THE UNIQUE YEAR: THE ’58 CHEVROLET
Revised August 10 2000
UNIQUENESS EXPLAINED
In many respects, as will be explained below, the 1958 Model Chevrolet passenger cars and Sedan deliveries were unique compared to all other years' models since World War II. But first, a little design history.
Design
The December 1957 issue of Motor Trend magazine
set out the various dates for the design history of the then new
1958 model cars/vans. It was stated that the initial meeting of
the stylists of Pontiac Studio and General Motors Advanced Body
Design Studios, One, Two and Three, was headed by Clare
Mackichan, Chief Designer of Chevrolet, later to be Chief of
Design at Opel in Germany and responsible for the "'Baby
'Vette", the Opel GT. The meeting was called to discuss the
proposed new 'A' series body shell which Chevrolet and Pontiac
would share. More so in Canada where Canadian Pontiacs used
Chevrolet running gear, as will be mentioned later.
In May 1956, the '58 designs were finished, very much under
the influence of GM's Chief Designer, Harley Earl.
However, the Pontiac '58 Models took longer to finalize, and
it seems as though Clay Models of full-size were still being
altered by December 1956. This work also extended to the Canadian
Pontiacs, which would again share the Chevrolet ‘A’
Body and chassis/running gear with ‘Pontiac’ clips, and
rear ends. The relationship here between Chevrolet (and Pontiac)
Engineering and General Motors of Canada Engineering was
explained to me by Paul W. Gillan, the Pontiac Chief Designer.
He said "Pontiac Studio at GM's Detroit design staff took
the released Chevy cars and transformed them to Pontiac designs
with body side moldings, new Pontiac front end treatment,
interiors, wheel discs and sometimes new pressings to the rear
fenders.... Consequently the RHD on the Chevy was used verbatim
on the Pontiacs".
At the time, GM of Canada was under the Presidency of Ted
Walker and General Sales Manager was Jeff Humphrey. However, we
now know that GM Overseas Operations were involved as to the
models assembled overseas from GM of Canada (as well as GM in the
USA) CKD kits.
Having said above about dates, we know that decisions about
L.H.D. and R.H.D. cars were being made by mid-June as 1956 GM of
Canada Engineering revised the model availability between
February and June 1957. This I believe indicates that decisions
were made as to the Chevrolet models first and the Pontiacs
subsequently: the dates then 'Stack-up'.
I mention subsequently about R.H.D CKD cars in Australia and
South Africa. Dates on the back of photographs of S.U.P. cars
sent by GM of Canada to GM Holden's and magazine announcements of
'58 models indicate that priority in production was given to
North American market cars, with Export cars following on later.
It seems as though one of each car was sent for local assemblers
to establish how each new model was built, armed with drawings.
Thus, it was around March '58 before locally assembled cars were
available, and consequently, '58 model assembly went on to March
'59 or thereabouts. I have official photographs from Australia
indicating a date of 5th March 1958.
One-year only body.
In the Fall of 1956 a young Designer, Chuck Jordan, was
astonished to see the new Chrysler Corporation '57 model designs
at the rear of Chrysler's Mound Road Plant in Detroit: this was a
means of snooping which was easily achieved through the wire
fence. This had been a long-running practice and this time Jordan
hit the Jackpot! The latest models had Virgil Exner’s
"Forward Look" for 1957, which was so startling that
Jordan reported back immediately to his bosses. Jordan then
re-visited with Earl's successor, William "Big Bill"
Mitchell and Designer, Dave Holls. The shock of the new designs
was such that a steady stream of GM Designers and Management made
the trip this fence to see the new Chrysler models, which were so
startling compared to the '57 models just about to be launched
and '58 models set down. It was deemed too late to alter the '58
designs; though something could be done for the '59 models which
were in the pipeline. However, no one at the time could have
thought that although the styling was exemplary, the actual
production quality was another thing altogether! That is where
Chrysler unfortunately came to grief.
In fact, at the behest of the 'strong-willed' Harley Earl, a
'crash effort' was made to re-style the '58 designs, the
Corporate decision having been made in December 1956. As work
commenced Earl insisted that the current 'A' Bodies would do, and
photographs of proposed cars indicate that this was evidenced in
clay, in the New Year. However, Earl was due to retire by the end
of December 1958 (I have read 1st December) and it seems as
though Bill Mitchell, being slated to replace Earl, was eager to
improve GM's design expertise, joined by GM President, Harlow
Curtice, and the Divisional General Managers.
