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DeLorean and the prototype of the DMC-12, 1980
|Born||John Zachary DeLorean
January 6, 1925
Detroit, Michigan, U.S.
|Died||March 19, 2005
Summit, New Jersey, U.S.
|Alma mater||Lawrence Institute of Technology, B.S. 1948
Detroit College of Law
Ross School of Business, MBA 1957
|Occupation||U.S. automobile engineer and executive|
|Spouse(s)||Sally Baldwin (?–2005) (his death)
Cristina Ferrare (1973–1985) (divorced) (2 children)
Kelly Harmon (1969–1972) (divorced) (1 child)
Elizabeth Higgins (1954–1969) (divorced)
John Zachary DeLorean (January 6, 1925 – March 19, 2005) was an American engineer and executive in the U.S. automobile industry, widely known for his work at General Motors and as founder of the DeLorean Motor Company.
DeLorean designed a number of vehicles throughout his career, including the Pontiac GTO muscle car, the Pontiac Firebird, Pontiac Grand Prix, Chevrolet Vega, and the DeLorean DMC-12 sports car, which was later featured in the 1985 film Back to the Future. While still the youngest division head in General Motors history, DeLorean broke away to start his own company, DeLorean Motor Company (DMC), in 1973. However, production delays meant DMC's first car and DeLorean's independent creative opus—the DMC-12—did not reach the consumer market until 1981 (nearly a decade later), where a depressed buying market was compounded by unexpectedly lukewarm reviews from critics and the public. After a year, the DMC-12 had failed to recoup its $175 million in investment costs, unsold cars were accumulating and the company faced dire financial straits.
- 1 Early life
- 2 Education
- 3 Career
- 4 1979 book about General Motors
- 5 Arrest and trial
- 6 Later enterprises
- 7 Personal life
- 8 Death
- 9 Portrayals and coverage in media
- 10 The DeLorean Museum
- 11 See also
- 12 Notes
- 13 External links
DeLorean's father, Zachary (Zaharia) Delorean, was Romanian, born in Sugag village, Alba County, Transylvania, currently Romania , who worked in a mill factory; Zachary emigrated to the United States when he was twenty. He spent time in Montana and Gary, Indiana before moving to Michigan. By the time John was born, Zachary had found employment as a union organizer at the Ford Motor Company factory in nearby Highland Park. His poor English skills and lack of education prevented him from higher-paid work. When not required at Ford, he occasionally worked as a carpenter.
DeLorean's mother, Kathryn, was a Hungarian immigrant from Austria-Hungary, Transylvanian territory most likely.[where?] She was employed at the Carboloy Products Division of General Electric throughout much of DeLorean's early life. She took work where ever she could to supplement the family's income. She generally tolerated her husband's erratic behavior, but during several of the worst times of Zachary's violent tendencies, she would take her sons to live with her sister in Los Angeles, California, where they would stay for a year or so at a time.
DeLorean's parents divorced in 1942. John subsequently saw little of his father, who moved into a boarding house, becoming a solitary and estranged alcoholic. Several years after the divorce, John visited his father, finding him so impaired by alcohol that they could barely communicate.
DeLorean attended Detroit's public grade schools, and was then accepted into Cass Technical High School, a technical high school for Detroit's honor students, where he signed up for the electrical curriculum. DeLorean found the Cass experience exhilarating and he excelled at his studies. His academic record and musical talents earned him a scholarship at Lawrence Institute of Technology (now known as Lawrence Technological University), a small college in Southfield, Michigan, a suburb of Detroit, that was the alma mater of some of the automobile industry's best engineers. At Lawrence, he excelled in the study of industrial engineering, and was elected to the school's honor society.
World War II interrupted his studies. In 1943, DeLorean was drafted for military service and served three years in the U.S. Army and received an honorable discharge. He returned to Detroit to find his mother and siblings in economic difficulty. He worked as a draftsman for the Public Lighting Commission for a year and a half to improve his family's financial status, then returned to Lawrence to finish his degree.
While back in college, he worked part-time at Chrysler and at a local body shop, foreshadowing his later contributions to the automotive industry. DeLorean graduated in 1948 with a Bachelor of Science degree in Industrial Engineering.
