1973–1977 Pontiac Tempest / LeMans / Grand LeMans (A-body)
Pontiac’s Colonnade-era A-body was the brand’s midsize backbone during the emissions and insurance clampdown years. Across badges—Tempest (primarily Canada, 1973), LeMans, Luxury LeMans, and later Grand LeMans—it delivered handsome proportions, robust Pontiac V8 torque, and the surprisingly effective Radial Tuned Suspension (RTS) that quietly modernized the way Detroit intermediates rode and turned. Available as coupes, four-doors, and wagons, these cars shared the 112-inch (coupe) and 116-inch (sedan/wagon) wheelbases typical of GM’s A-body architecture and spanned power from Chevy’s thrifty 250 inline-six to Pontiac’s big-cube 455.
Historical context and development background
Corporate strategy and the Colonnade redesign
For 1973, all GM A-bodies adopted the so-called “Colonnade” design: fixed B-pillars, frameless door glass on coupes, and energy-absorbing bumpers to meet federal crash mandates. Pontiac’s range strategy split the line between value and aspiration. Base LeMans models (and the Tempest name in the Canadian market) handled the price-leader role; LeMans Sport and Luxury LeMans added flair and plushness, respectively. The Grand Am arrived in 1973 as a separate, European-flavored expression; by mid-decade, the upscale Luxury LeMans was renamed Grand LeMans (1975), signaling a more formal, feature-rich approach.
Design language and interiors
Pontiac differentiated its A-bodies with split grilles, a cleanly surfaced body side, and, on certain Sport coupes, Endura-style urethane front fascias echoing the GTO. Interiors ranged from durable vinyl bench seats to heavily padded, stitched “pillow-top” upholstery in Luxury/Grand LeMans trims. Instrumentation was straightforward, with optional rally gauges and tachometer available on performance-oriented packages early in the cycle.
Motorsport footnotes
Though not a factory racing centerpiece, Pontiac’s mid-’70s intermediates saw privateer use in oval-track stock car classes and drag racing categories. In showroom terms, Pontiac’s “Radial Tuned Suspension” messaging—paired with period road tests—did much of the heavy lifting, reframing the LeMans/Grand LeMans as competent handlers among Detroit contemporaries.
Competitor landscape
Direct rivals came from inside GM—Chevrolet Chevelle/Malibu, Oldsmobile Cutlass, and Buick Century/Regal—plus Ford’s Torino/Gran Torino, Dodge Coronet/Charger SE, and AMC Matador. Against this group, Pontiac typically offered the richest low-end torque options and a sportier ride stance when RTS equipment and appropriate tires were specified.
Engines and technical specifications
Powertrain offerings evolved with emissions and fuel concerns. Early cars could be had with Pontiac’s 400 and 455 four-barrel V8s; later models gravitated toward small- and mid-displacement V8s, culminating in Pontiac’s lightweight 301 by 1977. A Chevrolet-built 250 inline-six covered base-duty economy. Carburetion remained universal throughout (Rochester two-barrel and Quadrajet four-barrel), with catalytic converters appearing mid-decade.
| Engine configuration | Displacement (cu in / L) | Induction type | Horsepower (SAE net) | Redline (approx.) | Fuel system | Compression ratio | Bore x stroke |
|---|---|---|---|---|---|---|---|
| Chevrolet inline-6 | 250 / 4.1 | Naturally aspirated | ~100–110 hp | ~4,800 rpm | Rochester 1-bbl (Monojet) | ~8.0:1 | 3.875 in x 3.53 in |
| Pontiac V8 | 301 / 4.9 (1977) | Naturally aspirated | ~135–150 hp | ~5,000 rpm | Rochester 2-bbl or 4-bbl (Quadrajet) | ~7.6–8.0:1 | 4.00 in x 3.00 in |
| Pontiac V8 | 350 / 5.7 | Naturally aspirated | ~150–175 hp | ~5,000 rpm | Rochester 2-bbl or Quadrajet 4-bbl | ~7.6–8.0:1 | 3.875 in x 3.75 in |
| Pontiac V8 | 400 / 6.6 | Naturally aspirated | ~170–230 hp | ~5,000 rpm | Rochester Quadrajet 4-bbl (most) | ~8.0–8.2:1 | 4.12 in x 3.75 in |
| Pontiac V8 | 455 / 7.5 | Naturally aspirated | ~200–250 hp | ~4,800 rpm | Rochester Quadrajet 4-bbl | ~8.0:1 | 4.15 in x 4.21 in |
Notes: All figures are representative period specifications. Catalytic converters and EGR systems were phased in mid-decade; Pontiac’s HEI electronic ignition arrived broadly for 1975, replacing breaker points used on earlier years.