Harley Earl fortuitously, [or possibly found himself sent]
left for Europe, probably meeting amongst others his gentlemanly
colleague David ("Davey") Jones, Vauxhall's Chief
Designer]. In his absence, GM designers took the remarkable step
and rebelled against Earl’s dicta. Thus, for some weeks,
"encouraged" by Mitchell, a parallel series of designs
for '59 models was undertaken, and when Earl returned to Detroit,
the new designs were presented as almost a 'fait accompli' . Earl
having realized that he had been, in effect, over-ruled, then
added his suggestions to the ‘rebel’ design. At this
time, for reasons of economy and with only half the usual time
remaining for 1959 models, the Engineering Policy Committee (in
April 1957?) decided that all Divisions would use the corporate
'B' Body, all based on the Buick roofline and front doors, save
that Cadillac were allowed a different roof line and a re-strike
of the doors. Thus, the '58 bodies were relegated to a one-year
only lifetime - unique in the history of GM.
Having said that, Pontiac Engineering came up almost by
accident with the widening of their ’59 "B" Body
with a widened track. This cost a great deal of money to achieve
in re-engineering, but it had the side effect of improving the
cars’ handling. The marketing men then stepped in and
"Wide Track" was born! The Canadian Pontiacs also used
the Chevrolet shell adapted to look like the U.S. Pontiacs, but
because Chevrolet running gear was used, the Wide Track style
body sat on the narrower Chevrolet frame which looked rather odd!
This until 1969 when Canadian Pontiacs went over to using the
wider Chevrolet Wagon frames.
The net result of all these machinations, therefore, was that
the '58 Chevrolets and Canadian Pontiacs used the 'A' body for
one year only and the Impala (and Caprice 1965 on) used the 'B'
body until the end of Canadian productions (November 1984) and US
production (August 1985?)
Note here that Chevrolet version of the Rochester Fuel
Injection was available on US/Canadian Chevrolets and Canadian
Pontiacs during 1957 and 1958 model years, but not on Canadian
Pontiacs in 1959. However, Fuel Injection may have been available
on South African cars (see below).
Air Suspension was available in theory on US and Canadian
Chevrolets in 1958 and 1959, but not for exports, save that the
Air Suspension was to be available on Australian-assembled
Canadian Pontiacs in 1959. Having said that, Autocar Magazine
tested a 1958 Tarrytown-sourced CKD Bel Air 4-Door Sedan with Air
Suspension, provided and assembled by GM Continental in Belgium,
and were impressed by it, even though the pressure was set far
too high!
Injection was not available on the 1958 Corvettes exported to
Europe (V8 283 engine only) but was available on cars
imported to the U.K. it seems from period advertisements.
The 1958 model year Chevrolets were the first to use the
'Impala' name, initially as we know as a sub-series of the Bel
Air line the name being 'lifted' like so many others from a
Motorama car; in this case an experimental Corvette. The name
became a separate series in its own right from 1959 onwards. The
'Biscayne' series followed the 'Bel Air' series down the range,
and the bottom-of-the-range series became the 'Del Ray', used
only in 1958 model year apart from some 1957 model Club Coupes.
Biscayne' became the bottom series in 1959 model year.
Turning back to the Canadian Pontiacs again, except for the
nine-passenger wagon, which was not built in Canada in either the
Chevrolet or Pontiac line, all models mimicked the
American/Canadian Chevrolet line. Thus, the ladder ran: upwards:
Pathfinder: Strato-Chief: Laurentian and Parisienne sub-series,
exactly as for the Chevrolet line, except with 7xxx, instead of
1xxx model numbers. Again, the 'Pathfinder' name like the 'Del
Ray' was not carried over for 1959 and the 'Parisienne'
sub-series became a separate series in 1959 as well. Wagons were
known as 'Safari' versions of the Pontiac models, whereas, of
course, the 'Brookwood', 'Parkwood' 'Yeoman' and 'Nomad' names
were applied to us and Canadian Chevrolets.
There was also a two-door Business Sedan in theory available
in both Chevrolet and Pontiac lines, except that although listed
in official model listings, it has been said that the model was
not built in Canada.