Instead of entering the engineering workforce after earning his degree, DeLorean sold life insurance whereby he developed an analytical system aimed at engineers and sold "about $850,000 worth of policies in ten months". Once he had a grasp on soft skills he found the work to be boring and moved onto work for the Factory Equipment Corporation. DeLorean states in his autobiography that he sold life insurance to improve his communications skills. Both endeavors were successful financially, but these areas held little interest for DeLorean. A foreman at Chrysler's engineering garage, recommended that DeLorean apply for work at Chrysler and DeLorean agreed. Chrysler ran a post-graduate educational facility named the Chrysler Institute of Engineering, which allowed DeLorean to advance his education while gaining real-world experience in automotive engineering.
He briefly attended the Detroit College of Law, but did not graduate. In 1952, DeLorean graduated from the Chrysler Institute with a master's degree in Automotive Engineering and joined Chrysler's engineering team. DeLorean attended night classes at the University of Michigan's Ross School of Business to earn credits for his MBA degree, which he completed in 1957.
Packard Motor Company
DeLorean's time at Chrysler lasted less than a year, ending when he was offered a US$14,000 salary at Packard Motor Company under supervision of noted engineer Forest McFarland. DeLorean quickly gained the attention of his new employer with an improvement to the Ultramatic automatic transmission, giving it an improved torque converter and dual drive ranges; it was launched as the "Twin-Ultramatic".
Packard was experiencing financial difficulties when DeLorean joined, because of the changing post-WWII automotive market. While Ford, General Motors, and Chrysler had begun producing affordable mainstream products designed to cater to the rising postwar middle class, Packard clung to their pre-World War II era notions of high-end, precisely engineered luxury cars. This exclusive philosophy was to take its toll on profitability. However, it proved to have a positive effect on DeLorean's attention to engineering detail, and after four years at Packard he became McFarland's successor as head of research and development.
While still a profitable company, Packard suffered alongside other independents as it struggled to compete when Ford and General Motors engaged in a price war. James Nance, President of Packard, decided to merge the company with Studebaker Corporation in 1954. A subsequent proposed merger with American Motors Corporation never passed the discussion phase. DeLorean considered keeping his job and moving to Studebaker headquarters in South Bend, Indiana, when he received a call from Oliver K. Kelley, vice president of engineering at General Motors, a man whom DeLorean greatly admired. Kelley called to offer DeLorean his choice of jobs in five divisions of GM.
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In 1956 DeLorean accepted a $16,000 salary offer with a bonus program, choosing to work at GM's Pontiac division as an assistant to chief engineer Pete Estes and general manager Semon "Bunkie" Knudsen. Knudsen was the son of the former president of GM, William Knudsen, who was called away from his post to head the war mobilization production effort at the request of President Roosevelt. Knudsen was also a MIT engineering graduate, and at 42 he was the youngest man to head a division of GM. DeLorean and Knudsen quickly became close friends, and DeLorean eventually cited Knudsen as a major influence and mentor. DeLorean's years of engineering at Pontiac were highly successful, producing dozens of patented innovations for the company, and in 1961 he was promoted to the position of division chief engineer.
DeLorean's most notable contribution to Pontiac was the Pontiac GTO (Gran Turismo Omologato), a muscle car named after the Ferrari 250 GTO. It evolved because after the internal GM ban on racing (January 1963) which Pontiac had used racing to propel itself into the # 3 sales slot was taken away. Pontiac was forced to take its efforts off the track and put it on the street to maintain its # 3 position. The result was the GTO. The GTO debuted as a Tempest/LeMans option package with a larger, more powerful engine in 1964. This marked the beginning of Pontiac's renaissance as GM's performance division instead of its previous position as a slightly bigger Chevrolet with no clear brand identity.
From its launch in 1964, sales of the car and its popularity continued to grow dramatically in the following years. DeLorean received almost total credit for the success of the "first muscle car", singularly responsible for conceptualizing, engineering, and the marketing – becoming the singular golden boy of Pontiac, and was rewarded with his 1965 promotion to head the entire Pontiac division.
