Brian Dia and His 1970 Grand Prix Prove Pontiac’s Legacy Is Alive and Well

The 1970 model year was momentous for Pontiac. Its famed, first muscle car, the GTO, was at the pinnacle of its power. The brand had just launched the second-generation Firebird, which would soon become an icon. That wasn’t all the good news from Pontiac that year, because there was a third 1970 Poncho that was acclaimed for its sophisticated style, forward-thinking features, and ample power. It was the Grand Prix. 

DeLorean’s Hat Trick

For most people, the name DeLorean conjures images of Michael J. Fox piloting a gull-wing-doored sports car–time machine in Back to the Future, that 1985 sci-fi classic. But to car people, especially those members of the “tribe,” the name DeLorean holds supreme significance. Decades before the stainless-steel wedge was even a thought, John Zachary DeLorean was a budding young engineer at GM’s Pontiac Motor Division.

By 1964 DeLorean had climbed to the position of chief engineer. He is credited with turning the Tempest LeMans into the first true muscle car via the GTO package. Only a year later, DeLorean moved into the top spot at Pontiac—general manager of the brand—and directed his engineering prowess and tenacity towards Pontiac’s first pony car, the 1967 Firebird. Both the GTO and the Firebird became American automotive icons and, under DeLorean’s tenure, Pontiac enjoyed multiple Motor Trend Car of the Year accolades and posted record-breaking sales figures.

DeLorean scored his third goal at Pontiac with the 1969 Grand Prix. Born in 1962 to replace the Ventura model, the Grand Prix was meant to be Pontiac’s performance-oriented luxury sports coupe. Although the Grand Prix saw many styling enhancements from 1963 to ’68, it was the first of the third-generation cars (1969 and ’70 model years) that bore DeLorean’s influence and name.

The completely restyled Grand Prix was built on a version of the intermediate A-body platform, renamed G-body, with an exclusive, stretched 118-inch wheelbase. The base car was the “J” model, which many Pontiac aficionados believe refers to John DeLorean’s first initial. More likely, the names of the “J” and optional “SJ” package tie the Grand Prix’s sleek styling and power to the Duesenberg models of the same name, the S and the SJ that, before World War II, represented the apex of style, performance, and luxury among American automakers. Either way, the names were definitely DeLorean’s idea and the Dusenberg tie-in would have been just fine with Pontiac’s design and marketing departments.

The 1969/70 Grand Prix “J” model was powered by the same 400-cubic-inch V-8 as the base GTO or Trans Am of the day, making 350 hp and 445 lb-ft of torque. It was loaded with unique and forward-thinking design elements and advanced features. The exterior ones included flush-mounted, pop-out door handles, a sloped windshield with concealed, “pulse-type” wipers, and an embedded antenna. And, as per Pontiac, the ’69 GP had the longest hood in automotive history, a claim which, many believe, still holds true. Inside was a driver-centric cockpit, with aircraft-inspired “Strato” bucket seats and a wrap-around dash and console with an integrated floor shifter. The 1969 Grand Prix was a resounding hit, with a whopping 112,486 units built, compared to only 37,711 for 1968.

Big Brother

No, the title of this section is not a reference to the overlord in George Orwell’s famous novel; it refers to familial automotive influence. The owner of the Grand Prix pictured here, Brian Dia, grew up as one of four brothers, coming of age on the north shore of Long Island in the late 1970s. Brian says his older brother Curt was into all kinds of cars, especially Mopars. More often than not, Curt had some cool ride in his possession.

Locks, Stock, and Pontiacs

Brian Dia’s Poncho story didn’t fire up until he graduated high school. By then, he had already been working a couple of years at what became his chosen trade, locksmithing. Brian says his automotive preferences always gravitated toward the American Big Three—GM, Ford, and Chrysler. When he was ready to buy his first car, Pontiac’s style and substance drew him to a 1974 LeMans. It was also the first car he ever wrenched on, including rebuilding the engine. 

Other cars came and went, but it wasn’t until 1989 when Brian, now married and with his own locksmith business (Locks Unlimited), got back into the Pontiac game: This time, with a 1970 LeMans that had been living in a wooded area of Bethpage, New York, behind its owner’s house. Brian describes the car as a complete wreck when he got it. So, he pulled the 350-cubic-inch V-8 and began a two-year, full-frame-on restoration.

