This was the advertising slogan for the 1948 Pontiac. It was a unique year. It was the last year for the Fisher A- and B-Body which had been designed before the war and also used by other GM divisions. It was also the last year of the Torpedo. The Torpedo has been around since 1940. The biggest news, however, was the introduction of the Hydra-matic transmission. This was available as an option. Pontiac was the cheapest brand that could provide a fully automatic transmission. It was available as six and eighth and proved very popular. The Torpedo had a 119" wheelbase (3.02m) and used the A-Body that Pontiac shared with Chevrolet. The Streamliner used the fastback B-Body with a 122" wheelbase (3.10m). The Torpedo was also available as a Convertible, while only the Streamliner was available as a Station Wagon. The wooden superstructure was a replacement for the poorly available steel. Years later, these cars became very popular as 'surf wagon' among the youth. Now they are rare and easily worth 3x as much as another model in the series.
​
In the interior you found it here and there appearance of Chief Pontiac. Not only on the handlebars but even as a frame for the high beam tell-tale light. Also in the hood ornament you will find the Chief. In later years it was even possible to relieve the Chief. Not yet in 1948. 1948 was also the first year that you could get Standard and DeLuxe equipment. The Standard had rubber stone protection and minimal use of chrome and stainless steel. The DeLuxe had chrome stone guards, a sweep spear over the front fenders and doors, full wheel covers and much more. Silver Streak was on the side of the hood, possibly with an '8' in between if the car was equipped with one. Because of this name, many people are and were misled by which they thought that Silver Streak is or was the model name. So you always know if you are dealing with a Pontiac enthusiast or not if your car is called a Silver Streak. The Pontiac hood ornament was the same on the six and eight. Incorporating the brand name into the grill gave the front a more streamlined appearance. The taillights were simple and round, unlike the rectangles of previous years. In the early 1950s, these round taillights were an important thing in the hot rod world. For the Australian market, a different body was used that was equipped with the American front, but a completely different rear and even had suicide doors.
​
Pontiac sold every car it produced. People still couldn't keep up with the demand for new cars. There was no time and no need to improve the products on most brands. GM didn't come up with the first completely redesigned cars until 1949. However, Pontiac did what it always did, improve the car slightly every year. A fine car made even finer. The ignition coils were oil-filled and hermetically sealed, a huge improvement over the tar-filled version, because of the better dissipation of heat, the enemy of any coil. A neoprene cover was used to protect the spark plug terminals. The mixing of old and new resulted in a special connection of the starter motor pedal to the automatic transmission. The car should not be able to start when in gear. The connection ensured that the machine came into 'neutral' if it was the case. The system took up many pages in the shop manual through all the illustrations and adjustment data.
​
The shop manual also described something that didn't get much attention before the war: adaptations for the disabled. Many veterans returned with one or more limbs less. The Hydra-matic was therefore a gift from heaven.
​
The list of dealer and factory options grew and grew. Pontiac did well. Reliable cars with lots of fun options. Especially when compared to other affordable cars. Pontiac also had the obvious advantages of the Fisher Body's, Delco Remy electrics and of course the Hydra-matic. These things combined resulted in hefty production figures that were only surpassed by Chevrolet, Ford, Plymouth and Buick.
​
Most models from just after the war were always skipped by the enthusiasts. She preferred the more stylish and powerful mid to late 1950s models. But in recent years there has been a turning point and more and more people are seeing how interesting these cars actually are.
​
Pontiac advertised in 1947 with the following text:
​
In these difficult times of motor vehicle shortages, it is easy to lose sight of the true value of a motor vehicle. That is why we publish here the consumer prices of each Pontiac model including the local transport costs.
​
We think it benefits people to be reminded that a fine car, which offers everything you could ask for in a car, is still reasonably priced at the Pontiac dealer.
​
If you decide to own a Pontiac, we ask that you be patient. The Pontiac factory does its best to produce sufficient vehicles in accordance with Pontiac's standard. As soon your Pontiac is delivered you are glad you were patient. You get an incredibly nice and beautiful car for a decent and fair price.
However, post-war prices were significantly higher than before the war. In 1942 they advertised a starting price of $828. You bought an 8 for only $25 more. In 1947 you paid a minimum of $1,432. An 8 had already become $ 58 more expensive. For comparison, $1,432 in 1947 is equivalent to $16,080 in 2017, the 1941 $828 is equivalent to $14,178 (Source: Dollartimes.com)
1947 - Kelly Kar Co., Figueroa between the 12th street and Pico (Kelly Kar Co., the founders of the Kelly Blue Book). The monthly repayment was higher than the minimum monthly salary at that time. Converted $ 775 in 2017.
​
Read the history of the Kelley Kar Co here. and the Kelley Blue Book
Australian 1948 Pontiac
Driving impression - Torpedo 8 Convertible
If you say the words 'Silver Streak', the younger older ones among us will think that you are talking about the movie with Gene Wilder and Richard Pryor. Train fans might think you're talking about the record-breaking passenger train that ran from Denver to Chicago in just 16 hours with this name. 1934.
​
But car enthusiasts will probably think of Pontiacs built between 1935 and the early 1950s and sporting the styling stripes referred to by Pontiac as 'Silver Streak'. These cars, as well as the legendary train, were both a product of the streamlined "thinking" of the time, popularized during the Great Depression. Although the styling for a bit of aerodynamic efficiency at the very least, it provided a fast, smooth, shiny new look.
​
The tested 1948 Pontiac Torpedo Silver Streak 8 Convertible has sleek styling galore. The body is fluid and sensual and its famous stainless steel 'stripes' across the hood and boot lid are a clear expression of this.
The name was immortalized in 1948 on both sides of the hood, at an Eight with an 8 between the words.