At the age of 40, DeLorean had broken the record for youngest division head at GM, and was determined to continue his string of successes. Adapting to the frustrations that he perceived in the executive offices was, however, a difficult transition for him. DeLorean believed there was an undue amount of infighting at GM between divisional heads, and several of Pontiac's advertising campaign themes met with internal resistance, such as the "Tiger" campaign used to promote the GTO and other Pontiac models in 1965 and 1966. One of the biggest disappointments for Pontiac was the GM's fourteenth floor's Ed Cole's decision to ban multiple carburetion. Multiple carburetion had been with Pontiac since 1956 starting with 2X4 bbls. and Pontiac's famous Tri-Power (3X2bbls.) since 1957. Ironically the only GM cars to escape this ban was Ed Cole's beloved Corvair and Corvette. There are scores of this conflict with Ed Cole that go way back to Bunkie Knudsen. The most memorable would be the 1964 GTO was supposed to be equipped with disc brakes which were even tooled for free by Kelsey Hayes, and radial tires were supposed to be offered but were killed by Cole as well.
In response to the "pony car" market dominated by the wildly successful Ford Mustang, DeLorean turned to the 14th Floor for permission to offer a smaller version of the Pontiac Banshee Show car for 1966. DeLorean's version was rejected because of GM's concern that his design would take away sales from the Corvette, their flagship performance vehicle, so instead they forced him to work with the existing Camaro design. He could only make changes to the front and rear of the car and even had to use the same fenders. Suspension was a whole different story as the Firebird has front and rear suspension differences compared to Camaro. The vehicle, the Pontiac Firebird, introduced for the 1967 model year became even more popular throughout the 70s.
Shortly after the Firebird's introduction, DeLorean turned his attention to development of an all-new Grand Prix, the division's personal luxury car based on the full sized Pontiac line since 1962. Sales were sagging by this time however, but the new for 1969 model would have its own distinct body shell with drivetrain and chassis components from the intermediate-sized Pontiac A-body (Tempest, LeMans, GTO). Delorean knew Pontiac Division couldn't finance the new car alone so Delorean went to his former boss Pete Estes and asked to share the cost of development with Pontiac having a one-year exclusivity before Chevrolet would release the 1970 Monte Carlo. The deal was done. The 1969 Pontiac Grand Prix looked a lot like a slightly scaled down Cadillac Eldorado with its razor-sharp bodylines and a 6-foot-long (1.8 m) hood. Inside was a sporty and luxurious interior highlighted by a wraparound cockpit-style instrument panel, bucket seats and center console. The new model offered a sportier, high performance, somewhat smaller and lower-priced alternative to the other personal luxury cars then on the market such as the Ford Thunderbird, Buick Riviera, Lincoln Continental Mark III, and Oldsmobile Toronado. The 1969 Grand Prix production ended up at over 112,000 units, far higher than the 32,000 1968 Grand Prix built from the full-sized Pontiac body.
During his time at Pontiac, DeLorean had begun to enjoy the freedom and celebrity that came with his position, and spent a good deal of his time traveling to locations around the world to support promotional events. His frequent public appearances helped to solidify his image as a "rebel" corporate businessman with his trendy dress style and casual banter.
Ralph Nader's book, Unsafe at Any Speed, published in 1965, criticized a number of Detroit automobiles as poorly designed for safety concerns, including the Chevrolet Corvair model. Even as General Motors experienced revenue declines, Pontiac remained highly profitable under DeLorean, and despite his growing reputation as a corporate maverick, on February 15, 1969 he was again promoted. This time it was to head up the prestigious Chevrolet division, General Motors' flagship marque.
By this time, DeLorean commanded an annual salary of $200,000, with yearly bonuses of up to $400,000. He had made sizable investments in the San Diego Chargers and the New York Yankees sports teams, and was becoming ever more ubiquitous in popular culture. At a time when business executives were typically conservative, low-key individuals in three-piece suits, DeLorean wore long sideburns and unbuttoned shirts. He also horrified fellow GM executives by inviting Ford president Lee Iacocca to serve as best man at his second wedding.
DeLorean continued his jet-setting lifestyle, and was often seen hanging out in business and entertainment celebrity circles. He became friends with James T. Aubrey, president of Metro-Goldwyn-Mayer Studios, and was introduced to celebrities such as financier Kirk Kerkorian, Chris-Craft chairman Herb Siegel, entertainer Sammy Davis Jr., and The Tonight Show host Johnny Carson.