There was, however, a Sedan Delivery model available in the
U.S. and Canadian Chevrolet lines as well as for the last model
year, a Pontiac Safari-badged Sedan Delivery, model 7171/7271,
449 being produced, some of which were exported (all Left Hand
Drive). Of course, the Pontiac Safari, S.D. used Chevrolet
engines but with a Pontiac style clip, and Pathfinder side-trim
etc., but were sold by Canadian G.M.C. Dealers, and was featured
in the G.M.C. truck literature.
EXPORTS - RIGHT HAND DRIVE
Chevrolet Engineering designed the export equipment and did so
in succeeding model years.
However, GM of Canada Engineering handled the supply, for
example, oil-bath air cleaners, heavy duty shock absorbers etc.,
which in Canadian Domestic or S.U.P. Export cars used Canadian
sourced parts, as well as U.S. There are, of course, a number of
differences between LHD and RHD Chevrolets and the same applies
to their Canadian Pontiac sisters too. They include different
manifolds, steering boxes, clutch actuation etc., and, of course,
Dashboards.
In 1955/56/57 Model years, the Dash on RHD carts was quite
simply adapted; the Dash being symmetrical in 1955 and 1956
Models years. However, in practice, the 1955 cars used an adapted
1955 Dash, the '56 and '57 an adapted '56 Dash. Both the American
and Canadian-built CKD and SUP cars were available in 1958 as
well as 1955 to 1957. However, there were no RHD US Pontiacs
available after 1957 model year (all were ex-Pontiac, MI. plant
incidentally). Thus, again 1958 was an unusual year as the RHD
Canadian Pontiacs used the 1958 RHD Chevy Dash, which was also
for one year only, and, therefore, unique except for 1969 Model
year (the last year for factory RHD 'B' Body cars).
However, whereas the Chevrolet Models had 'Del Ray'
,‘Biscayne' etc., script in the middle of the Dash, be it
LHD or RHD the RHD Canadian Pontiacs used two four-pointed stars
with no script.
The export LHD Chevrolet and Canadian Pontiac Dash used either
the U.S./Canadian 1-120 MPH speedometer/odometer, or a metric
0-200 KMH speedometer and metric odometer (i.e. in kilometers).
The '59/'60 RHD Chevrolets/Canadian Pontiacs used the 1959
Chevrolet Dashboards with minor differences in the Pontiac
versions, i.e. 'Bow-Tie' Hi-beam Indicators (Chevrolet) and round
Hi-beam Indicators and clock in the RH round binnacle (Canadian
Pontiac).
As is generally known the 1958 Chevrolets were built in
several US GM plants, as well as in Oshawa, Ontario plant.
However, it is little appreciated that only Tarrytown, New York
plant built US cars for export, with Oshawa producing the
balance. Oshawa plant also built Canadian Pontiacs whereas all US
Pontiacs were built at Pontiac, Michigan plant and all were LHD,
SUP or CKD
As mentioned above, SUP or CKD cars were either exported as
kits for assembly overseas with local parts to satisfy local
Government restrictions, which could be as high as 45% of the
total assembly. However, some models were only available in LHD,
or RHD ex-Oshawa the attached list sets out the Models which were
available.
In practice, only certain models were exported and those from
Oshawa are listed.
Right Hand Drive cars and vans are the rarest 1958 models and
it is believed that Oshawa export production outstripped
Tarrytown exports. It should be explained here that US Right Hand
Drive cars have 'ACC:E-RHD' on the body tags, because right drive
equipment was deemed to be an (Export) 'Accessory', whereas
Oshawa-built cars were stamped 'EXP RHD' or 'EXP RD' for 'Export
RHD'. To further complicate GM's 'Diplomatic' sales office were
based in Oshawa, and so export 'Diplomatic' cars were all, in
theory, Oshawa assembled, although there is evidence of US
assembled cars being acquired as well for Embassies overseas. (I
should mention here that Commonwealth countries have 'High
Commissions' in other Commonwealth countries with 'High
Commissioners instead of Ambassadors). 'ACC: -E' appeared
on 1958 models for the first time.
