1935-1936 Pontiac

Emerging from the economic turmoil of the Great Depression, American car buyers prioritized practicality and value, which they discovered in the 1935-1936 Pontiac. This era favored a pragmatic approach, with closed-body vehicles and smaller six-cylinder engines becoming the preferred choice over open-body styles and larger engines.

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As the market emphasized practicality and affordability, Pontiac was well-positioned when its 1935 models debuted in late 1934. Positioned in the lower tier of the medium-price range, Pontiacs were priced higher than popular brands like Ford, Chevrolet, Plymouth, or Willys. However, they remained accessible to many buyers and offered exceptional value for the price.

The 1935-1936 Pontiacs marked a transitional phase in the brand's history. Preceding models featured eight-cylinder engines, European-inspired designs, fabric-topped closed bodies, and Dubonnet front suspension. Subsequent models would introduce advanced chassis designs and all-steel body construction, making this generation a unique bridge between eras.

This generation stood out with distinctive features, particularly its exterior design. Created by Franklin Q. Hershey, a California-based designer with experience at Walter Murphy and Hudson, the new look retained some elements of its predecessor while introducing fresh innovations.

Discover more about the design evolution of the 1935-1936 Pontiac on the following page.

1935-1936 Pontiac Styling

The 1935-1936 Pontiac design, though visually distinct from the 1934 model, shared the same goal: to position Pontiac as a stylish yet affordable brand, a notch above entry-level vehicles.

The 1935 Pontiac embraced a sleek, Art Deco aesthetic, introducing the legendary "Silver Streak," a design element that would become synonymous with the brand for over two decades.

At the front, the Silver Streak design featured a gleaming band of ribbed detailing extending from the windshield base across the hood, creating a waterfall-inspired grille. Additional Art Deco accents included hood-side trim and teardrop-shaped parking lights on the fenders.

Rumor has it that the Silver Streak design was born from a photograph of a Napier race car, showcasing its hood-mounted oil cooler, which Franklin Q. Hershey spotted in a French publication. Pontiac's General Manager Harry J. Klingler and GM's Executive VP William S. Knudsen were captivated by this bold aesthetic, which lent the 1935 Pontiac lineup a more imposing, upscale presence.

The Silver Streaks became a defining feature of Pontiac, enduring until 1956. Interestingly, it was Semon E. "Bunkie" Knudsen, son of "Big Bill" Knudsen, who eliminated the streaks from the 1957 models after assuming the role of division general manager in June 1956.

Continue reading about the 1935 Pontiac on the following page.

1935 Pontiac

The 1935 Pontiac introduced fenders that were more expansive and curvaceous than previous models. Similar to the 1933-1934 designs, they featured horizontal "speedlines" stamped just behind the wheel arches.

A notable addition was the use of "suicide doors" across all models, a somewhat retro choice as rear-hinged doors were becoming less popular. Previously, Pontiac had only employed them on the rear doors of four-door sedans.

For the first time in 1935, split windshields were introduced to achieve a vee-shaped look, a design element that would persist until 1952.

The body design was more contemporary and aerodynamic compared to earlier models. While dimensions varied depending on the body style and chassis, there was a consistent theme in the overall shape, running boards, rear fenders, and bumpers. All Pontiac models utilized the General Motors "A" Body, shared with Chevrolet.

While the 1935 Pontiac showcased a fresh exterior, its construction retained many similarities to earlier models. Fisher Body's all-steel "turret top" for coupes and sedans marked a significant improvement over the previous fabric roofs, though wooden inner framing remained a standard structural element at the time.

Although wood was lightweight and initially robust, it was susceptible to rot over time, leading to issues like sagging doors, compromised weather sealing, and reduced crash safety.

The interiors of both six- and eight-cylinder models followed similar layouts, with variations in upholstery, control knobs, and seating options such as bench or bucket seats.

Mechanically, there were notable advancements. A new L-head six-cylinder engine was introduced to help Pontiac compete in the affordable market segment. Designed by chief engineer Benjamin H. Anibal, this engine was entirely distinct from Pontiac's earlier six-cylinder models produced between 1926 and 1932.

The new six-cylinder engine shared several design elements with the Pontiac straight-eight but was not merely a shortened version of it. It featured a conventional yet robust design, including four main bearings and a fully counterweighted crankshaft, ensuring durability and reliability.

The six-cylinder engine featured larger cylinders than the eight, with a 3.38-inch bore and a 3.88-inch stroke, compared to the eight's 3.19-inch bore and 0-inch stroke. This resulted in a displacement of 208 cubic inches for the six, only slightly less than the eight's 223 cubic inches.

