GM Marks of Excellence

02/06/2026

Impossible Odds

It was a different time.

William L. (Bill) Mitchell needed to redesign America’s sports car. As the new Vice President of the Design Staff, he needed the second generation car to leave behind his predecessor’s rounded lines in favor of something totally different. Mitchell’s impeccable style was matched only by his incredible temper and his willingness to fight for good design.

So he turned two two designers with unlikely paths to GM.

Peter Brock was just 19 when he penned the sketch that became the basic shape and proportions of the Corvette’s first redesign. As a student at Art Center in California, his work was spotted by Mitchell, who hired him as one of the youngest designers in GM history. This design became GM XP-87: The 1959 Corvette Sting Ray Racer concept, and basis of the C2 Corvette.

To get the model production ready, Mitchell turned to Larry Shinoda. In his youth, Shinoda and his family had been held in US internment camps, created by the Roosevelt administration during World War II to imprison Japanese-Americans who’d done nothing wrong. Conditions in these camps were awful, cramped, and prisoners were stripped of their basic rights, resulting in the landmark Supreme Court decision: Korematsu v. U.S.

For Shinoda, life outside of the camp led him to art school, followed by design stints at Ford and Packard. Eventually, in 1956 he was hired by GM for their Chevrolet studio, where his work resulted in such hits as the “batwing” 1959 full sized cars.

For 1963, these three legendary designers introduced the world to Corvette Stingray, a new model with styling unlike anything else on the road. While only ‘63’s had the legendary “split window” design, the entire C2 Corvette (63-67) became an instant icon.

There was a time when a 19 year old’s dream could roll down the production line. A time when someone once imprisoned against his will could bring an icon to life. The days when Detroit’s design bosses could influence popular culture.

A trifecta that could only happen in the studios of General Motors in an era when they promised us the future… and actually delivered. What could be more American than that?

31/05/2026

DeLorean’s Ultimate Pontiac

Long before it was subjected to plastic wheel covers and family sedan status, Grand Prix was the Pontiac that embodied John DeLorean’s dream of an American machine with European manners.

After lobbying GM, DeLorean was given the go-ahead to develop a special extended length chassis from their A-Cars (LeMans/etc) that would become “A-Special” or “G-Body”... introduced to the public in 1969 as the new Grand Prix. As part of the deal, Chevrolet would also get a variation the following year, keeping with GM’s rule that any division’s new advancements were given exclusivity for one year.

That new Chevrolet would arrive for 1970 as the Monte Carlo.

At Pontiac, this new Grand Prix was everything we expected of the ultimate Wide Track. It was bold, with a long hood and extruded aluminum grille. There was an antenna mast, as Pontiac cleverly hid it in the windshield glass, white door handles were blended into the sheetmetal. This new Grand Prix was lighter, more agile, and sleeker than its predecessors. A luxury coupe with a taste of European flair.

Under that long hood sat the Pontiac 400 or 428 cubic inch V8, with up to 390 hp. No corporate power to be found in an age when the division clearly promoted themselves as Pontiac MOTOR Division. Those V8’s, painted Pontiac Blue with their unique sound, were the beating heart of Pontiac.

Slip inside and the Pontiac Grand Prix was clearly a driver’s car. Bucket seats in cloth, Morrokide, or genuine leather, with full length center console and wrap around dashboard, giving drivers a commanding view of that long hood.

There was simply no car that looked or drove quite like the Pontiac Grand Prix.

And that was the point.

In 1969, nobody worried about Grand Prix fuel economy, lease deals, or residual values. Nobody wanted a cheaper Grand Prix nor a family model.

The 1969 Pontiac Grand Prix was not a car. It was the ultimate expression of Pontiac engineering, style, and performance.

23/05/2026

The Buick We Want

Lloyd Reuss was a Buick man on a mission in the late 70’s: to make Buick America’s luxury performance division.

As Chief Engineer, Reuss knew Buicks were getting too close to Oldsmobiles in the market place. He worried that the division’s reputation as a “doctor’s car” would alienate a new generation of buyers. Reuss knew the division’s flagship Riviera had a questionable future as GM looked to cut costs.

