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The 350 was rerated from 250 to 160 bhp (175 with dual exhaust) at 4,400. The 400 two-barrel went from 265 to 175 (200 with dual exhaust) at 4,000 rpm; and the four-barrel version, previously rated at 300 horses, received a net rating of 200 at 4,000 rpm (250 with duals). Beginning with the 1972 model year, all General Motors divisions began rating engine output using the Society of Automotive Engineers (SAE) net method. Bonnevilles received a 455-cube engine as standard equipment. The standard engine for base Catalinas was a two-barrel-carbureted 350. With a 3.88-inch bore, 3.75-inch stroke, and a compression ratio of 8.0:1, it was rated at 250 bhp at 4,400 rpm and 350 pound-feet of torque at 2,400 rpm. Equipped with a two-pot carb, the 8.2:1-compression-ratio V-8 developed 280 bhp at 4,400 rpm and 455 pound-feet of torque at 2,000. Smooth and flexible with an abundance of torque, this engine was ideally suited to the big Pontiacs. All engines returned for 1973 with the exception of the 455 two-barrel, though most lost some power in the process.

Though based on the same basic block design, the 455 featured a 4.15-inch bore, 4.21-inch stroke, and 3.25-inch main journal diameters. Jazzed up, Structural Deck Supplier with four carburetors and other assorted performance modifications, it was the same basic engine that had been powering Pontiacs for the past 21 years. While the Grand Ville was based on the same "B" bodyshell as the Catalina and Bonneville, it featured a formal hardtop roofline borrowed from the new C-body Cadillac, Buick Electra, and Oldsmobile Ninety-Eight. That honor would be reserved for the new Grand Ville, which replaced the Bon­neville Brougham. Rather than work within the constraints of the nameplate and improve that model, it was determined that something above the Bon­neville would generate new interest in the segment and in Pontiac in general. In the interest of simplifying the product line, the Catalina convertible and the entire Catalina Brougham series were dropped. The Grand Ville -- offered in convertible and two- and four-door hardtop styles -- represented a new philosophy at Pontiac that sought to "out-Bonneville" the Bonneville.

There were no Bonneville or Grand Ville station wagons as such. Pontiac's model numbering system put the Grand Safari among Bonne­villes in 1971-1972 and 1975-1976, but with the Grand Villes in 1973-1974.) Simulated wood­grain trim was optional on all wagons. The 1971-1972 full-sized General Motors cars were the subjects of a recall that involved the steering system. Production of the 1971 B-body Pontiacs came to 261,282 cars. Catalina Safaris and Broughams came standard with a two-barrel 400, which was available as an option for the other Catalinas. Brougham starting prices topped those of comparable base Catalinas by a little more than $200. Prices were hiked about $100 throughout. Like all other General Motors makes, Pontiac lowered engine compression across the board for compliance with the 1970 Clean Air Act, as well as compatibility with the new generation of low-lead and unleaded fuels. Speaking of powertrains, some significant revisions to the entire Pontiac V-8 engine family were instituted for the 1971 model year. That was a notable drop from 1970, but a strike early in the model year slowed up production of General Motors vehicles. A redesign of the coupling alleviated the problem in time for the 1973 model year.

Biscayne again served as the lowest-priced full-size model -- and looked the part. No '55 Chrysler product was sedate, but DeSoto looked possibly busiest of all -- though still attractive, with a much lower silhouette; wrapped windshield; the last of the toothy grilles; "gullwing" dash; and broad, optional two-toning. Though the 1958 looked clumsier than the 1957, it was a much better Ford mechanically. Ford sold over 236,000 of the '86s and nearly 375,000 for '87 -- astounding for what was, after all, a very daring departure for a middle-class American car. The last time the division had such a car was the 1940-1941 Custom Torpedo. During the winter months, most of us want to spend our time either in the comfort of a heated room or curled up by the fireplace. The Monterosa and F11 were exhibited together for the last time at the Geneva Motor Show in March 1949. Isotta Fraschini went into liquidation in September 1949 and CEMSA-Caproni dissolved as a company shortly thereafter. T minus 6.6 s - the shuttle's main engines ignite one at a time (0.12 s apart). One area of significance under the hood was in the way horsepower was measured.