My apologies to those of you who think Pontiac died in 1981; you might as well stop reading now. The GTO may well have been one of the most important and iconic muscle cars of all time, but neither the mighty 400-cube L-67 nor the 455-inch LS-5 could hold a candle to a "corporate GM" Gen III/IV motor. Obviously, the LS1, LS2, and LS3 engines offered more horsepower from the factory as even the strongest running Ram Air IV or Trans Am made only 335 to 345 horsepower by the previous (overrated) net or gross standard. Matter of fact, starting in 2005 the Gen IVs were subject to the most stringent testing protocol to date-and as the result were deemed "SAE-certified." As impressive as a big-block Pontiac's torque can be, the LS1 is far superior in efficiency and power per cubic inch. Case in point, what happens when you throw a 4-inch stroke into a 6.0L Gen III/IV? Even with just a good set of ported factory casting heads 500 hp is child's play (try 600 with a lumpy cam and good intake).To loyal GMHTP readers I'm sure this is old news, but we are now in an era where stock heads flow 330-335 cfm, and in some cases 355-365. Forgetting about gas mileage and streetability for a second, even with factory components Pontiacs have been making more power than ever thanks to the Gen III/IV architecture. Stock bottom end LS1s are running 9s naturally aspirated with a hydraulic roller, and it won't be long until street cars are running 8s all-motor thanks to all of the aftermarket blocks available. As you would expect from the Editor of GMHTP, I wholeheartedly believe the LS family to be the best platform of motors ever developed for production cars. And its popularity and ability to produce horsepower is proof of that. Even Mustangs and imports are using LS1s now.
That being said, I do have some bit of remorse for the loss of identity in the various GM brands. However, the use of "platform design" seems to be the inevitability of running an efficient and profitable business, and given GM's financial troubles despite said practice-you can hardly blame them. Blaming the homogenization of the brands for GM's fiscal downfall is obviously a "shortcut to thinking." Though magnificent in its day, the big-block Pontiac is a fantastic symbol of brand identity, which was inefficient, archaic, and stood in the way of progress. Like any business, GM had to change and adapt or it would perish. Those who still would like to hold on to the golden years when "the Pontiac emblem still meant something"-more power to you! But don't kid yourself into thinking your Pontiac motor is the greatest piece of engineering ever designed. I'm sure years from now, GM will develop something even more impressive than the Gen III/IV and I'll be at the car show saying I remember how unbelievable it was when the LS7 came out, and some punk kid will be laughing while sitting on the hood of his electric or hydrogen-powered 900-horse stocker.
It is my hope that the extinction of the Pontiac brand will bring said enthusiasts together. Whether the late-models had Pontiac or GM engines matters not. All cars adorning the arrowhead have two things in common: the prestige and regal style worthy of the famously heroic Native American chief, and that they are among the last to ever adorn such an emblem. As much as I love certain Bow Ties, Pontiacs are what first attracted me to GM. I had seen many GTOs, including Judges, at car shows, but the first time I really took notice was when one was goading my friend in his anemic '78 Camaro back in Philly. Thankfully my friend knew better than to mess with a '70 Judge. So naturally in 1999 when I was in the market for my first new car, my first choice was a WS6 Trans Am. While this endeavor may not have worked out, I later purchased my '94 Formula and still regard the (LS1) WS6 TA as the most intimidating front end ever. Thankfully with the GTO and G8, GM also figured out how to build an interior as attractive as the exterior-to say nothing of overall build quality. So I suppose, at the very least we can say that Poncho went out on a high note.