With the help of Bill Mitchell; Buick, Olds, and Cadillac were able to save their E-Body personal luxury coupes from the axe. A totally new car would appear for 1979, trimmer, yet elegant. As development of the new Riviera continued, Reuss and his team started another project. They wanted to make the Buick Motor Division the nation’s premier builder of V6 engines. So they took the division’s 3.8 liter V6 and added something only a handful of European cars had: turbocharging.

First appearing under the hood of the 1976 “Spirit of America” Century, with 306 hp…it was actually faster than the V8 Buick that paced the race in ‘75. This new engine was more than just marketing… a production version, with far less power, would appear in 1978, powering special Regals and LeSabres with what Buick called “a little science, a little magic”.

Then for 1979, it would make its debut in Century and the range topping Riviera S-Type.

Motor Trend named the new Riviera their Car of the Year, the only time Buick has taken home the award.

Reuss proved the Riviera could be brought into the modern era, with front drive, turbocharging, a trim body, and interior that balanced opulence with tastefulness. It became an instant sales success. Younger buyers loved the new car, taking home 52,181 of them, including 4,200 turbocharged models.

And 47 years later, it remains a shining example of what Buicks can be. Distinctly American luxury cars that make modern technology fit seamlessly in tasteful designs. Cars that truly reflect the best the division can produce. Classic, timeless, comfortable, and elegant.

In a world where everyone drives a look alike crossover, wouldn’t you really rather have a Riviera?

22/05/2026

764 GLG

On my shelf, among rare memorabilia and promotional items is a weathered trunk emblem. Few notice it, no one has ever asked about it. It's one of the most important items in my collection of thousands of GM artifacts.

Because it's from Grandma’s car.

She’d be waiting for us, outside of Alma E. Pagels’ Elementary School, parked along the fence, ready to hear all about our day. She’d surprise us, showing up for “Show and Tell” with cup cakes from her favorite bakery for the class and volunteering for the school Christmas Fair, helping us pick out ornaments for mom and dad. She’d tell us stories about grandpa, who passed before we were born, leaving her widowed at 60.

There were chocolate stains on the back of the driver seat from my spilled sundae and scratches in the white paint from our bicycles. Tough, but fair, she taught us unconditional love and what’s important in life, even if we were too young at the time to understand.

At the time, an 87 Grand Am was “regular traffic”. Another look alike GM car with questionable fit and finish and peeling clear coat on the alloy wheels. We’d have to look at the license plate to make sure it was actually her car: 764 GLG.

Today, on the rare occasion I see one of these cars, none of that matters. Instead, they feel like a summer day. The sounds of driving by the beach in West Haven and the taste of chicken noodle soup at Nick’s Center Spa. The excitement of bringing home my first Legos and the feeling of holding Grandma’s hand walking back to the car after school.

Tomorrow morning will be 31 years since she passed away. Sometimes in life we never really get a chance to say goodbye or to thank a loved one just for being them. We’d love five more minutes with them and hope they’d be proud of who we grew up to be.

Some cars aren’t just cars. The next time you’re at a car show and see an old guy looking at your car, consider they might actually be watching home movies from a distant past. That they can still hear the Delco stereo, smell the air freshener, and feel the click of the seatbelt buckle.

What does the GM Mark of Excellence mean to you?

22/05/2026

An American Standard for the World

They were unapologetic. The very symbol of the American Dream. Not just a car, but an ideal, that bigger meant better. If manifest destiny were an automobile, Cadillac would have built it.

The ‘75s were as big as Cadillac would get. Calais, Deville, Fleetwood, and Eldorado, each weighing in at over 5,000 lbs, before adding optional equipment. Under the hood, a smog choked 500 cubic inch (8.2 liter) V8, with 190 hp and 360 ft lbs of torque.

With Body by Fisher and Interior by Fleetwood, they were the finest automobiles in the Land of the Free. Arrogant, bold, and brash… yet refined, elegant, and tasteful.