The executive offices of General Motors headquarters continued to clash with DeLorean's nonconformity, and he was still not able to fit the traditional mold of conservatism that was usually expected of someone of his stature. When John was appointed, Chevrolet was having financial and organizational troubles, and GM president Ed Cole needed a first-class manager in that position to sort things out – company man or not. The new model Camaro was due out for the 1970 model year, and it was rapidly falling behind schedule. Redesigns for the Corvette and Nova were also delayed, and unit sales had still not recovered from the past four years of turmoil, much of that because of the bad publicity surrounding the Corvair and well-publicized quality-control issues affecting other Chevy models, including defective motor mounts that led to an unprecedented recall of 6.7 million Chevrolets built between 1965 and 1969. DeLorean responded to the production problems by delaying the release of the Camaro, and simplifying the modifications to the Corvette and Nova. He used the extra time to streamline Chevrolet's production overhead and reduce assembly costs. By 1971, Chevrolet was experiencing record sales in excess of 3 million vehicles, and his division alone was nearly matching that of the entire Ford Motor Company. Another promotion was imminent for DeLorean.
The Vega was assigned to Chevrolet by corporate management, specifically by GM president Ed Cole, just weeks before DeLorean's 1969 arrival as Chevrolet division's general manager. In a Motor Trend interview August, 1970 DeLorean said, "Vega will be the highest quality product ever built by Chevrolet." By DeLorean's orders, tens of extra inspectors were assigned on the Vega assembly line and the first two thousand cars were road tested. He stated, "The first cars, from a manufacturing standpoint, were well built." But in 1972, General Motors Assembly Division (GMAD) took over the Chevrolet Lordstown assembly plant and adjoining Fisher body plant. Their main goal was to cut costs and more than 800 workers were laid off, many of which were additional inspectors. This led to assembly-line vandalism, with workers intentionally slowing the line, leaving off parts and installing others improperly. Incomplete and often non-functioning cars soon filled the factory lot, which then had to be reprocessed and repaired by a team assigned to this task by DeLorean. A one-month strike followed and dealers didn't receive enough cars for the demand in 1972. DeLorean regrouped for the 1973 model year with Vega sales of 395,792. The one millionth Vega was built in May 1973, a month after DeLorean's GM resignation.
In 1972, DeLorean was appointed to the position of vice president of car and truck production for the entire General Motors line, and his eventual rise to president seemed inevitable. However, the idea of him assuming that position was almost intolerable to GM executives, and on April 2, 1973, he announced that he was leaving the company, telling the press "I want to do things in the social area. I have to do them, and unfortunately the nature of our business just didn't permit me to do as much as I wanted." although it was rumored that he had been fired. GM gave him a Florida Cadillac franchise as a retirement gift, and DeLorean did in fact take over the presidency of The National Alliance of Businessmen, a charitable organization with the mission of employing Americans in need, founded by Lyndon Johnson and Henry Ford. GM was a major contributor to the group, and agreed to continue his salary while he remained president of NAB. DeLorean was sharply critical of the direction GM had taken by the start of the 1970s, saying "There's no forward response at General Motors to what the public wants today." He also objected to the idea of using rebates to sell cars on the grounds that "A car should make people's eyes light up when they step into the showroom. Rebates are merely a way of convincing customers to buy bland cars they're not interested in."
DeLorean Motor Company
DeLorean left General Motors in 1973 to form his own company, the DeLorean Motor Company. A two-seater sports car prototype was shown in the mid-1970s called the DeLorean Safety Vehicle (DSV), with its bodyshell designed by Italdesign's Giorgetto Giugiaro. The car entered into production as the DMC-12, but known simply as the DeLorean. The car's body distinctively used stainless steel and featured gull-wing doors and was powered by the "Douvrin" V6 engine developed by Peugeot, Renault and Volvo (known as the PRV).
The manufacturing plant to build the new car was built in Dunmurry, Northern Ireland, with substantial financial incentives from the Northern Ireland Development Agency of around £100 million. Renault was contracted to build the factory, which employed over 2000 workers at its peak production. The engine was made by Renault, while Lotus designed the chassis and bodywork details. The Dunmurry factory would eventually turn out around 9,000 cars over 21 months of operation.