These Diplomatic cars were, of course, tax-free imports and
treated specially. Thus, they acquired separate model numbers
from export cars - e.g. model 'XXXXDOM' (for DiplOMomatic
LHD) or 'DOM RD' for DiplOMatic Right Hand Drive'. This
description is known on a 1968 Right Hand Drive car assembled,
and St. Therese, Quebec, so the initials were used for some
years. Some Diplomatic cars had flag holders as well, although no
doubt some had bullet proofing!
As mentioned before, the Right Drive cars used an adapted 1958
LHD Dash.
Because the RHD Saginaw steering box went where the standard
heater went, no standard factory heaters were fitted in RHD cars.
However, it is possible that in some cars a factory recirculating
heater was fitted as was fitted in later years.
However, Smiths Industries heaters were installed, either by
importers or on assembly of CKD units. Smiths were (and are) a UK
Company with subsidiaries in South Africa and Australia, etc.,
whose locally produced heaters were installed by GM overseas
plants. These heaters are available new again, or can be
refurbished, by a company called Clayton in the UK. They were
installed with ducting along the frame rails to demist the rear
screen.
The attachment of the steering box in RHD cars was not as
efficient as in LHD cars, and cracking of frames and boxes are
not unknown. Further, the 1958 models were renowned for rusting,
and research indicates that more 1959 and later models have
survived overseas. However, there are still 1958 models to be
found in scrapyards in Australia and possibly South Africa.
Why were Canadian cars exported in such large numbers relative
to us exports? And why RHD?
The reason lies in history and seems to be that as the British
horse vehicle drivers sat on the right of the cart or coach, and
drove on the left, keeping a position relative to the centre of
the road, British Empire countries most (British) Commonwealth
countries adopted the same practices. I gather that the U.S. and
European drivers sat on the left, hence LHD cars. However,
various countries including Italy, Canada (up to 1947 in one
Newfoundland province) and Sweden (6 September 1967) switched
from driving on the left to the right.
I understand that about 25% of countries still drive on the
left, including South Africa, Australia, New Zealand, certain
West Indian Islands, India and S.E. Asia/Japan. Further,
Commonwealth countries used to charge lower import duties on cars
and parts from other Commonwealth countries, or were not subject
to outright bans or exchange controls, hence, the imported set
out below. However, all GM cars in the Fifties, to end of
assembly by GM Nordiska, Stockholm, Sweden (ceased assembly with
1956 models) were LHD.
Assembly Plants
Canadian export models were coded internally 'X1', 'X4', 'X5'
and 'X9'for cars which were S.U.P. (fully assembled), CKD for
Australia, New Zealand, and the Rest of the World respectively.
However, all RHD CKD V8 Chevrolet Parkwood Wagons, Model 1693
were assembled in South Africa, as were all Canadian Pontiac
Strato-Chief 4-Door Sedans, Model 7549 (equivalent to Chevrolet
Biscayne '6' 1549). A known Parkwood Wagon in Australia has the
following description:
STYLE 58-1693 X 9: VIN: SA K 142658V.
which indicates the use of the 'X' coding by not only GM of
Canada but also assembly plants.
AUSTRALIA : General Motors Holden's Property Limited.
All '58 model Chevrolets assembled by Holden, were Canadian
CKD Model 1549 4-Door '6' cylinder Biscaynes with manual
transmission and steering.
All bodies were assembled at Woodville plant near Adelaide,
South Australia and apart from cars assembled at Elizabeth, near
Adelaide, South Australia ('A' code) were shipped by rail to be
assembled with the chassis at Dandenong, near Melbourne, Victoria
('M'), Pagewood, near Sydney, NSW ('S'), Acica Ridge, near
Brisbane, Queensland ('B') and Perth, Western Australia ('P).
There was also a manufacturing plant/test facility at Dandenong,
near Melbourne.
All Australian Pontiacs were Model 7549 4-Door Strato-Chiefs,
again manual gearbox and transmission.
As will be mentioned below, all cars were exported CKD with
windscreens, but not other glass which was locally supplied, plus
tyres, two colours of leather seating, hoses, carpets, door
panels, headlights, and of course, the paint schemes were locally
designed, using Holden 'Special' colours, some two-tone.
