RM to auction huge collection of muscle cars in Southern California

Muscle car fans and collectors take note - make sure to put June 19th down on your schedule. That's the day that RM Auctions has set to schedule off a private muscle car collection in San Diego, and more than 80 fine examples of American iron will be looking for new homes.

The auction will be highlighted by some of the performance icons of the muscle car era including an ultra rare 1969 Chevrolet Corvette L88, a 1970 Chevrolet Chevelle LS6 Convertible, a 1969 Pontiac GTO Judge, a 1970 Boss 429 Mustang and a pair of 1969 Camaro Z28s. The best part? All of the cars will be offered at no reserve. You can read more details about the auction in the press release after the jump or head over to RM's web site for the full list of cars up for sale.

Top Luxury Cars - The Pontiac G8 Sedan

The Pontiac brand is headed toward oblivion, but that doesn't mean that its flagship G8 sedan will bite the dust - at least completely. General Motors has announced that the G8, which is made by the company's Holden operation in Australia, will live on in the form of a Chevrolet model, likely the Caprice. Yes, authentic full sized rear wheel drive motoring is alive and well thanks to a recent reversal made by GM management.

Short Lifespan For The Pontiac G8
Introduced as a 2008 model, the Pontiac G8 has proven to be one of the most exciting big sedans sold by GM this generation. Seating five passengers and powered by a beefy V8 engine, the G8 has been compared with the BMW 5-Series in a number of categories including speed, handling, braking and comfort. All this while being priced tens of thousands of dollars less than its German competitor.

When GM announced that Pontiac would bite the dust, it also canceled importing the G8 from Australia where the car is sold as the Holden Commodore. This decision was made despite an outcry from GM faithful who still wanted to see the car sold in North America either as a Buick or Chevrolet model. Indeed, the sedan is sold in some markets as the Chevrolet Lumina, bringing the right car to those markets which crave a powerful full sized sedan.

Keeping Bob Lutz On
Bob Lutz, who has been the product lead for GM for most of the past decade, was recently asked by management to delay his pending retirement scheduled for year end. As part of that move, Lutz has been given the authority to decide the fate of several current, pending and future models including the G8. Lutz decided that the G8 would become the Chevrolet Caprice, slotting just above the Impala as Chevrolet's new flagship sedan. Likely, the Impala will continue to lead in sales, with the all new Caprice sold as more of a niche vehicle.

The Chevrolet Caprice could be quickly readied for sale once a new nose is designed for the sedan. That move could be completed within months, bringing the Holden model to North American Chevrolet showrooms before the year is out. Thus, along with all of the other 2010 Chevrolet models the Caprice may once again be offered to Chevy faithful.

Lastly, if the Caprice returns as planned it could also mean the return of the El Camino, a sport truck based on the Holden Ute platform. That model was slated for Pontiac as the G8 ST, but was canceled earlier in the year when GM was mulling Pontiac's future.

Matthew C. Keegan is a freelance writer who resides in North Carolina. Matt is a contributing writer for Andy's Auto Sport an aftermarket supplier of quality parts including Honda CRX exhaust and Ford Focus exhaust.
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Pontiac Cars Was GM Muscle?

Pontiac Cars sales peaked in 1973, at 920,000 units. Firebird provided the brand's "excitement" throughout the 1970s, starring in the Burt Reynolds film "Smoky and the Bandit," and prompting consumers across the country to make a run for black-and-gold Trans-Ams.

1982 unveiled the Fiero, a high-tech, mid-engined race design that was approved over bitter protests from Corvette executives worried about their "sports car" position.

The Fiero's innovative space-frame chassis used plastic bodywork and clip on body panels. The factory was called a show place of new production methods. Regular tours were always fully booked.

Pontiac lasted just one year longer than Oldsmobile's 20th century long run. Similar in so many respects, Oldsmobile never had the emotional connection with enthusiasts that Pontiac did. The Chief had 278,000 sales its last year and was purchased by the youngest average age of any GM brand.

Pontiac's identity as a performance brand dates back to the late 1950s and early 1960s. The cars were designed with wider bodies and the wheels pushed out to match. "Wide-track" design became a selling point, advertised as giving Pontiacs a distinct cornering advantage over other cars.