Production delays meant the DMC-12 did not reach the consumer market until January 1981 (nearly a decade after the company was founded), and in the interim the new car market had slumped considerably due to the 1980 US economic recession. This was compounded by unexpectedly lukewarm reviews from critics and the public, who generally felt the uniqueness of the DMC-12's styling did not compensate for the higher price and lower horsepower relative to other sport coupes on the market. While interest in the DMC-12 quickly dwindled, competing models with lower price tags and more powerful engines (such as the Chevrolet Corvette) sold in record numbers during 1980-81 in spite of the ongoing recession. By February 1982, more than half of the roughly 7,000 DMC-12s produced remained unsold, DMC was $175 million in debt, and the Dunmurry factory was placed in receivership.
After going into receivership in February 1982, DMC produced another 2,000 cars until John DeLorean's arrest in late October, at which point liquidation proceedings were undertaken and the factory was seized by the British government for good.
1979 book about General Motors
After DeLorean left General Motors, Patrick Wright, author and former Business Week reporter, approached him with the idea of writing a book based on his experiences there. DeLorean agreed to dictate his recollections for Wright, who wrote the book. The final product, published in 1979, On a Clear Day You Can See General Motors, sold approximately 1.6 million copies, but disagreements over the content led to a conflict between the collaborators, with Wright eventually publishing the book on his own.
Arrest and trial
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On October 19, 1982, DeLorean was charged with trafficking cocaine by the U.S. government, following a videotaped sting operation in which he was recorded by undercover Federal agents agreeing to bankroll cocaine smuggling operation. He had more than 59 pounds (27 kg) of cocaine (worth about $6.5 million) in a hotel near Los Angeles International Airport after arriving from New York, and the Federal Bureau of Investigation stated DeLorean was the "financier" to help the financially declining company in a scheme to sell 220 lb (100 kg), with an estimated value of $24 million. The government was tipped off to DeLorean by confidential informant James Timothy Hoffman, a former neighbor, who reported to his FBI superiors that DeLorean had approached him to ask about setting up a cocaine deal; in reality, Hoffman had called DeLorean and suggested the deal (which DeLorean then accepted) as part of his efforts to receive a reduced sentence on a 1981 Federal cocaine trafficking charge that he was awaiting trial on. Hoffman (whose name was redacted on the original indictment) also stated that he was aware of DeLorean's financial troubles before he contacted him, and had heard him admit that he needed $17 million "in a hurry" to prevent DMC's imminent insolvency.
Taken together, these two elements allowed DeLorean to successfully defend himself at trial with the procedural defense of police entrapment. Despite video and audio evidence clearly showing him negotiating over the particulars of the deal and referring to a suitcase full of cocaine as "good as gold", his lawyers successfully argued that the FBI and DEA had unfairly targeted and illegally entrapped DeLorean when they allowed Hoffman (an active FBI informant who only knew DeLorean casually) to randomly elicit DeLorean into a criminal conspiracy simply because he was known to be financially vulnerable. Another factor was DeLorean's lack of criminal history, whereas Hoffman was a career criminal who stood to directly benefit if he was able to convince DeLorean to incriminate himself on tape. The DeLorean defense team did not call any witnesses. DeLorean was found not guilty on August 16, 1984, but by then DMC had already collapsed into bankruptcy and DeLorean's reputation as a businessman was irrevocably tarnished. When asked after his acquittal if he planned to resume his career in the auto industry, DeLorean bitterly quipped "Would you buy a used car from me?"
In the years before his death, DeLorean planned to resurrect his car company, and gave interviews describing a new vehicle called the DMC2. According to his family, he spent much of his last several years working on this new venture. In an effort to gather funds, he designed and sold high-end watches via the internet under the name DeLorean Time. Made of what appeared in promotions to be injection molded stainless steel, the watches sold for $3,495. Purchasers were placed on a waiting list for the chance to buy one of the first DMC2s when they became available. None of the watches seem to have ever been built or delivered to customers before DeLorean's death.
The DeLorean Motor Company name was subsequently owned by a Texas-based firm that provided parts and professional restoration to DeLorean DMC-12 owners. Although John DeLorean was not involved in the business, its vice president James Epsey spoke with him on the phone once a month, the last time being two days before his death in March 2005. According to Epsey, in their final conversation, DeLorean expressed his dismay at the then-current direction of General Motors, saying "They have too many bean counters and not enough engineers."