The Australian VIN numbers used the Canadian VIN of the CKD
kit with an added suffix on the end or prefix in front or
possibly an abbreviation of the model except for known Brisbane
cars:
e.g. 8 1569815M is from the Melbourne plant
8 154970436B is from the Brisbane plant
S 81570768 is from the Sydney plant.
Body numbers began with '1' for each plant. Australian VIN
numbers were hard-stamped into the chassis next to the left-hand
suspension let except for Sydney where it was stamped into the
chassis under the front passenger door.
For production numbers see the attached schedule.
Some cars were imported S.U.P. privately or for Diplomats in
Canberra, ACT, or even by Dealers.
TOTAL OSHAWA C.K.D. CHEVROLET MODEL 1549X4 for Australia:
1,152 and PONTIAC MODEL 7549X4 for Australia: 192
NEW ZEALAND : General Motors New Zealand Limited.
All 1958 Model cars were assembled at Petone, near Wellington,
and were all Model 1849 Bel Air V8 283 in34-Door
Sedans, probably with vinyl interiors. No Canadian Pontiacs were
assembled in 1958 Model year (1959 was the first year for Pontiac
assembly).
However, some S.U.P. cars were imported privately, or by
Embassies etc.
It is believed that all New Zealand cars had the VIN stamped
on the left-hand side of the cowl, e.g. MODEL:CHEV-NZ-1849 SERIAL
XXXX, which was a sequential number. Note: 'NZ' was the plant
code!
TOTAL OSHAWA C.K.D. MODEL 1849X4 for New Zealand: 384
SOUTH AFRICA : General Motors South African Property Limited, Port Elizabeth.
General Motors South Africa Property Ltd., in Port Elizabeth
assembled all South African-assembled CKD Chevrolets and
US/Canadian Pontiacs on South Africa's southern coast, the plant
also building Frigidaire domestic appliances and locomotives.
Some cars were imported S.U.P. at great cost including Impalas
-rumours suggest the import duty was 100%.
Example VIN numbers were: STYLE 58-1149, SAK 30128 where 'K'
is the year code for '58 ('M' was 1959 model year)
Another is STYLE '58-1693X9, SAK 14268 V. Where '14268' is the
engine number 'V' indicates a V8 engine.
The Chevrolets ex-Tarrytown were the last U.S. RHD Chevrolets
until possibly late 1967 and 1968 Model Chevy II models which
were only assembled in Willow Run plant from June 1967 (switched
from Oshawa No.2 plant).
Canadian Chevrolet CKD kits were:
4-Door Biscayne Sedan Model 1649 - V8 cylinder 283 in3 manual
transmission/steering
4-Door Brookwood Wagons Model 1693 - V8-Cylinder 283 in3 Engine, Manual Transmission/steering
U.S. CKD kits were:
2-Door Del Ray Sedan Model 1141 - 6-Cylinder engine, manual
transmission/steering
4-Door Del Ray Sedan Model 1149 - ditto -
2-Door Del Ray Business Sedan ('Utility') Model 1121 - ditto-
4-Door Biscayne Sedan Model 1549 - ditto -
4-Door Bel Air Sedan Model 1849 V8 283 in 3 engine plus
optional power steering and manual transmission or Powerglide
and Power brakes
4-Door Bel Air Hardtop Model 1839 plus optional Powerglide
and optional power steering and Brakes
Note the 'Utility', which replaced the 1957 Model Business
Sedan which had a locally produced pick-up bed, or 'Bakkie' in
the trunk, peculiar to South Africa. ('Bakkie' is Africaans for a
small tray).
TOTAL OSHAWA C.K.D. CHEVROLET MODEL 1693X9 for South
Africa: 504
Canadian Pontiac CKD kits were:
4-Door Sedan Strato-Chief Model 7549 - with 6-cylinder engine,
manual transmission and steering.
4-Door Hardtop Laurentian LHD Model 7739 with
6-cylinder engine, Powerglide transmission, Power brakes and
power steering.
TOTAL OSHAWA C.K.D.PONTIAC MODEL 7549X9: 1,680
U.S. Pontiac CKD kits were:
4-Door Sedan Super Chief LHD Model 1849D with 370in3 V8 164 BHP engine, Stratoflight, Hydra-matic transmission, power
steering and power brakes.
The Super Chiefs were assembled from kits, ex-Pontiac, MI
plant. This was the final year for U.S. Pontiacs assembled in
South Africa.