Driving experience and handling dynamics
The Colonnade shell brought stiffer structures and better isolation versus the ’68–’72 cars. Spec one with Radial Tuned Suspension and proper tires and you’ll find road manners that belie the bulk: flatter cornering than many rivals, disciplined ride motions, and reassuring straight-ahead stability on the highway. Steering is recirculating-ball—lightly weighted in base tune, with a quicker box optional—delivering period-appropriate on-center feel. With a four-barrel 400 or 455, throttle response is honest off-idle thanks to generous displacement and long-stroke torque; the Rochester Quadrajet’s small primaries keep part-throttle manners docile, while the secondaries bring a deep, unmistakable bellow when opened.
Transmissions define character. Most cars received the TH350; heavier-duty or big-inch applications often got the TH400. A three-speed manual soldiered on in low-volume base trims, and a four-speed manual could be specified early in the run on certain performance-leaning packages—rare, but it exists. Braking is via front discs and rear drums; power assist was common and effectively standard on upper trims. Wheel and tire packages ranged from sensible 14-inch sets to wider-section radials that made best use of RTS upgrades.
Performance specifications
| Configuration | 0–60 mph | Top speed | Quarter-mile | Curb weight | Layout | Brakes | Suspension | Gearbox |
|---|---|---|---|---|---|---|---|---|
| I6 or 350 2-bbl (auto) | ~11–14 s | ~100–110 mph | ~18–19 s @ ~75–79 mph | ~3,700–4,000 lb | Front-engine, RWD | Front disc / rear drum (power assist common) | Coils all around; front unequal A-arms; rear 4-link; anti-roll bars | 3-spd manual or TH350 automatic |
| 400 4-bbl (auto) | ~8.0–9.5 s | ~115–125 mph | ~15.5–16.5 s @ ~88–92 mph | ~3,800–4,100 lb | Front-engine, RWD | Front disc / rear drum | As above; RTS best with radial tires | TH350 or TH400 automatic; 4-spd manual rare early |
| 455 4-bbl (auto) | ~7.5–8.5 s | ~120–125 mph | ~15.0–15.8 s @ ~90–95 mph | ~3,900–4,200 lb | Front-engine, RWD | Front disc / rear drum | Coil-spring live axle; optional rear bar | TH400 automatic |
| 301 2-bbl (1977, auto) | ~12–13.5 s | ~105–110 mph | ~18–19 s @ ~76–79 mph | ~3,700–4,000 lb | Front-engine, RWD | Front disc / rear drum | RTS components available | TH350 automatic |
Figures reflect contemporary road tests and factory data ranges; exact performance varies with axle ratio, body style, emissions calibration, and equipment.
Variant breakdown
The nameplates below cover the core trims on Pontiac’s A-body midsize between 1973 and 1977. Body styles included coupes (Colonnade hardtop), sedans, and wagons (Safari). Upscale trims layered on cosmetic and comfort equipment; performance hardware depended largely on engine and suspension choices rather than the badge alone.
| Name / Trim | Years | Body styles | Key features / differences | Engines offered | Production numbers | Market / notes |
|---|---|---|---|---|---|---|
| Tempest (base) | 1973 | Sedan, coupe, wagon | Entry-level trim and pricing; simple brightwork | 250 I6; 350/400 V8 (availability varied by market) | Not separately published | Primarily Canada; U.S. base car was LeMans |
| LeMans | 1973–1977 | Coupe, sedan, wagon | Core model; broad option catalog; RTS available | 250 I6; 350/400/455 V8 (early); 301/350/400 (later) | Not separately published | Most common badge across the run |
| LeMans Sport Coupe | 1973–1976 (range varied by year) | Coupe | Often with Endura-style nose, buckets/console, stripes | 350/400 V8; 455 early on select orders | Not separately published | Sport visual package; chassis options key to dynamics |
| Luxury LeMans | 1973–1974 | Coupe, sedan, wagon (Safari) | Uplevel trim: plusher interiors, added brightwork | 350/400 V8; 455 available early | Not separately published | Renamed Grand LeMans for 1975 |
| Grand LeMans | 1975–1977 | Coupe, sedan, wagon (Safari) | Formal grille treatment; comprehensive convenience options | 350/400 V8; 301 introduced for 1977 | Not separately published | Succeeded Luxury LeMans as the upscale line |
| GTO (option on LeMans) | 1973 (A-body) | Coupe | Performance/appearance package; 400 4-bbl standard | 400 V8 (4-bbl) | Reported 4,806 built (1973 GTO) | Moved to X-body in 1974; included here for 1973 context |
Production totals are seldom broken out by trim level in official Pontiac sources; the 1973 GTO figure above is a commonly cited number in marque references.