But the public acceptance of Pontiac as a performance brand was solidified in 1964 with the creation of the Pontiac Tempest LeMans Gran Turismo Omologato. Quickly shortened, the GTO is often credited with creating a new class of American car, the Muscle Car.

Pontiac was originally a low-cost alternative in GM's brand hierarchy, and a middle-class mainstay. However, Pontiac's "muscle cars" of the '60s and '70s include some of our finest American classics. There was nothing more powerfully refined, on the streets, than the GTO.

The 1970s were cataclysmic for American automakers as oil cartels formed, raised gasoline prices and sent the consuming public flooding Japan and other Asian countries for smaller, cheaper more fuel efficient autos. Any plan of returning Pontiac to the thundering horsepower of the '70s ended as gas prices continued always upward and Congress' every stricter fuel economy rules.

The golden age of muscle cars was over as GM shifted focus to an array of econo-cars which all failed to connect with consumers. Well, if you're going to put someone in a beer can for 30k, the car should have an interesting design at least. Pontiac's Swan Song earned the distinction of being ranked one of the ugliest designs ever with the pyramidal angled Aztek crossover vehicle.

So, now another farewell, to another true American original. Will Ford be the last American car company standing?

About the Author

Pontiac was GM muscle when GM had muscle. Pontiac is just the latest victim of the Federally designed restructuring of the World's once largest company. Join us for what follows Pontiac Cars.

Review: Pontiac Solstice GXP Coupe

Climb into the Pontiac Solstice Coupe and there's an unsettling feeling of familiarity. We've been here before. And after driving off, it all begins to gel, although it has nothing to do with our previous stints in the drop-top variant. The Coupe feels like the unruly offspring of a night of passion between a C4 Corvette coupe and a Dodge Viper. And while the Solstice is nowhere near as large or as powerful as those two American icons, the DNA of both is undoubtedly present in this little machine – for good reason.

It's no coincidence that the history of the Solstice spans the Bob Lutz era at General Motors. After Lutz joined GM in 2001 to guide its product development, one of the first tasks he assigned the design staff was to create a new concept for the Detroit Auto Show. The Solstice was born, a stylistic hit was made and the convertible was rushed to production. Now, as Lutz is winding down his time at GM, the Solstice and the entire Pontiac brand are also fading off into the sunset. In many respects, this Solstice is symbolic of what was right and wrong with GM and Pontiac. And our time with the Solstice Coupe is a telling tale about the final new model from a vanishing brand.

In an odd twist of fate that mirrors the times we live in, the original sketches that gave birth to the Coupe were created by Franz Von Holzhausen; a new face in GM's design studio at the time. Since then, Von Holzhausen has had a tenure at Mazda and now leads the design effort at Tesla Motors where he's working on the Model S electric sedan. Von Holzhausen originally conceived the Solstice as a coupe, although when preparing the concepts for the 2002 Detroit and Chicago auto shows, a roadster was added to the program and was the first model to enter production. It wasn't until the 2008 New York Auto Show that we saw the production version of the Solstice Coupe.



On the morning the Solstice arrived, the skies opened up, lending themselves to a decidedly negative first impression. Upon opening the driver side door, water poured off the roof directly into the middle of the driver's seat. After voicing a few expletives and wiping the off the dampened throne, we slid in and – like a proper sports car – found ourselves a few inches from the ground. Arthritics take note: look elsewhere for your two-door thrills. Fortunately, the door sills aren't particularly wide or tall making entry and exit a bit easier, if slightly convoluted.

Even before turning the key, thoughts of the Viper immediately spring to mind. The interior is – to put it mildly – snug. The center tunnel is tall and wide to accommodate the transmission and drive-shaft, and unlike many modern sports cars, the Solstice's dashboard and center stack is relatively devoid of the dozens of buttons and switches to control the ever-growing number of features. It's minimalistic and refreshing, particularly in a purpose-built sports coupe.