South African cars were also exported throughout Southern
Africa, e.g. Southern and Northern Rhodesia, Kenya, etc., all
RHD, and some were definitely exported to Australia and New
Zealand in small numbers. This may have been 'officially' or by
servicemen, tourists and re-settlers taking their cars with them,
or by Dealers importing cars. It is impossible to say yet if
there was official importation - certainly GM Holden's exported
cars to South Africa, and as a result of strict Exchange Control
regulations, it is feasible that cars were imported in reverse in
lieu of 'cash'.
Subsequently, cars came back to South Africa from adjoining
countries as the political systems changed.
EXPORTS - LEFT HAND DRIVE
As mentioned above, Diplomatic LHD cars ex-Oshawa had Model
'1XXX' or '7XXX' then 'DOM'. LHD export cars ex-Oshawa had Model
'1XXX EXP' or '7XXX EXP'. U.S. Export S.U.P. cars had 'ACC:E' on
the cowl tag, indicating 'Export' equipment as an 'Accessory'.
U.S. Chevrolets ex Tarrytown are believed to have had 'ACC:E'
on the body place, for Accessory: Export equipment. As a matter
of interest, 1957 RHD U.S. Chevrolets and Pontiacs had 'RHD'
after 'ACC'. These cars had, e.g., oil bath, air cleaners, Heavy
Duty Shock-Absorbers etc., land sometimes 'E-2-Eye' tinted
windows.
There was a total of 118 l.h.d. SUP and CKD Chevrolets
exported from Oshawa, and 2,379 r.h.d. There were in addition
3,203 l.h.d. Pontiacs exported SUP or CKD and 2,047 r.h.d.
LHD U.S. and Canadian Chevrolets and Pontiacs were assembled
at various plants overseas such as:
General Motors Continental N.V. Antwerpen/Anvers,(Antwerp)
Belgium,
U.S. Chevrolets and US/Canadian Pontiacs!
4-Door Sedan Del Ray Model 1149-6S
4-Door Sedan Biscayne Model 1549-6S
and Model 1549-6A
2-Door Hardtop Bel Air Model 1731-6S
and Model 1731-6A
4-Door Hardtop Bel Air Model 1739-6S
and Model 1739-6A
and Model 1739-8S
and Model 1839-8A-PS
4-Door Sedan Bel Air Model 1749-6S
and Model 1749-6A
and Model 1849-8S
and Model 1849-8A
Impala Convertible Model 1767-6S
and Model 1867-8A
and Model 1867-8A-PS
4-Door Brookwood wagon
(six passenger) Model 1593-6S
(nine passenger)Model 1594-6S
Where:
"6" is for 6-cylinder 235 in3 engine
"8" is for V-8 cylinder 2833 engine
'S' is for Synchromesh 3-speed gearbox
'A' is for Powerglide Automatic gearbox
'PS' is for Power Steering
Antwerp VIN codes were the U.S. or Canadian VIN plus 'CA':
prefix and a separate plate with the Company name.
Gross vehicle weight (G.V.W.) etc.
1958 production: 3583 Chevrolet 312 Pontiac
1959 Production: 3030 Chevrolet 448 Pontiac
GM INTERNATIONAL KØBENHAVEN (COPENHAGEN) DENMARK
2-Door Sedan Delivery Del Ray Model 1171 6-cylinder engine and
(US CKD) manual transmission
4-Door Sedan Chevrolet (U.S.CKD)
Biscayne Model 1549 6-cylinder engine manual transmission
4-Door Hardtop Bel Air Model l739 6-cylinder engine (U.S. CKD)
4-Door Hardtop Pontiac (Canadian CKD)
Laurentian Model 7739 6-cylinder engine
A known Copenhagen VIN is:
TYPE C 58 1549
IC 1898
this is on a Biscayne. However, the car has had Bel Air chrome
bars on the front fenders from new, indicating non-standard
upgrading of trim, which was done at various plants overseas.
Also, the known Laurentian has larger four-point stars on the
rear fenders than Canadian-assembled cars. The Sedan Delivery was
advertised in the Chevrolet Truck advertisements. Only one model
1171 was exported by GM of Canada and the photo of an Onyx black
car in the advertisement has a one-piece (Canadian) Bumper!