DeLorean was married four times. His first marriage was to Elizabeth Higgins on September 3, 1954, and divorced in 1969. DeLorean then married Kelly Harmon, the sister of actor Mark Harmon and daughter of Heisman Trophy winner Tom Harmon and actress Elyse Knox on May 31, 1969; they divorced in 1972. His third marriage was to model Cristina Ferrare (with whom he had a daughter on November 15, 1977), ending in divorce in 1985. He was married to Sally Baldwin until his death in 2005. DeLorean also adopted a son, Zachary, as a single father.
DeLorean's name is correctly spelled without the space, as DeLorean; the same goes for the Company. Only if the use of lower case letters was not possible (or not wanted), for instance on typewritten documents of the DeLorean Motor Company, is the use of a space correct. This appears to have been the company's chosen form. In typeset documents, a half space, not a full space, appears between the two portions, and the same is visible in more stylistic representations, as on the automobiles themselves.
DeLorean appeared in a widely published magazine advertisement for Cutty Sark whisky in the year prior to his arrest and the collapse of his company. It was captioned "One out of every 100 new businesses succeeds. Here's to those who take the odds."
When Back to the Future came out in 1985, featuring DeLorean's namesake car, DeLorean wrote a letter to Bob Gale, one of the movie's producers and writers, thanking him for immortalizing the car in the film. The letter can be seen in the special features of the Back to the Future DVD release.
In 1999, DeLorean declared personal bankruptcy after fighting around 40 legal cases since the collapse of DeLorean Motor Company. He was forced to sell his 434-acre estate in Bedminster, New Jersey, in 2000. It was purchased by real estate tycoon Donald Trump and converted to a golf course.
DeLorean died at Overlook Hospital in Summit, New Jersey from a stroke, on March 19, 2005 at age 80. He was a resident of Bedminster, New Jersey. His ashes are interred at the White Chapel Cemetery, in Troy, Michigan. His tombstone shows a depiction of his DMC-12 with the gull-wing doors open. At the request of his family, and in keeping with military tradition, he was interred with military honors for his service in World War II.
Portrayals and coverage in media
- Ivan Fallon and James Srodes. Dream Maker: The Rise and Fall of John Z. DeLorean (1983); published in the UK as DeLorean: The Rise and Fall of a Dream Maker
- Hillel Levin. Grand Delusions: The Cosmic Career of John DeLorean (1983); published in the UK as John DeLorean: The Maverick Mogul
- John Lamm. DeLorean: Stainless Steel Illusion (1983; 2nd edition, 2003), Red Lion Press
- John Z. DeLorean with Ted Schwarz. DeLorean (1985; DeLorean's personal autobiography)
- William Haddad. Hard Driving: My Years with John DeLorean (1985)
- Nick Sutton. The DeLorean Story: The Car, The People, The Scandal (2013)
- Chris Parnham & Andrew Withers. DeLorean: Celebrating the Impossible (2015)
- Barrie Wills. John Z, the DeLorean and Me ...Tales From An Insider (2015)
- Adrian McKinty. I Hear The Sirens In The Street.....Book Two....The Troubles Trilogy (2013)
- Glenn Patterson "Gull" (2016)
- DeLorean (1981) A documentary directed by Academy Award winning filmmakers D. A. Pennebaker and Chris Hegedus. The film chronicles John DeLorean throughout the launch of his DeLorean DMC-12 sports car in 1981.
- DeLorean: Living the Dream (2014) Chronicles the history of the iconic DeLorean automobile from the rise and fall of legendary automaker John Z. DeLorean, to the international phenomenon of loyal owners and devoted fans who've kept the dream alive for over three decades.
- Monkeys (1989) A BBC TV movie based on the book The DeLorean Tapes, which transcribes the original FBI entrapment tapes of John DeLorean. It was directed by Danny Boyle.
- Car Crash: The DeLorean Story (2004), a BBC television documentary about the rise and fall of the DeLorean Motor Company.
- Anything To Win: The Crash of John DeLorean (2006), a TV series produced on Game Show Network.
The DeLorean Museum
The DeLorean Museum, based in Humble, Texas, was established in 2006, to honor John Z. DeLorean through the display, interpretation, conservation, and preservation of DeLorean vehicles, archives, and other objects.