By 1991, Brian’s Granada Gold beauty was back on the road, and he rowed through its four gears all around Long Island. In 2008 Brian joined the ranks of the Long Island GTO club and the Pontiac Oakland Club International (POCI). He used his ’70 LeMans to frequent out-of-state shows and still does so to this day.

Around 2017, Brian decided that he wanted a more modern car for his interstate highway cruises, something that had all the Pontiac soul of his ‘70 LeMans but was built in the 21st century. When he found a Navy Blue Metallic 2002 WS6 Trans Am with a Hurst six-speed manual, all his requirements were more than met. The only modification Brian made was the addition of a Magnaflow cat-back exhaust, to give his Ram Air bird a more menacing squawk. 

After piloting his last-of-the-breed bird for three years, Brian’s knees began to speak to him. He had grown tired of driving a manual transmission and now wanted an automatic. He also yearned for a more vintage Pontiac. “The older cars do it more for me than the newer ones. Their originality, style … they are more like art.”

Target Car

By the summer of 2020, Brian had begun his search, but he wanted something different than the GTOs and Firebirds coveted by his club buddies. Pontiac style and power were near the top of his list, of course, but primarily Brian wanted a comfortable cruiser. He fixed his sights on a 1969 or 1970 Grand Prix, saying “I liked the design of those years, with the tucked-in bumpers, flush door handles, and flat rear bumper.”

Brain first spotted his quarry on an Ohio dealer’s online site. It was a beautiful dark blue 1970 “J” model with black interior and the Turbo Hydra-Matic three-speed automatic transmission. It was exactly what he was looking for. There was only one problem—it was way too pricey. 

Let’s Make a Deal

Brian kept his eye on the gorgeous Grand Prix. Finally, two years after he had first spotted it, the asking price began to drop. Brian enlisted the help of his friend Dave Stanton, also known as “Hemi Dave.” Dave is an expert on vintage American iron and had been close friends with Brian’s older brother Curt since childhood. Dave had also expressed interest in buying Brian’s WS6 Trans Am. The plan was to have Dave ask the pertinent questions and negotiate a better price on the GP. Brian would then sell Dave his Trans Am and all would be well.

After a little back and forth, Brian felt confident and purchased the 1970 GP. Trucking the car from Ohio to Long Island became a task, however, and it finally arrived the weekend of July Fourth … in the dark of night. Brian did his best to inspect the fifty-year-old car via flashlight. Moving it into the driveway revealed some very slow shifting. Even worse, the motor kept running when he removed the key. Brian’s confidence waned. “What did I get myself into?”

Repair and Rejoice

Brian stayed calm; it was only natural that a half-century-old car would have some issues. He had Bob Zorn tune the four-barrel carburetor, alleviating the run-on issue. Then, to address the slushbox, he took the GP to Hunter’s Garage in East Northport, New York, where the shop found a cracked vacuum line. Hunter’s also replaced the shocks and springs at all four corners. Brian was now eager to get his stylish cruiser on the road. And that he did, driving 300 miles to the Pontiac Nationals in Syracuse, New York, and back. This first road trip was a success: Brian cruised in classic comfort, without issue and without any knee pain.

The Real Deal

Brian was curious about his Grand Prix “J” model’s origins, so he obtained documentation from Pontiac Historic Services (PHS). The paperwork confirmed its numbers-matching status: The 400-cubic-inch V-8 motor, Hydra-Matic automatic transmission, and rear-end differential were all factory-fitted. The car was built in January 1970 at Pontiac’s Lakewood Assembly plant in Atlanta, Georgia, and was originally draped in Bermuda Blue with a black vinyl (Cordova) roof. At some point, the car had been beautifully repainted in what looks to be a darker version of Atoll Blue, including the roof, which is now minus the vinyl. Another change, which takes a keen eye to spot, are the side mirrors. They are not the chrome 1970 pieces but the more aero-shaped, body-color mirrors that first appeared on 1971 models. The only other not-stock feature is a modern radio.

Cruisin’ Conclusion

Needless to say, Brian got everything he was looking for with his 1970 Grand Prix “J”. He can cruise in classic comfort to shows and club events and let the transmission do the work. Brian and his Pontiac luxury sports coupe are also regulars at Sunday morning cars and coffees, where, Brian says, he always gets asked if he’d like to sell the car. His answer is always no.