GENERAL MOTORS SUISSE SA, BIEL/BIENNE, SWITZERLAND
US/Canadian Chevrolets and Pontiacs
1958 production (calendar year) 629 Chevrolets [U.S.-SOURCED]
1959 production " " 689 Chevrolets
[CANADIAN-SOURCED?]
1958 production (Calendar year) 48 Pontiac [CANADIAN-SOURCED
MODEL 7549X9?]
1959 production " " 48 Pontiac (last year for
Pontiac assembly) [CANADIAN-SOURCED?]
VIN Codes were 'SS' for 'SUISSE' and were probably prefixing
US/Canadian V/N numbers as was the case with Swiss-assembled
Vauxhalls and 1960's Chevrolets.
Other known plants were:
GENERAL MOTORS DE MEXICO SA - Mexico City ('M' Code ?)
GENERAL MOTORS VENEZOLANA SA - Caracas, Venezuela
GENERAL MOTORS DO BRASIL SA - Sao Caetano, Brazil
GENERAL MOTORS DEL ECUADOR SA - Quito, Ecuador
GENERAL MOTORS DE PERU SA - Lima, Peru
GENERAL MOTORS ARGENTINA SA - Buenos Aires, Argentina
which have not checked out yet!
CANADIAN S.U.P. CARS
Canadian cars used V8 engines from McKinnon Industries, St.
Catherines, Ontario ('prefixed "K"? for l.h.d. and
"R" prefix for RHD). 6-cylinder engines were
produced by Windsor Transmission Plant in Windsor, Ontario. It
appears that both right-hand drive and left-hand drive Pontiac
Astro-Six 261 engines had "W" prefixes for
"Windsor Transmission Plant". However, Tonawanda,
N.Y.-built engines ('T' prefix) have been noted in CKD Export
cars as well as SUP cars. Flint-built engines had an 'F' prefix,
and again, such an engine has turned up in a South African car.
Various Canadian parts were ostensibly the same as U.S. cars, but
known differences were radiators, Framm Oil Filters, Oil-bath air
cleaners etc.
The V.I.N. numbers on Canadian cars are different to U.S.
cars, because only Oshawa, Ontario plant was operating at the
time in question. A typical example is a 4-Door Bel Air exported
RHD to Singapore, then imported to Australia by an Australian
serviceman,. The VIN is 8174921248, engine R304483. . What should
also be noted is that firstly Pontiac Sales were much higher in
Canada than in the USA i.e. in 1958 model a year of 72,358
(Chevrolet) and 53,072 (Pontiac) to which should be added some
higher priced U.S. built cars. Also, the 1958 recession did not
hit Canada as much as the USA and was over by the Fall of 1958 so
car sales did not 'dip' as much as in the United States.
ENGIMA
What is an 'enigma' so far as Canadian production in concerned
is set out in the schedule of model numbers. The vast majority of
model numbers do not tally with production model numbers and that
at various times models were substituted or dropped from
production.
There was also a space for a car-based pick-up. There never
was a 1958 Model Chevy car based Pick-up as there was in South
Africa in 1955, 1956 and 1957 (and earlier) or as per the 1959 El
Camino. It is interesting to contemplate what one would have
looked like! However, as the 1958 Models were only around for one
year, this was not likely. However, Chevy were clearly not able
to complete with Ford's Ranchero in 1958!
There never was a Bedford Pick-up based on the 1958-1962 model
Vauxhall PA series (like 2/3rd) scale 1958 A Body) but there was
a PA engined powered Bedford Truck-cab Pick-up, for 196o, which
was a complete flop, so perhaps the lack of 1958 Pick-up is
justified!)
ENGINES
All RHD cars had identical engine specifications to North
American engines, be they Chevrolet or Pontiac. It is believed
that all LHD cars exported were either 6-cylinder or (in the case
of Chevrolets) V8-283 in3.
Known engine codes were:
F - Flint
T - Tonawanda
R - McKinnon Industries, St.Catherine's, Ontario
M - Mexico City
Engines
Chevrolet (a) 235-5 in3 six cylinder 'Blue Flame
Six' 14.5 BHP @ 4200 rpm; 3.56 bore; 3.94 in stroke.