Equipped with a single-barrel Carter carburetor and a 6.2:1 compression ratio, the new six-cylinder engine produced 80 bhp at 3600 rpm, nearly matching the eight-cylinder's 84 bhp at 3800 rpm, which also used a single-barrel Carter carburetor and the same compression ratio.

The inline eight-cylinder engine, in its third year, had already undergone improvements. A redesigned intake manifold and an updated "GMR" cylinder head (developed by General Motors Research) were introduced in 1934, boosting output by seven horsepower. In 1935, micropolished rod and main bearings further enhanced the engine's already renowned durability.

To learn more about the mechanical details of the 1935 Pontiac, proceed to the next page.

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1935 Pontiac Mechanics

The 1935 Pontiac mechanics featured an enhanced version of the "double-drop" chassis design, used in the prior two model years. This chassis was offered in two wheelbase options and two distinct front suspension systems, varying by model.

The DeLuxe Six and Improved Eights retained the independent front suspension from the 1934 models, designed by French racer and inventor André Dubonnet. This system was promoted as the "Knee-Action" front suspension.

Chevrolet and Pontiac adopted this system, while Oldsmobile, Cadillac, LaSalle, and Buick opted for a superior design developed by Cadillac. Interestingly, both systems were marketed under the "Knee-Action" name.

One of the most notable advancements was in braking technology. The older mechanical system was replaced with a more efficient and dependable hydraulic braking system, featuring drums on all four wheels. This shift to hydraulics was part of an industry-wide move toward safer braking, though not all manufacturers adopted it immediately.

The 1935 Pontiac was built on two wheelbases: 112 inches for six-cylinder models and 116.6 inches for eight-cylinder models. The eights featured extended front sheetmetal and running boards to accommodate the longer chassis. Overall lengths measured 189 inches and 193.6 inches, respectively.

At its launch on December 29, 1934, the 1935 Pontiac lineup included two series: the DeLuxe Six and the Improved Eight. Available body styles ranged from two-seater coupes and sport coupes with rumble seats to two- and four-door sedans, as well as Touring sedans.

Touring sedans came with extended built-in trunks, while standard sedans featured flat backs with a hatch for accessing the spare tire. Each series also offered a cabriolet convertible equipped with a rumble seat.

The coupe lineup included unique variants like the "Doctor's Special" and the "Opera Coupe." The Doctor's Special featured a custom front seat and a rear compartment designed to hold a matching medical bag.

The Opera Coupe boasted a foldable jump seat on the driver's side, emerging from the rear bulkhead. This model was a preproduction trial, with around 50 units manufactured. A few remain today, including an original Improved Eight version.

The sole transmission option was a three-speed manual with full synchronization, operated via a floor shifter. Power was delivered through a torque tube to a semifloating rear axle. Six-cylinder models had a 4.44:1 differential ratio, while eights used a 4.55:1 ratio. Sixes rolled on 16×6.00 balloon tires with wire-spoke wheels, and eights used 16×6.50 balloon tires on steel artillery-spoke wheels.

Optional features for the DeLuxe Six and Improved Eight were modest by today's standards but competitive for mid-priced cars of the time. Available extras included antifreeze, wheel discs, trim rings, dual sidemount spares, bumper guards, heaters, "Air Mate" and "Air Chief" radios, a vanity mirror, a luggage set, a dashboard clock, and a glovebox smoker set.

In February 1935, Pontiac launched the budget-friendly Standard Six series, offering all body styles except the cabriolet and rumble-seat coupe. Priced $50-$60 lower than the DeLuxe Six, this discount represented about nine percent of the DeLuxe Six business coupe's cost. Adjusted for today's prices, this gives a sense of the significant savings for buyers at the time.

The primary distinctions between the Standard and DeLuxe models were mechanical, particularly in the front suspension. The Standard omitted the Dubonnet system, opting instead for a simpler, more dependable solid I-beam front axle supported by semi-elliptic leaf springs.

To reduce costs, the Standard featured a three-speed manual transmission with a nonsynchronized first gear, omitted fender-top parking lamps, and included only one taillamp. Additionally, the rear-quarter windows on four-door Standards lacked the crank-open vents found on the more expensive models.

Standard Six models came with black fenders and running boards, regardless of the body color. Optional dual sidemount spares, available on the DeLuxe Six and Improved Eight, were not offered for the Standard Six.

The introduction of the new model lineup and the six-cylinder engine proved highly profitable for Pontiac. Amid the Great Depression, Pontiac had struggled with declining sales, but Klingler and his team struck the perfect balance of appealing designs and competitive pricing, ensuring the brand's survival.

