The Tempest featured a front-engine/rear-transaxle layout that very nearly resulted in an ideal 50/50 weight distribution, together with independent rear suspension for nimble handling (a swing axle design similar to the Chevy Corvair).

In Canada from 1987 to 1991, Pontiac marketed a rebadged version of the compact L-body Chevrolet Corsica under the revived Tempest name.

The Tempest was the result of a decision by the Pontiac division to enter the compact car market following the success of the Chevrolet Corvair.

[4] The division wanted to produce a clone of the Corvair, but instead GM gave Pontiac the lead to develop a new car in an interdivisional program coded named "X-100.

"[4][5] John Z. DeLorean, Pontiac's chief engineer and general manager, went to work on a car that would meld components GM already produced.

In hindsight, DeLorean admitted that the Tempest was "less than successful," adding, "there was no mechanical problem, but the car rattled so loudly that it sounded like it was carrying half-a-trunkful of rolling rocks.

[8] The Tempest featured a drivetrain with a rear-mounted transaxle[9] that was coupled to a torque shaft arcing in a 3 in (76 mm) downward bow within a curved, longitudinal tunnel.

[4] To combine flexibility with strength in the proper proportion, the shaft was forged of SAE 8660 steel (high nickel, chrome and molybdenum alloying percentages) for torsion bar specifications.

In 1961, the transmission choices were a three-speed column-shifted manual with a non-synchronized first gear, or a two-speed automatic transaxle controlled by a small lever to the right of the ignition switch on the instrument panel.

Customers wanting something fancier could opt for the LeMans trim package upgrade, which featured front bucket seats.

This new V8 option for 1963 was Pontiac's 326 cubic inch (5.3 L) V8, an engine with the same external dimensions as the venerable Trophy 8 389, but different internal components designed to produce more torque.

Perhaps the most famous of all Tempests were the twelve 1963 "Super Duty" cars built to compete in the NHRA Factory Experimental class.

Among those who successfully raced them was Wild Bill Shrewsberry, who turned low 12-second quarter-mile runs in the 1963 NHRA Winter Nationals driving for Mickey Thompson.

Developed specifically for the Super Duty model, this was essentially two Chevrolet Powerglide automatics in a single four-speed unit, allowing clutchless shifting in much the same manner as modern drag racing transmissions do.

On October 31, 2008, one of the rarest factory race cars, the missing Stan Antlocer Super Duty Tempest Le Mans Coupe, was auctioned on eBay.

Replacing the previous "Trophy 4" inline four-cylinder engine as standard equipment was a new 215 cu in (3.5 L) Pontiac straight six with one-barrel carburetor and 140 hp (104 kW; 142 PS).

Optional engines included two versions of the 326 cu in (5.3 L) Pontiac V8 introduced the previous year: a two-barrel 250 hp (186 kW; 253 PS) regular fuel option; or the 280 hp (209 kW; 284 PS) 326 HO engine with four-barrel carburetor and 10.5:1 compression ratio which required premium fuel.

The popularity of the high-performance 326/336 V8 in the Tempest-based LeMans package the year before prompted Pontiac to give the option a special, sporty name: the GTO, after the Italian abbreviation "Gran Turismo Omologato" used to designate specially equipped street cars homologated for racing (though the opposite, producing a mandated minimum of street-legal race cars to meet the homologation requirement, is the norm).

Styling changes included a new split grille with vertical headlights similar to the larger Pontiacs, revised taillights and a more slanted rear deck.

A two-door hardtop coupe was added to the Tempest Custom line, while the Le Mans got a four-door sedan with a plush interior done in Preston Cloth trim similar to the full-sized Bonneville Brougham.

A major facelift was made on the 1966 Tempest that included more rounded bodylines with a Coke-bottle effect similar to the full-sized Pontiacs.

For those wanting V8 power, the 326 and 326 HO options continued with horsepower ratings of 250 and 285 hp (213 kW; 289 PS), respectively, and GTO engines stayed the same.

All 1967 Pontiacs got GM's safety package, mandated by Federal law, which included a dual-circuit braking system, energy absorbing steering column, wheel, and interior, shoulder belt anchors, four-way hazard flashers, and a new directional signal control that could be "flicked" for lane changes.

A completely restyled Tempest was introduced for 1968 with streamlined Coke bottle styling, concealed windshield wipers, and a return to horizontal headlights.

Featuring special decals, two Ram Air versions of Pontiac's 400 engine, and a rear spoiler, The Judge was originally conceived as a barebones muscle car based on the Tempest to compete with the new sub-$3,000 Plymouth Roadrunner.

Plans for the new model were terminated, and Pontiac division head John DeLorean opted to create a GTO variant instead.

Minor styling revisions, that included a new front grille treatment, highlighted the 1970 Tempest, which was the final year for the nameplate.

The Pontiac-built OHC six-cylinder engine was replaced by a Chevy-built 250 in3 inline six while the 350 V8 was down to a two-barrel 255 hp (190 kW; 259 PS) version.

Pontiac marketed a rebadged version of the compact L-body Chevrolet Corsica as Tempest, for Canada, Israel and GCC only, beginning in model year 1987.