with performance and style. Within Pontiac’s lineup, these cars were the bread-and-butter counterparts to the headline-grabbing GTO, sharing chassis, powertrains, and much of the sheetmetal. In 1970, the familiar Tempest/LeMans hierarchy continued; for 1971, the cost-leader T-37 supplanted Tempest in the U.S. market, with the GT-37 package injecting budget performance. For 1972, the range consolidated under the LeMans banner, adding the more plush Luxury LeMans. Notably, the “Grand LeMans” nameplate did not debut until later in the decade, outside the 1970–1972 window.

Styling evolved year-on-year: 1970 cars carried the crisp ’68–’69 hard-edged form with revised grilles and lamps; 1971 brought a facelift with a divided grille and bumper updates; 1972 refined the look again with grille and trim variations distinguishing LeMans, LeMans Sport, and Luxury LeMans. Pontiac’s hallmark Endura front bumper was available on many trims, echoing the GTO’s aesthetic. Inside, Pontiac leaned into rich textures and instrumentation that set it apart from sibling Chevelle, Cutlass, and Skylark.

Corporate realities intruded as emissions standards tightened and insurers became wary of high-compression big-cubes. Pontiac reduced compression ratios for 1971 and adopted SAE net ratings for 1972, reshaping the spec sheets without erasing the torque-rich character. On the track, while GTOs grabbed most headlines, LeMans-based cars found a niche in grassroots drag racing and local circle-track scenes, while on the street they sparred with Chevelle Malibu/SS, Oldsmobile Cutlass/442, Buick Skylark/GS, Ford Torino, and Plymouth Satellite/Road Runner.

Engine and technical specifications

Pontiac kept the A-body powertrain palette broad. A Chevrolet-built 250 cu in inline-six anchored the base cars, while Pontiac’s own V8 family (350, 400, and 455) offered progressive torque steps. Carburetion remained the order of the day—Rochester Monojet for the six; 2GC/2GV two-barrels and the venerable Quadrajet four-barrel on V8s. The robust Pontiac V8 architecture (common block family from 326 through 455) aids serviceability and parts interchangeability.

Notes: SAE gross ratings were used for 1970–1971; 1972 published figures are SAE net. High-output and Ram Air packages were primarily GTO territory, with limited exceptions (e.g., the GT-37 optioning patterns). Availability varied by model year and market.

Driving experience and handling dynamics

Even in bread-and-butter form, the Pontiac A-body drove with a distinct Pontiac flavor: slightly heavier, well-damped controls; a torquey, low-rpm shove from the V8s; and chassis tuning that felt steadier at speed than some rivals. The basic recipe was familiar—front double A-arms with coil springs and a live rear axle located by trailing arms and coils—but Pontiac’s Rally Handling/Heavy-Duty packages added fatter anti-roll bars, firmer rates, and higher-capacity shocks. Optional variable-ratio power steering quickened response off-center without nervousness, and the quick 12.7:1 box found in performance trims cross-pollinated from GTO spec.

Manual cars used a three-speed as standard in many trims, with the Muncie M20/M21 close- and wide-ratio four-speeds available with V8s. Automatics were GM’s Turbo-Hydramatics—TH350 in most small- and mid-cube V8 applications and TH400 behind the 400/455 and heavy-duty packages. Brakes were four-wheel drums by default; power front discs and semi-metallic linings were popular options and strongly recommended for any spirited use.

On the road, a 350 2-bbl LeMans is a relaxed, long-legged cruiser with a pleasantly subdued exhaust note and easygoing throttle response. Step to a 400 4-bbl or 455 car and the character changes—still unruffled at a cruise, but with the kind of in-gear acceleration that shrugs at hills and passengers. The Quadrajet’s small primaries make for clean part-throttle manners; tip into the secondaries and the car wakes up with a familiar induction bellow. Period road tests consistently praised straight-line stability and ride quality while noting brake fade on hard mountain descents if the car lacked front discs.

Full performance specifications (period-typical ranges)

Variants and trims (1970–1972)

Lineup names evolved quickly in this period. The following covers U.S.-market highlights; equipment and availability could vary by plant and region. “Grand LeMans” is often mistakenly applied to these cars—correctly, that name arrived later.

Production figures beyond the GT-37 packages vary by body style and plant; Pontiac Historical Services documentation is the authoritative source for a given VIN/option set.