Unfortunately, the execution of the interior leaves a lot to be desired. We could learn to live with the hard plastics, unwieldy color combinations and off-putting textures, but the horrendous fit and finish and ham-fisted ergonomics are a bridge too far. The gaps, particularly between the ends of the dashboard and the doors, are uneven and, in some cases, cavernous. The dark plastic covering the grab handle on the passenger side of the center stack appears as if it's going to pop off at a moment's notice, although the lack of rattling assured us it was firmly attached. Ergonomically, the disjointed theme continues, with the parking brake placed on the passenger side of the console and the window switches placed too far back on the door's armrest to be comfortably operated. And while we appreciate having a switch to toggle the stability control between normal, off and competitive modes, it's placement behind the steering wheel makes it easy to forget (design by lawyers?).



And then there's the issue of visibility... or lack there of. With the roof panel in place, looking out the low windshield requires you to lean ahead to see traffic lights when you're at the head of the pack. And while the shape of the side glass and downward slope of the roof pays dividends in the styling department, it makes the views out the side awkward at best and slightly dangerous at worse. Speaking of dangerous, rearward visibility with the roof fitted is nearly zero. The quarter windows are made utterly useless by the thick C-pillars and the view is further compromised by the small size and steep angle of the glass hatch. But enough moaning about silly things like laughable visibility and atrocious ergonomics. Let's get on to the good stuff.

When the Solstice debuted, the single biggest complaint was loathsome top mechanism. Amusingly, while poring over our research we found the following gem in the original 2002 press release for the concept:

"The drop-top is a simple 'one-hand'-operated manual fold-down that stows neatly underneath the speedster-style hard cover."

Apparently the production engineers never got the memo. Removing the targa top isn't quite one handed, but it's a lot easier than stowing the soft-top. Open up three latches, all reachable from the driver's seat, lift the panel off and stow. Ah, but therein lies the rub. While one person can remove and replace the lightweight top, there's nowhere to carry it on board so it has to be left at home. Pontiac does offer a fold-up soft-top that can be stowed in the trunk for emergencies, but shockingly, it's an $1,100 option. As a result, when the weather gets dubious, drivers are more likely to just leave the top in place, which is a shame because the Solstice is made for open-air driving.

While the Solstice's engineers may not have been able to figure out how to make a folding roof, they got it right with the rest of the mechanical bits. Unlike the Fiero that didn't receive proper suspension components until the third and final year of production, the Solstice has been right from day one. It has a proper double wishbone layout at all four corners, something that changed from the original concept, which utilized a Subaru WRX strut setup in the front. However, even the best suspension system only works if the four corners stay planted in the bends.



That's something that requires a stiff chassis and here the Solstice comes through. The Solstice's hydro-formed steel rails are remarkably flex-free, and even over the nastiest of roads, the Solstice never exhibited cowl shake or groaning. That's an admirable achievement considering the GXP variant has a fairly firm suspension, providing a tight ride that doesn't come at the expense of road manners. The wheel motions are tightly damped and spring rates are just right to keep the body motions in check while still absorbing bumps and potholes. Even with the excellent suspension setup, driving the Solstice reveals another element shared by the C4 and Viper: The front hinged clam-shell hood always seemed to be quivering while traveling at speed.



For a sports car with minimal body roll and pitch, the Coupe was actually quite comfortable to drive, certainly more than the Track edition of the Hyundai Genesis Coupe 3.8. The hydraulic rack and pinion steering provided excellent feedback and direct control with no slop. And the turbo'd four matches it perfectly. The Solstice GXP was the first application of GM's 2.0-liter turbocharged and direct injected EcoTec engine and this is a fine example of what the powertrain engineers in Warren, MI are capable of. With a solid (if mildly underrated) 260 hp and 260 lb-ft of torque, there's almost no discernible turbo lag, providing the sensation that a much larger engine lies under-hood. The only downside is the exhaust note, which is far too mild for such a flashy offering. A more aggressive song would be appreciated, but that's what the aftermarket is for.