(b) 283 in3V8 cylinder 'Turbo-Fire' 185 BHP @ 4600
rpm; 3.875 bore; 3 in stroke. 8.5:1 Compression Ratio
Pontiac (a) 261 in3 six cylinder
'Strato-six' 148 BHP @ 4800 r.p.m.; bore 3.94 in stroke 8.5:1
Compression Ratio
(b) 283 in3 V8 cylinder 'Strato-Flash' as with
Chevrolet Chevrolet Truck 261 in3 'Jobmaster'
six-cylinder, 142 BHP @ 4000 rpm; bore/stroke as per Pontiac;
7.3:1 Compression Ratio.
1958 Canadian Chevrolet and Chevy-based Pontiac Export Figures
MODEL
DEL RAY SERIES
1141 4 LHD
1149 8 LHD
1149 DOM (Diplomatic sales, a seperate model!) 1 RHD
1193 (4-door Yeoman Wagon) 2 LHD
1171 SEDAN DELIVERY 1 LHD
BISCAYNE SERIES
1541 1 LHD
1549 20 LHD 58 RHD
1549 DOM 4 RHD
1593 (4-door Brookwood wagon) 2 LHD 5 RHD
1649 2 LHD
1693 (4-door Brookwood wagon) 2 LHD
BEL AIR SERIES
1739 16 LHD
1747 (Impala Sport Coupe) 2 LHD
1749 30 LHD 235 RHD
1749 DOM 1 RHD
1767 (Impala Convertible) 1 LHD
1793 (Nomad Wagon) 2 LHD
1839 8 LHD
1847 4 LHD
1849 6 LHD 35 RHD
1867 7 LHD
ALL 6-CYLINDER: 89 LHD; 304 RHD
ALL V-8: 29 LHD; 35 RHD
CKD (all RHD) for assembly
1549X4 (Biscayne 4door Sedan) for AUSTRALIA 1,152
1693X9 (V-8 Brookwood Wagon) for SOUTH AFRICA 504
1849X5 (V-8 Bel Air 4-door Sedan) for NEW ZEALAND 384
TOTAL 2,040
ALL LHD CHEVROLET 118
ALL RHD CHEVROLET 2,379
To these must be added Tarrytown, NY LHD and RHD exports.
Canadian Pontiac figures
(Astro-Six 261 cu in 6-cylinder but not V-8 283 cu in). These used the Chevrolet bodyshell and running gear modified.
MODEL
PATHFINDER SERIES
7141 19 LHD
7149 218 LHD
7191 (6-cylinder 2-door Safari wagon)22 LHD
7193 (6-cylinder 4-door Safari wagon)42 LHD
7171 (6-cylinder Safari Sedan Delivery) 24 LHD!!!
STRATOCHIEF SERIES
7541 17 LHD
7549 576 LHD 66 RHD
7593 (4-door Safari Wagon) 71 LHD 4 RHD
LAURENTIAN SERIES
7731 51 LHD
7739 208 LHD
7741 6 LHD
7747 (Parisienne 2-door Coupe) 18 LHD
7749 481 LHD 107 RHD
7749 DOM (Diplomatic sales) 2 RHD
7767 (Parisienne Convertible) 46 LHD
7793 (Laurentian Safari Wagon) 12 LHD
TOTAL 822 LHD; 109 RHD (all 6-cylinders)
CKD for assembly
7549X4 (Strato-Chief 4-door Sedan) for AUSTRALIA 192 RHD
7549 (Strato-Chief 4-door Sedan) for DENMARK?; BELGIUM? 768 LHD; for SOUTH AFRICA, and ?? 1,680 RHD
7739 (Laurentian 4-door HT) for DENMARK?;BELGIUM? etc. 624 LHD
TOTAL CKD 1,392 LHD; 1,872 RHD
TOTAL 3,203 LHD; 2,047 RHD
For model i.d. just substitute "1 prefix [for Chevrolet] for "7" [for Pontiac] to get the equivalents.
The LHD cars/CKD used either the '58 Imperial (mph) speedo or the Metric one (kmh).
The RHD cars/CKD used for the one year only the lhd dash transposed in Chevy and Pontiac, mph or kmh.
The RHD Pontiac dash differed slightly from the Chevy one, with "Pontiac" glovebox script and also it is thought, different turn signal indicator lights
Source: David Hayward via the Chevy Talk forum