​
Driving is an even greater treat than seeing the car. It only takes a few seconds to get used to the controls. Rectangular panels of gauges sit on either side of the speedometer and are easy to read. The DeLuxe radio in the center of the dashboard looks like a shimmering waterfall and the large clock in the glove compartment door balances the dashboard. The accelerator and brake pedals are large and easy to use and there are plenty of head and legroom. The front seat is just like a couch, the back seat, on the other hand, is not very wide. This is inherent in the design of the convertible.
​
The only thing that causes some confusion is the order of the gears. It is not the standard PRNDL but NDLR. There is no 'park' stand. If you stop on a hill, put the gearbox in low, turn off the engine and shift to reverse. GM's Hydra-matic debuted in 1948 at Pontiac. This new transmission was first available from Oldsmobile in 1940 and from Cadillac the following year. During the war the barge was also used, even in tanks. The post-war Hydra-matics were therefore 'battle tested' according to the advertisements. He cost $185 making Pontiac the cheapest car available with an automatic transmission.
​
The 249 cui line 8 engine starts easily and quickly idles smoothly and vibration-free. The transmission engages smoothly as soon as it is put into 'drive'. There is no creeping tendency as usual with cars of that time. A little bit of gas and the car quickly goes through the 4 gears. The acceleration to 70 km/h is quite good but the car starts to get heavy at 100 km/h. But that is also 25 to 30 km/h above the permitted maximum speed of that time.
​
The view is fantastic with the roof down, but with the roof up it is dark in the car and it is like being in a cave. Something that was common for this type of car. The Pontiac leans a bit in corners, nothing strange really. Bumps are very nicely absorbed by the smooth suspension. The braking power is sufficient for a car of this size. The long, tapered hood makes the car appear larger than it is. You cannot see the mudguard on the passenger side of the car, so be careful when parking.
​
The word 'fast' doesn't come to mind when you're on the road with the Torpedo, but it's not a snail either. The machine does not eat torque like other machines from that time did. The car is smooth, comfortable and quiet. The hood doesn't flap and the windshield doesn't twist either, something you would expect on older convertibles. The engine, transmission and chassis are rock solid and reliable, even if they aren't terribly exciting.
The car accelerates smoothly but is already through its gears before you cross the intersection. The engine has a lot of torque at low revs, but quickly falls short. People smile and wave as we glide past. The reflection in the windows of stores shows us that we are making quite a fashion statement.
​
Pontiac was the first step up after a Chevrolet. There were two base models, the A-body Torpedo which shared the design with Chevrolet and the B-body Streamliner which shared the design with Buick, Oldsmobile and the cheapest Cadillac. Most models were available in standard and deluxe versions for $90 and $120 more. 1948 in particular was a good year for Pontiac thanks to the new Hydra-matic. But Pontiac has been a top seller since its inception. Pontiac was actually an intermediate brand that eventually thrived making the main brand Oakland was eventually shut down. Beautiful design, rock-solid durability and reasonable prices made Pontiac a huge success in the 1920s, 30s and 40s. The enormous demand after the war mainly caused a revival. Except for the Hydra-matic, the cars were just the same models as before the war.
The 6 and 8 were developed in the 1930s and had high pressure lubrication and insert bearings. Pistons were made of cast iron for durability and tight tolerances. This did increase the weight of the connecting rod with piston, so that they were not high-revving engines. Both engines were side valve (L-head). It was a good design for its time because it resulted in a small and large valve train that required little maintenance. When compression ratios surpassed 8.50:1, OHVs became necessary, and that only happened because higher octane gasoline became readily available in the 50's.
​
Open-air driving in this convertible is a joy, especially on back roads. It takes you back to an era when reaching your goal was half the fun. Cars were more than a device. The design provides a touch of elegance, something that is often missing these days. With us too, the words 'Silver Streak' forever evoke images of classic Pontiacs.
​
Specifications (in English)
​
Base price: $2,072
​
Engine
Type: Flathead straight eight
Displacement: 248.9 cubic inches
Bore x Stroke: 3.25 x 3.75 inches
Compression ratio: 6.50:1
Horsepower @ rpm: 103 @ 3,800
Torque @ rpm: 204 @ 2,000
Valvetrain: Solid lifters
Main bearing: 5
Fuel system: Carter WCD two-barrel downdraft carburetor
Lubrication system: Full pressure
Cooling system: Centrifugal pump
Electrical system: 6 volts
Exhaust system: Single
Transmission
Type Hydra-Matic four-speed automatic
Ratios 1st: 3.82:1
2nd: 2.63:1
3rd: 1.45:1
4th: 1.00:1
Reverse: 4.30:1
rear axle
Type: Hypoid
Ratio: 4.11:1
Drive axles: Semi-floating
steering
Type: Saginaw worm and roller
Ratio: 19:1
Turns, lock to lock: 4.5
Turning circle: 39 feet, 1 inch
​
brakes
​
Type: Four-wheel hydraulic, expanding drums, manual
Front/rear: 11 inches
Chassis and Body
​
Construction: All-steel body on box girder chassis with X-member
Body style: Five passenger convertible
Layout: Front engine, rear wheel drive
​
suspension
​
Front: Independent, double A arm, coil springs, Delco double-acting shocks
Rear: Solid axle, semi-elliptic leaf springs, Delco double-acting shocks
​
Wheels & tires
​
Wheels: Pressed steel disc
Tires: Bias four ply
Front/rear: 6.00 x 16 inches
​
Weights & measures
​
Wheelbase: 122 inches
Overall length: 204 inches
Overall height: 66 inches
Front track: 58 inches
Rear track: 59 inches
Weight: 3,600 pounds
Capacities
Crank case: 5 quarts
Cooling system: 19.5 quarts
Fuel tank: 17 gallons
Production
1948 Pontiac: 235.146 (all models)