When the clouds finally parted and the roof panel was stored in the shed, ironically, the Solstice Coupe came into its own. Once adjusted, the driving position is quite good, and while the thick, leather-wrapped steering wheel is a standard GM parts bin unit, it feels good in the hands and better in the corners. Unfortunately, our tester was equipped with the optional five-speed automatic and GM never spent the coin to add paddle shifters to the Solstice. Nonetheless, the torque of the DI Ecotec moves the Solstice with assurance anytime you stab the throttle and once the roads start to change direction, the Solstice proves to be a fun machine to pilot.

With the ESC in normal mode, the Coupe understeers as you approach the limits, and with competitive mode engaged, things loosen up just enough to create a serene sense of balance. The solid chassis, precise steering and responsive engine give the Solstice a feeling of assurance other roadsters aspire to, providing further proof that Pontiac was nearing the top of its dynamic game when it was pulled behind the shed to shuffle off this mortal coil.



The base, normally aspirated Solstice Coupe has a starting price of $26,225, while the turbocharged GXP ups the ante to $30,375. Add the automatic 'box, air conditioning and premium package, which brings with it leather covered seats, and the out-the-door price tag hits a credit-challenging $34,020. While the Coupe certainly isn't cheap, it's not ridiculous considering its capabilities in the bends and its real-world fuel economy. During our week-long stint in the Solstice, we saw 29 mpg on one highway run and a very respectable 25 mpg overall in mixed driving, both figures keeping in line with the EPA's estimates for the turbo model at 19/27, city/highway.

At this point, production of the Solstice (and Saturn Sky) has ceased and is unlikely to ever resume. Only a couple thousand coupes are thought to have been built and at the current sales rate they may be available for a while. It's a shame the Solstice never made it to a second generation. With a better interior and new top, it could have been a contender. But as it stands, it's a credible offering with a few too many flaws. And that, more than anything else, will solidify its place as a competent coupe destined for collector's garages.

[Source: Autoblog]

The Death of Pontiac?

General Motors will 'Shut Down' the 'excitement division' - Pontiac - by the end of 2010. Their decision to cut the long time muscle car brand was among several aggressive steps listed in a recently updated survival plan to the federal government. This leaves GM with four core brands to place their focus: Chevrolet, Buick, GMC, and Cadillac. Have we regressed to the beginning of the 20th century?

The fate of Saturn, Saab, and Hummer are still to be decided. At this time it appears they will either be sold or also shut down.

Interestingly enough, the problem for Pontiac was not sales, according to GM CEO Fritz Henderson. Instead, it was their long running addiction - profits. Indeed, Pontiac was the company's third best selling brand, lead by Chevy and GMC. Pontiac sold twice as many as Buick which is currently set to survive the federal shakeup.

Back to the 1950's

Pontiac's identity as a 'muscle car' brand goes back to the lat 1950's and early 1960's. These cars were originally designed with wider bodies and pushed out wheels. This 'wide track' design made the cars look agile and aggressive - and remained with the brand up until modern times.

After producing the now famous Pontiac Temptest LeMans GTO in 1964, Pontiac secured its place as the first true 'muscle car'.

"There was a time, a long way back now, when you knew exactly what Pontiac stood for," said Kevin Smith, editorial director for the automotive Web site Edmunds.com.

Recent efforts from vice chairman Bob Lutz tried to revive Pontiac's image. His plans called for Pontiac to produce mainly rear-drive 'modernized' muscle cars - such as the 2004 GTO or the rwd G8 sedan. This would have given them a unique selling point over other front wheel drive American cars, in addition to competing with RWD performance brands like BMW.

Unfortunately Pontiac's revival was not to be. Their most popular car remains the G6, followed by the Vibe. The australian based GTO and G8 had only dismal sales. Bob's plans were further crushed when gas prices soared and the EPA further tightened their grip on consumer transportation with tougher fuel economy regulations. So Pontiac returned to selling rebadged Chevrolet counterparts by offering the G3.

Pontiac's lack of providing true value as a brand may finally have brought its demise, said Smith. "That's just death in a marketplace where there's so much competition and so much quality," he said.

Keep Your Pontiac Excitement Alive with the Top Pontiac Resources on the Web at http://www.PontiacClubs.com - News, Clubs, Parts, Videos, more

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