Modern enthusiasts may balk at their lower horsepower ratings and titanic size; yet that really was the point. Efficiency and austerity were for the masses.

Cadillac exuded excess. A statement on wheels.

They were meant to be driven slow, so everyone saw who was behind the wheel. Engineered to be whisper quiet, tailored for easy decompression after a tense board meeting. Long before European brands and Yuppies ruined luxury cars, Cadillac really was the American Standard for the World.

At one time, leisure was an American luxury. Afternoons at the country club and long drives along the coast were our compensation for years of hard work. That is where these vintage Cadillacs shine. They didn’t need high revving engines and sport suspensions; those were for regular traffic. Their job was to turn the office commute into another leisure activity.

Close your eyes for a moment and imagine the feeling of power and control as you pilot America’s premier luxury automobile into the executive parking garage. Imagine the pride of knowing that no matter how hard Lee Iacocca tried, nobody was confusing your Sedan Deville for a Grenada.

Imagine owning an automobile that refused to chase the competition, because it was the standard.

07/05/2026

Looking Back

I never thought I’d miss that car. The first time Aunt Mary picked me up in it, I cried, tears streaming down my cheeks, until she went home and switched it out for her Buick Century.

Never could stand the feeling of that rear shoulder belt against my neck.

Over the years, its appearance seemed to fade, as the headliner fell down and the clear coat washed away with each rainstorm.

And nobody could ever figure out that rattle in the engine.

Then, when I was 19, Aunt Mary called and said if I wanted Uncle Teddy’s car, it was mine. Otherwise, she’d junk it. Sure I took it, the price was right.

It really wasn’t until the first time I went to the auto parts store that it started to sink in. It was the reaction of the old guy at the counter. “Delta 88, those were great cars.” It was the first of many stories I heard during the years I drove that old bomb. Indeed, this became the car that taught me “the name means something”, a phrase used frequently in these posts. I learned that despite the obvious flaws, that Oldsmobile carried a name people trusted.

They’d had a ‘65 sport coupe with wide white walls or a 71 convertible with FM radio. Cars that made them smile all because of that emblem on the rear quarter. I learned that these nameplates on unloved “modern” GM cars had once been revered. Perhaps that’s why it hurt so badly when they were applied to new models that didn’t fit the bill, regardless of how good they actually were.

I never thought I’d miss that car. The wide bench seats, roll up windows, and static over those four Delco speakers- which Uncle Teddy always had set to AM sports or WEBE 108.

Yet I can still feel it. I can hear those familiar sounds and even smell the familiar smells of those memories. Sometimes we don’t know what we have until it's gone. I cried that day too, but for another reason; because sometimes we can grow to love imperfections and mature to realize beauty is more than sheet metal deep.

Looking back, that man was right. The Delta 88 really was a great car.

04/05/2026

Romantic Familiarity

There are things in life that transport us to another time. A smell, taste, touch, or sound that floods the mind with memories of days gone by. The familiarity we take for granted day in and out. The very same that becomes romanticized in one’s mind as time passes.

For Oldsmobile owners, that was the Custom Cruiser. By 1986, it was the final full sized rear wheel drive Oldsmobile- the very cars that built the division’s reputation with names such as Rocket 88 and Starfire. Now, that legacy was carried by the division’s workhorse, a solid automobile that gave Oldsmobile’s most loyal buyers a taste of sunny days long gone.

In a rapidly changing world, Custom Cruiser presented the familiar attributes so longed for by many modern car buyers. The Oldsmobile 307 C.I. V8, which made up for its lack of horsepower with dependability. The simple controls that most Olds loyalists could use without ever opening the owner’s manual, because they had been similar for years. The squared off styling that gave off an aura of strength and classic elegance, even as a wagon. The kind of car dad could still tune up on the weekend with simple hand tools before junior borrowed it for date night.

As buyers flocked to mini vans, large wagons such as the Custom Cruiser were left on dealer lots, waiting for those traditional buyers to arrive. The kind of people who’d never buy one of those “foreign jobs”, even if the trim on that Olds never fit quite right.

