This engine led to Ford’s first automobile, called the Quadricycle. Bonnevilles received a 455-cube engine as standard equipment. The twin-pot 400-cid engine became the new standard Bonneville powerplant. Beginning with the 1972 model year, all General Motors divisions began rating engine output using the Society of Automotive Engineers (SAE) net method. Then there was the recession that began in the early part of the decade, which effectively ended the feel-good economic boom that had endured since WWII. The Turbo Hydra-Matic then became standard equipment, a change that was accompanied by an increase in base prices. Appearing with the new T-Bird generation of 1989, it intrigued enthusiasts with handsome European-influenced styling and a supercharged 232-cid V-6 making 210 bhp through 1993, then 230, good for 0-60s in the mid-7s or less. The decklid extended down to the bumper, a good idea for easy trunk loading. Drive-ins also worked the magic of transforming your car from a simple vehicle into a theater with comfortable seats and a clear view of the screen (assuming your windshield was clean and in good condition). Windshield wiper controls were moved from the dash to a more convenient location on the turn-signal stalk, while the optional cruise control now allowed incremental speed changes of one mph at a time.

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Interiors were also completely redesigned, the most notable difference being the new “cockpit” dash design. A new front-end design was characterized by a truly massive energy-absorbing bumper that jutted from the new full-width grille. The hood was sculpted with a raised “ironing board” treatment and center rib, which tied in with the grille design. Up front, the beaklike nose was dominated by a massive split-grille design with vertical center sections linked to low horizontal extensions that ran out below the quad headlamps to the edges of the car. Curb weight was a feathery 1500 pounds, so although the small, 1.5-liter German V-4 engine was tuned for only 90 horsepower, the car could do 0-60 mph in a brisk 10 seconds while squeezing out up to 30 mpg. The 350-cid engine was dropped from the full-size line, leaving the 400 two-barrel as the base engine for the Catalina and Bonneville. In the interest of simplifying the product line, the Catalina convertible and the entire Catalina Brougham series were dropped. Slightly modified grille designs were employed across the line, and Catalinas could be ordered with a Custom package that included rectangular headlights, additional exterior trim, and interior upgrades. Thin horizontal bars filled these grille cavities, though the mid- and top-trim series sported vertical bars, too. ​ NIKI CAR TRANSPORTATION USA was cre​ated by G SA C​on​tent Ge​nera​tor DE MO .

A new six-element grille graced the front of Catalinas. The front suspension was also new, and was actually shared with the second-generation Firebird released the previous February. Catalinas featured a 123.5-inch wheelbase, the higher-end cars rode on a 126-inch platform, and station wagons stretched 127 inches between the wheel centers. They featured modest upgrades including more-luxurious upholstery, Brougham scripts on the C-pillars, and deluxe wheel covers. The solution was to bring the Bonneville Brougham moniker off the bench and put it on the top-level B-body Pontiac. The 1970 “standard” Pontiacs were facelifted updates of the 1969 models, but an all-new big-car series was waiting in the wings for 1971. It was based on a new B-body platform shared with Chev­rolet, Olds­mo­bile, and Buick. The window for ordering a stick-shift B-body Pontiac closed in March 1971, never to return. A fixed-position vent window added more glass area in the rear doors of Catalina sedans. Brougham starting prices topped those of comparable base Catalinas by a little more than $200. The Catalina lineup was fleshed out with Brougham models available as two- and four-door hardtops and a four-door sedan. We find that UniGen is unable to produce SAT solutions out of such feature models.