Production surged dramatically, with 129,468 units built in 1935, a jump of 50,609 from the previous year. While eight-cylinder sales declined, the six-cylinder models alone exceeded 1934's total production, proving their popularity and suitability for the era.

1936 Pontiac

The 1936 Pontiac featured subtle updates from the previous year, but the brand remained committed to its successful formula. These changes maintained the value Pontiac was known for, offsetting the modest price increases for most models, which were only a few dollars. Notably, eight-cylinder sedans even saw slight price reductions.

Stylistically, the 1936 Pontiac closely resembled its predecessor, with only subtle refinements. Unlike many second-year redesigns, these updates enhanced the original design without compromising its overall appeal.

A slimmer waterfall grille shell was introduced, with the silver streaks on the hood still forming the grille's center section, as in 1935. However, this year featured fewer streaks, and the outer grille elements were painted to match the body color, enhancing the front end's streamlined appearance. The headlamp buckets were also redesigned to be narrower and longer, now mounted on the sides of the grille shell.

Additional subtle updates included redesigned hood ornaments, which varied between six- and eight-cylinder models, and revised chrome moldings on the hood sides, now tapering to a point at the front edges.

The fender speedlines were removed, and front-hinged doors became standard across the lineup, though rear doors on four-door models remained rear-hinged. Steel-spoke wheels were now standard for all Pontiac models.

Mid-year, the Standard series was rebranded as the Master Six, expanding its offerings with the addition of a cabriolet and sport coupe. The two-door sedan variants in the Master series gained the option of front bench seats, and sidemount spares became available as an optional feature.

Mechanical upgrades included an increase in the eight-cylinder engine's displacement from 223.4 to 232.3 cubic inches, achieved through a 0.06-inch overbore. Combined with a higher compression ratio of 6.5:1, horsepower rose from 84 to 87 at 3,800 rpm. The engine also featured an improved cooling system, now pressurized to five pounds per square inch.

DeLuxe Eight models, as they were now called, also received an upgraded clutch, featuring a ventilated dry-disc design. Furthermore, the Master Six adopted the same fully synchronized three-speed manual transmission used in the DeLuxe Six.

Some updates were introduced as running changes during the production cycle. These included minor adjustments, such as replacing the 1935-style flush-mounted taillamps with bullet-shaped units on certain models.

The most notable running change was the replacement of the Dubonnet independent front suspension in the DeLuxe Six and DeLuxe Eight. It was swapped for the "Knee-Action" suspension, originally designed by Maurice Olley for Cadillac and adapted for Pontiac by chassis engineer Robert K. Hutchinson.

While the Dubonnet system was technically innovative, it lacked durability and demanded more maintenance than most drivers were willing to provide. Its unique features included an encased coil spring, shock absorber, and a wheel hub connected to a single control arm.

Issues arose when the oil level in the system dropped, leading to unstable handling and increased wear. Additionally, the Dubonnet system was notoriously challenging to service and repair.

In contrast, the new Pontiac front suspension, borrowed from its higher-end General Motors counterparts, featured a conventional design with unequal-length upper and lower control arms and king pins mounted in bronze bearings. This system was reliable, low-maintenance, and easy to repair, remaining in use for several subsequent model years.

Once again, Pontiac's blend of appealing products and competitive pricing proved successful. Production figures saw a significant increase compared to 1935.

Over just two model years, Pontiac's production more than doubled. This achievement was extraordinary, especially during the Great Depression, a period when many automakers struggled to survive.

While not immediately apparent, the 1935 and 1936 models marked a transitional phase in Pontiac's history. The introduction of the popular six-cylinder engine and the sleek Silver Streak styling on turret-top bodies overshadowed outdated elements like wooden body framing and straight-axle front suspension.

By 1937, Pontiac would introduce larger engines, fully adopt independent front suspension, and transition to all-steel B-bodies shared with Oldsmobile, Buick, and LaSalle. This signaled the dawn of a new era of modernization for the brand.

1935-1936 Pontiac Specifications

The 1935-1936 Pontiacs delivered the perfect combination of power, comfort, and style, meeting the needs of buyers emerging from the Great Depression. Below are the specifications for the 1935-1936 Pontiac models:

1935 Pontiac Standard Six Vehicle Specifications

1935 Pontiac Standard Six Models, Prices, and Production

1935 Pontiac DeLuxe Six Vehicle Specifications

1935 Pontiac DeLuxe Six Models, Prices, and Production

1935 Pontiac Improved Eight Vehicle Specifications

1935 Pontiac Improved Eight Models, Prices, and Production

1936 Pontiac Master Six Vehicle Specifications

1936 Pontiac DeLuxe Six Vehicle Specifications

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