- DeLorean Motor Company
- DeLorean DMC-12
- Back to the Future
- Chevrolet Vega: DeLorean influence
- Pontiac GTO
- DeLorean Story-an
- Claire Suddath (April 19, 2012). "The DeLorean's Time Leap". Bloomberg Businessweek.
- Harris, Jeffrey A. "Transformative Entrepreneurs: How Walt Disney, Steve Jobs, Muhammad Yunus, and Other Innovators Succeeded". MacMillan, 2012. 1137000260. p.100
- "John Z. DeLorean, Father of Glamour Car, Dies at 80". The New York Times. March 21, 2005. Retrieved May 6, 2010.
- Warren, Tamara (October 21, 2011). "My John DeLorean Story". Forbes. Archived from the original on February 14, 2014. Retrieved April 10, 2012.
- DeLorean & Schwarz 1985, p. 22
- "Kathryn DeLorean (Pribak)". Geni.com. Retrieved March 24, 2012.
- "John Delorean profile". Oxford Dictionary of National Biography 2005–2008. Retrieved 2014-11-01.
- Reed, Christopher (March 21, 2005). "Obituary: John DeLorean". The Guardian. Retrieved June 23, 2009.
- DeLorean & Schwarz 1985, p. 23
- DeLorean & Schwarz 1985, p. 29
- DeLorean & Schwarz 1985, p. 28
- "John DeLorean". Telegraph. March 22, 2005. Retrieved April 1, 2016.
- J. Patrick Wright On a Clear day You Can See General Motors (1979), p. 78
- DeLorean & Schwarz 1985, p. 30
- DeLorean & Schwarz 1985, pp. 32–33
- DeLorean & Schwarz 1985, p. 34
- Ward 1995, pp. 2–6
- DeLorean & Schwarz 1985, pp. 35–37
- Bernsteinl, Adam (March 21, 2005). "Flashy Automaker John Z. DeLorean, 80, Dies". The Washington Post. p. 2. Retrieved April 1, 2016.
- Hakim, Danny (March 21, 2005). "John Z. DeLorean, Father of Glamour Car, Dies at 80". The New York Times. Retrieved April 1, 2016.
- Motor Trend-August 1970.
- Hot Rod, December 1973. Rodden at Random
- Bernsteinl, Adam (March 21, 2005). "Flashy Automaker John Z. DeLorean, 80, Dies". The Washington Post. p. 1. Retrieved April 1, 2016.
- Lapham, Edward (October 31, 2011). "DeLorean didn't fit the GM mold". Automotive News. Retrieved 4 March 2016.
- Cummings, Judith (October 20, 1982). "DeLorean, automobile executive, arrested in drug smuggling case". The New York Times. Retrieved March 24, 2016.
- "1984 Year in Review: John DeLorean Trial". upi.com. October 29, 1982. Archived from the original on July 22, 2013. Retrieved October 15, 2010.
- Harris, J., p. 101
- "USPTO Record". Patft.uspto.gov. Retrieved October 15, 2010.
- Mateja, Jim (October 13, 2000). "DeLorean marks time before staging comeback". Chicago Tribune.
- "Flashy Automaker John Z. DeLorean, 80, Dies". The Washington Post. March 21, 2005. Retrieved January 6, 2011.
- Picture of the grave of John Z. DeLorean
- Official Biography written by John Z. DeLorean (in Google Books)
- Cover of the Official Biography written by John Z. DeLorean (on Amazon)
- Official Biography written by John Z. DeLorean (on Amazon)
- "DeLorean Collectibles:Cutty Sark ad". Babbtechnology.com. April 8, 2008. Retrieved October 15, 2010.
- Sanderson, Bill (March 25, 2000). "DeLorean is driven off N.J. estate". The New York Post. Retrieved April 1, 2016.
- Profile, findagrave.com; accessed January 6, 2016.
- "Home Page". The DeLorean Museum. Retrieved October 21, 2015.
- DeLorean Motor Company
- The DeLorean Museum
- DeLorean Owners Association
- John DeLorean The Times Obituary
- John DeLorean at Find a Grave
- John DeLorean at the Internet Movie Database
- Stainless Steel Productions (Production Company producing the DeLorean TV Miniseries)
- NNDB – John DeLorean
- The Rise and Fall of John DeLorean
- 1980s carmaker DeLorean dies at 80