Forty years later, we look back at these Custom Cruisers like finding pictures of a sunny day or old lover in a photo album. The mind forgets the hardships- poor fuel economy, traffic, and disagreements over minor things, instead focusing on the positives. Long drives at night, trips to new destinations, and meaningful conversations, all surrounded by reminders of what made Oldsmobile great. We didn’t know what we had when we had it and now, it is impossible to recover. Life moves on, even as we long for those romanticized sunny days and smiles of the past.

When you close your eyes, can you still smell the vinyl on a hot day? Do you still hear the Delco stereo? Can you still feel the excitement you felt looking through the window on your way to the next adventure?

During the 1980’s, Oldsmobile built many futuristic cars.
But their oldest designs are the real time machines.
Because sometimes, the past is where we’d really like to be.

23/04/2026

Unassuming Asuna

It sounded good on paper- bringing captive imports from GM’s immense global reach to the Canadian market in a near copy of the Geo brand offered in the states.

Asuna would replace GM’s Passport branding, which had handled such models for several years.

Within two years, GM pulled the plug, leaving buyers confused, as models were dropped or rebranded, such as this, the Asuna Sunrunner… later sold as a Pontiac.

The Sunrunner which replaced the GMC Tracker in Canada, was a duplicate of the Suzuki Sidekick and Geo Tracker, all built locally in the nearly new Canadian Automotive Manufacturing Incorporated Plant. This plant, which was a joint venture between Suzuki and GM, was modeled on the successful relaunch of GM’s failed Fremont, California plant- where Toyota and GM built Geo Prisms and Toyota Corollas. In Australia, GM repeated this effort as United Australian Automobile Industries (UAAI), also with Toyota.

For everything the Asuna brand had in competitive products,it lacked name recognition. It was a brand without a market. Buyers didn’t understand why GM was launching yet another brand, rather than strengthen their existing footprint.

By the end of 1994, it was over. With no warning, the name disappeared. Geo would follow suit a few years later, ending GM’s costly and confusing track record of creating specific branding for their captive imports.

Asuna is a reminder of an era when GM was struggling to find their way in a rapidly changing global automotive industry. After half a century as the global leader, the General now needed to learn a new way of life. Developing a brand without a purpose and pulling the plug before it could grow roots shows just how quickly the company was trying to adapt and how misguided they were.

03/04/2026

01/04/2026

Roadmaster

Ed Mertz was the last of a dying breed. An old school general manager, who knew what it meant to wear the Buick name. He was an engineer who reestablished the Buick brand in the late 80’s and early 90’s, when sister Oldsmobile was getting lost in the market.

He did it by doubling down on what made Buick…Buick.

He insisted on quiet interiors and smooth rides, with details their buyers would recognize.
Mertz supercharged Park Avenues and made Skylark the only car its size with a bench seat.

And he didn’t abandon loyalists. Mertz dusted off a name from the golden age of Buick… Roadmaster. More importantly, he did it justice: a full frame, rear wheel drive, and V8 power. They were big, heavy, and quiet… perfect for conquering the vast expanses of a rapidly aging interstate highway system.

Starting at $21,455 ($52,065 in 2026), the Roadmaster Estate reached dealers in 1991, a year ahead of the sedan. Buick told those dealers to expect customers with an average household income of $75,000 (182,000 in 2026) who were disinterested in minivans.

Instead, they wanted woodgrain trim, leather seats, and DynaRide. Understated elegance with the quality of a Buick.

35 years later, a whole new generation of people are buying these “B-Body Buicks”, using them for everything from hauling trailers to family transportation and car show cruisers. Time hasn’t eroded the characteristics Mertz demanded in his biggest offering, the very traits that once made Buick a best seller. The reason generations of people still remember those cars.

Today, Buick is struggling to redefine themselves. They need to look no further than in the review mirror to see the attributes that once made them great.

The attributes that make Roadmaster popular with people born after Buick built their last one.

When Better Cars Were Built, Buick Built Them.