Ownership notes
- Mechanical robustness: Pontiac’s traditional V8s (350/400/455) are durable and understressed. Regular oil and coolant service keeps them happy; HEI ignition (1975-on) simplifies tune-ups.
- Known wear items: Early cars with breaker points benefit from periodic dwell/timing checks. Original nylon-tooth cam sprockets (used widely across Detroit V8s in the era) can shed teeth with age—many engines have already been updated with all-metal sets.
- Carburetors: Rochester Quadrajets are excellent when correctly set up; throttle shaft wear and leaking main-well plugs are known service points. Proper heat-riser and choke function is critical for drivability.
- Transmissions: TH350/TH400 are stout. Fresh fluid, filter, and band checks at conservative intervals pay dividends. Manual gearboxes are rare; clutch and linkage parts are obtainable but require hunting.
- Suspension & steering: Rubber bushings, idler arms, and steering couplers age out. RTS-spec sway bars and quality radial tires significantly improve feel without compromising originality.
- Rust watchpoints: Lower front fenders, rear quarter lips, trunk floors, cowl/windshield base, and body mounts. Urethane bumper fillers and Endura noses can crack or warp with age/heat.
- Parts availability: Mechanical and service parts are widely available thanks to GM commonality. Trim, interior soft parts, and model-specific fascia bits can be the hardest pieces to source.
- Service rhythm: Period guidance of ~3,000–5,000-mile oil changes; coolant every ~2 years; transmission service ~30,000 miles; differential lubricant ~30,000–60,000 miles. Earlier point-ignition cars need tune-ups roughly annually under typical hobby use.
Cultural relevance and collector notes
The Colonnade LeMans lived through Detroit’s downslope of raw performance and the upswing of drivability and comfort. It appeared regularly in period media as background iron and has since enjoyed a memorable spotlight as the 1977 LeMans sedan driven by Walter White in the television series Breaking Bad—a detail that has raised recognition for the four-door cars among general audiences.
Among enthusiasts, 1973 LeMans models ordered with the GTO package, and early 400/455 V8 cars in clean, unmodified condition, attract the strongest interest. Wagons—especially well-optioned Safari variants—have developed a following as practical classics. Auction results have shown a clear hierarchy: documented, rust-free, V8/4-bbl cars with desirable colors and options trade at meaningful premiums over base-trim or heavily modified examples, with rare manual-transmission builds prized by collectors.
FAQs
Which engines are most desirable in the 1973–1977 LeMans/Grand LeMans?
For performance, the 400 and 455 four-barrel V8s from the earlier part of the run are the sweet spot. Later cars with the 350 can be satisfying cruisers, and the 301 emphasizes economy, but the big-cube torque defines the quintessential Pontiac experience.
Did the A-body LeMans ever get the Super Duty 455 from the Firebird?
No. While magazine lore and prototypes circulate in enthusiast circles, production A-body LeMans/Grand LeMans models did not receive the SD-455. The 455 offered here was the standard D-port big-inch motor appropriate to emissions constraints.
How does Radial Tuned Suspension (RTS) change the drive?
RTS paired revised spring and damper rates, bushings, and alignment settings with radial tires. The result is tighter body control, better turn-in, and improved high-speed stability compared to bias-ply baselines.
Are parts difficult to find?
Mechanical parts are easy—shared GM components abound. Model-specific exterior trim, interior upholstery patterns, and Endura/filler pieces require more patience but can be sourced via specialist vendors and donor cars.
What are typical problem areas?
Rust in lower quarters and trunk pan, aged rubber (suspension and weatherstrips), and tired carburetor calibration are common. On early cars, point ignition maintenance is routine; on all, vacuum-hose integrity affects drivability.
How quick are these cars in stock form?
A healthy 400 4-bbl car typically runs 0–60 mph in roughly eight to nine and a half seconds and quarters in the mid-15s to mid-16s. 455s can dip a few tenths; small two-barrel engines are appreciably slower.
What’s the difference between Luxury LeMans and Grand LeMans?
They occupy the same upmarket space. Luxury LeMans was the 1973–1974 name; the line was renamed Grand LeMans for 1975 with corresponding grille/trim updates and similar equipment levels.
Were manuals available?
Yes, but they are rare. Three-speed manuals were base fare early on, and a four-speed was available in limited combinations (notably tied to performance-oriented packages) before giving way almost entirely to automatics in practice.