Ownership notes: maintenance, parts, and restoration

• Powertrain: Pontiac’s 350/400/455 V8s share architecture, easing parts sourcing. Bottom ends are stout; oiling is adequate for street use. Expect hydraulic lifters; no periodic valve lash adjustments required.
• Fuel & ignition: Quadrajet carburetors respond well to proper bushing/float service and heat-soak mitigation (hot restarts). Points ignitions were standard; electronic conversions are common and reversible.
• Transmissions: TH350/TH400 automatics are durable. Muncie 4-speeds (M20/M21) require normal synchronizer attention. Original axle choices include Pontiac/B-O-P 8.2-inch 10-bolts (through 1970, with some Chevy 12-bolt use in heavy-duty combinations) and the later corporate 8.5-inch; gear/posi parts are widely available.
• Brakes: Front discs are highly desirable; drum cars benefit from quality linings, fresh hoses, and correct adjustment.
• Chassis & rust: Inspect cowl plenum, lower fenders, door bottoms, rear quarter arches, trunk drop-offs, rear window channel, and frame kick-ups/body mounts. Convertibles need careful attention to floors, torque boxes, and top mechanism alignment.
• Service intervals (period-typical): Engine oil and filter ~3,000–5,000 miles; ignition points/plugs ~12,000 miles; coolant every 2 years; brake fluid flush periodically; timing chain/gears typically well past 75,000 miles if maintained.
• Parts ecosystem: Excellent support exists for weatherstrips, trim, lenses, badges, interior soft parts, and suspension/brake hardware. Sheetmetal is available for common rust areas, though panel fit can vary.

Cultural relevance and collector insight

These Pontiacs occupy an intriguing space today: mechanically and stylistically intertwined with the GTO, but often less overexposed and more usable as genuine road cars. The GT-37 variants are the connoisseur’s pick—light on frills, heavy on attitude, and built in far smaller numbers than their GTO siblings. LeMans Sport convertibles offer open-air appeal without the GTO tax, while the 1972 Luxury LeMans previews the near-luxury bent Pontiac explored in the mid-’70s.

At auctions and in private sales, well-restored LeMans Sport convertibles and documented GT-37s have brought mid–five-figure money, with exceptional drivetrain/spec combinations pressing higher. Survivor-grade coupes with honest options remain a compelling buy for enthusiasts who value torque, comfort, and crisp ‘60s-era styling carried into the early ’70s.

FAQs

Did Pontiac offer a “Grand LeMans” from 1970–1972?
No. The Grand LeMans designation arrived later. In 1972, the upscale trim was called Luxury LeMans.

What’s the difference between LeMans and LeMans Sport?
LeMans Sport denoted a more upscale/athletic trim, typically with bucket seats, upgraded interior appointments, exterior brightwork, and the availability of GTO-style options (including the Endura front). It was most commonly seen on 2-door hardtops and convertibles.

Which engines were most common?
The 350 2-bbl V8 was the volume choice. Many cars were also built with the 400 V8 in 2-bbl or 4-bbl form. The base six was prevalent in sedans and wagons; the 455 (non-HO) was available in select trims and years.

How quick are they?
Expect roughly 7–11.5 seconds 0–60 mph across the lineup depending on engine, axle ratio, and transmission. Quarter-mile times span the mid-15s to high-18s, reflecting the broad spread from six-cylinder sedans to V8 Sport/GT-37 combinations.

What are known trouble spots?
Typical A-body rust (cowl, lower quarters, trunk drops), aged wiring/connectors, leaking heater cores, worn steering linkages, and tired suspension bushings. Carburetor heat soak and dried vacuum hoses can cause hot-start and drivability gripes; both are curable.

Are GTO parts interchangeable?
Largely, yes. Many suspension, brake, interior, and exterior components interchange, particularly within the same model year. Endura-nose conversions and Rally Handling bits were often factory options or dealer-installed on LeMans/Sport.

How do I verify a GT-37?
Look for correct VIN/body tag correlations and build documentation (Pontiac Historical Services). Visual cues include GT-37 stripes/emblems, dual exhaust with splitters, and appropriate interior/trim deletes paired with performance options. Drivetrain codes and axle tags should support the build.

Why do horsepower numbers change between years?
Pontiac reduced compression ratios for 1971 to meet emissions/fuel realities, and the industry switched from SAE gross to SAE net ratings in 1972. Net figures read lower on paper but better represent installed, as-driven output.

What brake setup should I seek?
Cars with front discs are highly preferable for modern driving. Converting a drum car to factory-style discs is straightforward with readily available parts.

Final word

The 1970–1972 Tempest/LeMans family offers a finely judged blend of style, torque, and real-world drivability. Pick the specification that suits your appetite—GT-37 if you crave sleeper swagger, LeMans Sport convertible for summer evenings, or a tidy 350 LeMans as a road-friendly classic—and you’ll have a Pontiac that’s easy to live with and deeply satisfying to drive.