Pontiac Parisienne: Canadian pure sugar…?

Sold for decades here, is there a car more Canadian than the Pontiac Parisienne? Well, you will be surprised to learn that the last of the line are more American than Canadian!

The name “Parisienne” appears for the first time at GM on a coupe concept presented at Motorama in 1953 (the car still exists today). It was not until 1958 that it was affixed to the body of a Canadian production vehicle. At that time, we were before the Auto Pact and, to simplify production, Canadian Pontiacs used Chevrolet chassis and engines. In 1958, Chevrolet introduced the Impala as a sub-series of the Bel Air. La Parisienne becomes its counterpart at Pontiac Canada, in coupe and convertible versions.

The Impala and the Parisienne became separate series in 1959. From then on, the Canadian Pontiac line followed the evolutions of the Chevrolet line during the 1960s. The Pontiacs enjoyed great popularity in Canada: the prospect of having a more prestigious car than a Chevrolet for only a few dollars more seduces buyers and the Parisienne records here, in proportion, better sales figures than its American equivalents.

Weight is the enemy!

From 1971, things changed. General Motors launches a new generation of its full-size models (B frame and C frame for the longest) and the Canadian Pontiacs are no longer based on Chevrolet frames (shorter) but on Pontiacs, with wheelbases identical to American vehicles. As for the mechanics, they are a mix of original Chevrolet or Pontiac blocks. From 1971 to 1976, the Parisienne was a mid-range model, with the Bonneville, Bonneville Brougham, Grand Ville and Grand Ville Brougham (depending on the vintage) occupying the upper hand.

The year 1977 marked an important turning point in the history of the full-size ranges with the introduction of more compact and lighter vehicles in all five divisions. Many saw this program as a reaction to the first oil crisis of October 1973. In fact, the decision to play the fuel economy card had been made by management a few months before this event. GM had indeed been criticized for the size of its cars (from 5.66 m for a 1976 Chevrolet Impala to 5.94 m for a Cadillac Fleetwood of the same vintage) and their weight (from 1,894 kg to 2,365 kg for the same models). A year later, these figures increase to 5.39 m and 1,646 kg for the Chevrolet and 5.62 m and 1,967 kg for the Cadillac… all without a significant drop in habitability (or even an increase according to some odds). The public acclaims GM news and the magazine motor-trend attributes its 1977 car title to the Chevrolet Caprice Classic.

The waste hunt

At Pontiac, the American range is based on two models: the Catalina and the Bonneville, which are offered in two- or four-door body styles as well as in station wagons. In Canada, things are a little different. Compared to 1976, the range is simplified (disappearance of the Bonneville and Bonneville Brougham) and consists of three models: Laurentian (name introduced in 1953, very bare basic version), Catalina and Parisienne. Here too, 2-door, 4-door and station wagon bodies are offered. These have the Safari suffix added. Strangely, there is no Parisienne Safari but a Grand Safari. Wagons have a door that can open sideways in the classic way or fold down, like in a pick-up. The mechanicals are of Chevrolet origin: 4.1-litre in-line 6-cylinder (110 horsepower) standard for sedans, 5.0-litre V8 (145 horsepower) standard on Safaris and optional on sedans, V8 5.7-liter (170 horsepower) optional on all models. In all cases, the gearbox is a 3-speed automatic. La Parisienne is the most equipped of the three, but to get air conditioning, electric windows, central locking, electric seats or cruise control, you still have to pay extra. Yup, it’s 1977… An optional Brougham package includes special interior trim, 60/40 front bench seat, special belts and floor mats.

Logically, 1978 brings practically no change. For 1979, the 6-cylinder increases to 115 horsepower, the 5.0-liter V8 to 130 and the 5.7-liter to 160. The Parisienne wagon finally takes the name Parisienne Safari and the Parisienne Brougham becomes a version in its own right. The following year, the grilles were revised and the coupé received a new, more vertical roof, says formal roof (a transformation that takes place on full-size coupes for all five divisions). On the engine side, things are moving seriously: the base one is now a 3.8-litre V6 (115 horsepower), the first V8 available (standard for Safaris) is a 4.4-litre 120 horsepower, followed by a 5.0 liters of 155 horsepower while the 5.7 liters (supplied by Buick) is only mounted in station wagons.

The biggest novelty of the year remains the introduction of the diesel engine. Developed by Oldsmobile and with a displacement of 5.7 litres, it delivers the distressing power of… 105 horsepower. Even the torque isn’t huge: 205 lb-ft at 1,600 rpm (compared to the 280 lb-ft at 1,600 rpm of the 5.7-litre gas engine). Designed from a gasoline V8, its reliability will be disastrous because it has to withstand compression ratios almost 3 times higher. But the second oil crisis has passed by and lovers of frugality will jump on it. The poor… In 1981, the basic 3.8-litre V6 was supplied by Buick (110 horsepower). The United States has switched to V8s with electronically controlled carburettors (a first step before injection) but not Canada, which retains the classic carburettors and offers the electronic version as an option… but not on the same engines. The base V8 remains the 4.4-liter Chevrolet (115 horsepower) while the electronic variant is a 4.3-liter Pontiac with 120 horsepower. The classic 5.0-liter is a 150 horsepower Chevrolet while its electronic version is a 145 horsepower Oldsmobile. The 5.7 liter disappears and the diesel is renewed without modifications.

