The 1st generation not only featured a front-engine/rear-transaxle that very nearly resulted in an ideal 50/50 weight distribution, but also included four-wheel independent suspension for nimble handling, and could be ordered with an optional Buick 215 aluminum V8 engine.

Toward the end of the 1961 model year, the LeMans was introduced as the top trim package of the compact-sized Pontiac Tempest on GM's new Y body platform.

For the 1962 model year, the LeMans remained a trim package that was now also available in the convertible body style, as well as with the 194.5 cu in (3.2 L) inline-four cylinder, 4-barrel carbureted engine.

[clarify] Shortly after the start of the 1964 model year, the LeMans became available with a new performance package designated as the GTO, or 'Gran Turismo Omologato.'

While the GTO continued as a big-engined muscle car, the Tempest and LeMans models got a new SOHC 230 cu in (3.8 L) straight-six as the base engine.

This engine was available in a one-barrel carbureted, 165 hp (123 kW) version as standard equipment on all Pontiac intermediates except GTOs.

Optional on all Tempest and LeMans models except station wagons was a Sprint package that included a four-barrel version of the I6 that also included a higher compression ratio and hotter cam, that was rated at 207 hp (154 kW), along with an "all-syncro" floor-mounted three-speed transmission with Hurst shifter, suspension kit, and body striping.

[1][2] The Sprint-optioned Tempest and LeMans models were not popular choices for performance enthusiasts during their four year run, being outsold by the bigger-engined GTO.

In addition to the three V8 engines, GT-37 extras included Rally II wheels sans trim rings, white letter tires, chrome-tipped dual exhaust, vinyl accents stripes, 3-speed floor shift transmission, sport mirrors, hood locking pins, and "GT-37" badging.

The GT-37 received the same feature package as the previous year with the exception of new eyebrow-type side striping similar to that of the GTO Judge model.

1971 also afforded the customer the opportunity to choose any of Pontiac's optional V8s such as 350, 400, or 455 cubic inch models, including the 455 High Output (HO) engine.

All 1971 engines were detuned with lower compression ratios to run on lower-octane regular leaded, low-lead, or unleaded gasoline.

Planned and listed as an option for the 1973 GTO but never materialized was a 455 Super Duty V8 rated at 310 hp (231 kW) for which introduction was delayed by Pontiac management due to emission issues until the spring of 1973 and then became available only in the smaller Firebird Formula and Trans Am pony cars.

Available at extra cost was the three-speed Turbo Hydra-matic with all engines, while a four-speed manual with Hurst shifter was available with the 230 hp (172 kW) 400.

Base Le Mans coupes retained the fixed full triangular rear side windows while Luxury Le Mans coupes got a smaller vertical opera window similar to the Grand Prix along with an optional Landau rear quarter vinyl roof.

Pontiac's Maximum Mileage System consisted of GM's new catalytic converter that reduced emissions while improving drivability and fuel economy, a High Energy electronic ignition, and lengthened routine maintenance intervals.

Engines were revised for 1975 to meet that year's emission requirements and mated to the catalytic converter, which spelled the end of true dual exhausts.

Engine offerings were revised with Buick's 231 cubic-inch V6 replacing the Chevy inline-six as the base power plant in sedans and coupes.

A sporty-performance model based on the Le Mans Sport Coupe called the Pontiac Can Am was a one-year-only offering for 1977.

For the final year of the Colonnade Le Mans models, they were joined by newly downsized B-body Catalina and Bonneville full-sized cars, which weighed a few pounds less than the "intermediates" and rode on the same 116-inch wheelbase length as the Le Mans sedans and Safari wagons and also had similar dimensions as far as length and width were concerned.

In addition, many customers still preferred the Colonnade intermediates to the B-bodies and they continued to sell well for their final year, mostly thanks to the coupe models.

[7] The final year for the mid-sized Le Mans was 1981, with sedans featuring a new formal roofline shared with their divisional counterparts.

As part of the 1982 introduction of the front-wheel drive A platform, the Pontiac 6000 served as the direct successor for the LeMans sedan and station wagon.

Rather than undergo an expensive redesign to downsize the vehicle, Pontiac moved the Bonneville nameplate from its full-size line to the G-body four-door sedan.

Sharing the newly-introduced notchback body (for 1981) of the four-door Buick Regal, Oldsmobile Cutlass, and Chevrolet Malibu, the Bonneville was slotted above the 6000 in the Pontiac model line, receiving many of the styling elements of its B-body predecessor.

The joint venture with Daewoo, in which the two companies built a new factory expressly to assemble the new T-car, had been announced in January 1984 but was delayed due to a period of political turmoil.

[10] The throttle body injected 1.6-liter engine producing 74 hp (55 kW) at 5,600 rpm was also an Opel design, built in South Korea.

The GSE seemed good on paper, but it cost more than the Honda Civic Si and more than a Sunbird with the same engine, while the LeMans' reputation for troubled quality also did it no favors.

The less-than-peppy engine combined with low-geared steering and a vague shift linkage meant that its performance did not match the sporty exterior; it had better gas mileage than many of its competitors but that did not help create a youthful image.

For the 1992 model year the LeMans received some very minor changes including amber turn signals at the rear and a new color (Bright Yellow).