n 1977, Pontiac and other GM divisions their full-size cars in an effort to facilitate weight and improve gas mileage decreases. The Catalina continued as entry-level full-size Pontiac-Buick-built car with a 231 cubic-inch V6 now standard in sedans and coupes (Safari wagons came standard with V8) and optional 301 CID V8, 350 CID and 400 CID shifts, each built Pontiac motors, and offered in all states except California. The Pontiac 350 was offered in 1977, but was replaced by Buick and Olds 350 V8 1978-1980, and the Pontiac 400, available until 1978, was replaced by an Oldsmobile 403 V8 in 1979 only. A-Built 350 Olds diesel V8 was optional for 1980 and 1981, together with another stripped-Pontiac V8 265 CID.

With the reduced model, the Catalina Safari In 1977 a new two-way tailgate that could be opened on the side of a door or lowered as a hatchback, which replaces complex 1971-76 Clamshell tailgate design. The car shared the same full-suspension coil spring than their sedan counterparts, rather than the multi-leaf springs found on 1971-76 safaris.

As the Pontiac V8 was completely banned from the state of California beginning in 1977 take on the inability of the state, more stringent emission standards, Catalinas (and Bonnevilles) sold in California were equipped with engines from other GM divisions by 1981. These included the Buick 231 V6 and a range of V8 engines with the Chevrolet 305 Oldsmobile 307, Buick and Olds 350 and 403 Olds V8.

The Catalina was tried after the 1981 model year with the more luxurious Bonneville as Pontiac, the full-size passenger car market in the course of further job cuts GM to abandon the program set. The 1982 Bonneville was introduced as a mid-size car. When production of the Catalina label ended in 1981, had over 3.8 million Catalinas been sold since 1959.

In 1990, I began to retreat from participation in racing, I bought a house and other things, where I was. I guess I burned myself in the pursuit of the points system from April to October open every weekend with nearly half of the output works as Saturdays and Sundays and occasionally on Friday night, too. I loved fast cars, but just could not get excited Racing, which is much more, so I tried to sell the car. Eventually I traded the Chevy II for 1967 Pontiac Acadian, which belonged to Peter Whittaker in 1993. The Canadian version of the Chevy II. 1967 Pontiac Acadian has the same body type, but uses the framing of the head light in 1966 Chevy II and its own unique grill, including 3 Maple Leafs (Canadian flag). Pontiac looks pretty stock, but 350 with angles fork head (Chevy 492 casting), Victor Jr. intake, 292 Competition Cam, roller rockers, flat top pistons (10 to 1) and Powerglide with 4800 stall converter. The rear part was 4.88. The car had to work best 12.30 at 108 in accordance with Peter. The body is completely original (Uncut) and restored. That only G60-15 on the rearend the car a hard time connecting and way more focused on actually make it to the end of the 1 / 4 mile. Really makes a cruise on the highway kind of slow too. I think that if everything was sorted in a car he can easily run high 11 in the quarter. Although I sometimes miss racing Chevy II, I could always take out of Pontiac for little spin to get my rocks off!

1997: rearend was changed to 3.73 (much more reasonable on the street), the converter has been changed to 4000 stalled the engine was cleaned and the BF Goodrich T / were put on. Transmission and converter changes the car slowed down a bit, but still managed to 12.79 @ 106.5 miles per hour with open headers 13.23 @ 103 with silencers on (time to obtain a less restrictive mufflers).

1998 - I changed the exhaust to 21 / 2 all the way with Dynomax Super Turbos and Flowmaster tail pipe. Threw the seat and put in the RCI bucket seats and 5 point harness racing. I moved the battery to the trunk and sat on a low alternator down the driver's side of the block. I also added traction bars to help plant the tires. Served all away with a lot of wheel axle. Visit to the local strip resistance, to see how the new exhaust worked. McCreary bolts on the back and ran best 12.78 and a top speed of 105.01 miles / h. 60ft. times have also improved to 0.1 seconds (the shelf life of these mods. was 1.89. Now it is 1.78). It seems that new exhaust and weight savings helped quite a bit. Plus traction has been improved with the bars and moving battery to the trunk.

1999 - I decided to build their own dashboard and includes 4 AutoMeter gauges and 3 3 / 4 tachometer. I kept the original disc (frame) and made the aluminum plate to fit the sensor mounting. Tachometer was the most difficult to match how it is installed in the panel with the bracket upside down. All this was then re-wired with quick turns off.

2001 - I was ported heads and changed the 292 Hydraulic Competition Cam for 294S Solid Lifter. On the chassis of the engine stand showed more than 60 Hp lost as the valves are located at 6500 rpm. Now Dyno showed less than 20 hp lost at 7000 rpm. Bad port on the exhaust side was also repaired. The engine lost power a little less than 4000 Grand, but actually woke up above 4500. Acadian ran 12.65 at 109 miles per hour, but was a little lazy off the line because of the low first gear with a Powerglide and 3.73 in the back. I updated the electronic module in the universities and, ultimately, Acadian ran 12.44 at 112 miles per hour I think, a spark falls at high speed, but it still will not miss fire, but authorities are now lost.

2002 - I bought a Turbo 350 with 3800 stall converter. 2.52 first gear really woke up every thing and ran a steady Acadian 12.05 at 113 miles per hour later that summer in the cool air in September, I ran, I'm looking for 11.95 at 114 miles per hour Drove it to the track, and then went home. Never took the issue or air filter. In fact, in testing by removing them seems to slow down Acadian. So now I have 11 second Street car. Yahooooooo!!

2005 - I started the largest, most expensive upgrade for Acadian. I replaced the complete Front Clip with Superide block Heidt II. Along with the videos were a few other upgrades, which included the steering column, wiring harness, radiator, oil pan, billet master cylinder, etc. the firewall was smoothed, and all holes filled before painting. Now Acadian drove nice and straight and there was no direct hit. Disc brakes were included with the front clip Heidt. The drums were abandoned at the back now. It was a lot of time updating and I moved from Quebec to Ontario in late 2005 which slowed down a bit. By mid 2006, everything was finally back together and working.

2007 - After Front Clip update, I realized the engine getting a little tired. I never touched the short block engine and Peter in the car for a few years, so it was at least 16-17 years they were together. So it's time. Being new to Toronto, I had a friend at work I would recommend talking to Ralph on the fast companies. He has a reputation for making a bad move fast engines for Drag Racing and trams. After several discussions we have more or less had a plan, which changed several times during assembly. I probably went a little overboard, but what the hell, it was something I really wanted. Only a block and crank, and consumption have been saved, everything else was new. It is now 0.040 for the small block, with a 11:01 compression aluminum heads, which were developed for Ralph to get a stream of numbers there. Solid roller cam now. It turns like crazy, but still has more torque than the old engine at low levels. Another benefit is that fuel consumption is almost doubled. What drove me to a full tank of travel, now takes only 1 / 2 tank. Next summer I plan to put it on a chassis Dyno as well as its path.