The sleight of hand

The second oil crisis of 1979 led to public disaffection with full-size models. In the United States, Catalina/Bonneville sales were halved between 1979 and 1980 (from 226,300 to 98,473 copies). For 1982, GM relied heavily on its new front-wheel drive A-Body (Chevrolet Celebrity, Pontiac 6000, Oldsmobile Cutlass Ciera, Buick Century) and considered for a time eliminating the B chassis. Finally, Pontiac was the only division to carry out this operation: the Bonneville was transferred to the A-drive chassis of the Le Mans (renewed in 1978) and renamed in 1982 G-Body to avoid confusion. It is based on a wheelbase reduced from 116 to 108.1 inches and becomes the Bonneville G. Logique. On this occasion, the Catalina disappears.

And this is where GM Canada faces a dilemma. Indeed, the Laurentian/Catalina/Parisienne are still selling quite well here and are profitable for the division. What to do? Do as you please, of course! For 1982, Pontiac Canada maintained its full-size models and kept the Grand LeMans name for the G-Body.

The range is radically simplified: the Laurentian and Catalina are removed. As for the Parisienne, normal or in Brougham version, it is no more and no less than a Chevrolet Caprice Classic (also produced in Oshawa) with a grafted Pontiac grille and a few additional options. The Pontiac-specific stampings and dashboard are gone, along with the rear fender skirts. It had to be done quickly and cheaply! The choice of engines is reduced: the V6 and V8 diesel remain and the 4.4 and 5.0 liter V8s are offered with or without electronic carburetor control (respectively 115 and 145 horsepower), no more duplication.

The American network is not particularly satisfied with the Bonneville G and the memory of the crisis of 1979 begins to move away while the economy recovers. Sales of full-size models took off again during the 1982/83 vintages. Pontiac is now the only GM division to no longer have a B-Body in its lineup. What to do? Turn to Canada and import the Parisiennes to the United States, of course! During 1983, the Parisienne was introduced to the American market, the coupes disappeared and the choice of engines was simplified: base 3.8-liter V6 for the 4-door sedan (110 horsepower), 5.0-liter V8 for standard on the Safari and optional on the sedan (150 horsepower) and V8 diesel optional on both bodies (105 horsepower). All Parisiennes are made at the factory in Oshawa, Ontario. The United States absorbs 17,445 copies on a truncated vintage.

Direction: south

No big changes to note for the 1984 vintage except for the introduction of an overdrive automatic transmission on the V8s. On the other hand, at the industrial level, things are moving! During the year, production of Les Parisienne was transferred from the Oshawa plant to that of Fairfax, Kansas. Which means that from there, Canadians buy Parisiennes made in the United States. Did you say paradox? US sales amount to 59,984 copies. For 1985, Pontiac reintroduces the 1981 stamping dies and the Parisian finds more typical lines and rear fender skirts. The interiors also get a cachet superior to that of the Chevrolets. In Canada, the only evolution on the engine side is at the level of the 5.0-litre V8, which increases to 165 horsepower. The United States, on the other hand, is entitled to a Chevrolet 4.3-liter V6 as standard equipment. Americans buy 82,107 Parisiennes. A nice little success!

However, 1986 marks the end of the road for the model. The main changes are the disappearance of the diesel V8 and the introduction of the 4.3 liter V6 in Canada. The Americans still bought 85,082 copies, but GM had other plans for 1987. The manufacturer had already launched the Buick LeSabre and Oldsmobile 88 in 1986 on the front-wheel drive H platform and the Bonneville was making a comeback on this base of both sides of the border the following year. The B chassis will last at Pontiac until 1989, but only as a wagon (at Oldsmobile and Buick, the wagons will last until 1990). Only Chevrolet (many for fleet sales, until 1990) and Cadillac (for the luxury market, until 1992) will keep 4-door sedans. When the B platform was finally renewed in 1991, Pontiac would once again be the only division not to take advantage of it (probably because 6-seater sedans did not fit well into the strategy of the brand, summarized by their slogan of the time : We build excitement (The mark of sensations). But this is another story…

This will not be the end of Canadian Pontiacs (we think of the Tempest from 1987 to 1991 or the Pursuit more recently) however, with the disappearance of the Parisienne, it is an important page in the annals of Canadian automotive heritage that was turning.