• 2002 Trans Am Ws6 Emblem

The third generation Pontiac Firebird was introduced in late 1981 by Pontiac alongside its corporate cousin, the Chevrolet Camaro for the 1982 model year. These were also the first Firebirds with factory fuel injection, four-speed automatic transmissions, five-speed manual transmissions, four-cylinder engines, 16-inch wheels, and hatchback bodies.^[3]

BLACK CARBON FIBER Look LICENSE Plate Tag FRAME with 5.7 L Liter LS1 RED BLACK Real Aluminum Engine Hood Emblem Badge Nameplate for Pontiac Trans Am Firebird WS6 Chevy Chevrolet Corvette C5 ZR1 Camaro Z28 SS Super Sport Holden Vehicles Clubsport R8 Grange GTS Maloo Senator Signature 300 Coupe SE LE Avalanche XUV AWD Monaro CV8 VT VX Y Series Elfin MS8 Streamliner Clubman Mosler MT900 98 99 00.

1982[edit]

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The 3rd Generation of Firebirds consisted of three models: Firebird, Firebird S/E, and Firebird Trans Am. The Firebird was the base model, equivalent to the Camaro Sport Coupe; the Firebird S/E was the luxury version; and the Trans Am, the high-performance version. For 1982, the new Firebird and Camaro had been completely restyled, with the windshield slope set at a dramatic, more aerodynamic 62 degrees,^[4] (about 3 degrees steeper than anything GM had ever tried before), flush mounted side glass, and for the first time, a large, glass-dominated rear hatchback. Electronically controlled retractable headlamps, and a rounded hoodline and front fenders were the primary characteristics that distinguished the Firebird from its Camaro sibling and its previous Firebird incarnations. The Firebird would retain hidden headlamps until the end of all production in 2002. Pontiac had also hoped to drop the 'Trans Am' moniker from the redesigned cars to save royalties paid to the SCCA for use of the name. Early promotional cars were marked 'T/A' as an alternative, however it was decided that doing so might cause more problems than it was worth and the 'Trans Am' nameplate remained. Still, with its dimensions reduced, wheelbase shortened, and weight reduced, the Third Generation Firebird was also the closest yet in size to the original 1967 model. It won 'Best Sports GT' category in the $11,000 to $14,000 range (also along with the Camaro). Road & Track called the fuel-injected Trans Am 'a dramatic improvement on its predecessors,' accelerating from 0–60 in 9.2 seconds.^[5]

The new Firebird shrank to a 101-inch wheelbase, losing more than 8 inches in overall length, measured about an inch narrower, and weighed nearly 500 lb (227 kg) less than its 1981 predecessor. It also was the most aerodynamic production Firebird to date with a drag coefficient of 0.33. The new Trans Am took things a bit further, with a coefficient of .32.^[6] The Trans Am body would continue to improve aerodynamically over the years, and by 1985 would be the most aerodynamic vehicle to ever be released from General Motors with a 0.29 coefficient of drag. Wind tunnels were used to form the 3rd Gen F-Body's shape, and these aerodynamic developments were fully taken advantage of by Pontiac's design team. The sleek new car had a low slung front end which featured split grilles. They fed some air to the radiator but most of the air came from an air dam underneath the front bumper. Every piece of the car was designed to reduce drag. The newly designed side view mirror housings, made of light alloy metal, were almost cone shaped, with the point facing the wind. The windshield wipers were hidden under the hood with the air intake for the climate control system. It made for a smooth flow of air over the windshield. The retractable headlamps popped up from the leading edge of the hood. The cars tended to outlive the plastic gears for the headlight doors, and since the dealers charged several hundred dollars for the repair, it was common to see Firebirds driving around with one or both headlights stuck open during the day. Smooth wheelcovers were available on the Trans Am, attached to turbine finned alloy wheels. A frameless, flush mounted, compound curved rear glass hatchback decklid provided 30.9 cu ft (0.87 m³). of cargo space with the rear seats folded, and an optional wiper.^[7] It provided no disturbance to the airflow over the back of the car. All of these features combined together to provide a low coefficient of drag.The front end of the vehicle featured 10.5-inch-diameter (270 mm) power disc brakes and were now made standard on all Firebird models. Taking styling cues from the 1981 design, the new car had full width tail lights, complete with a Firebird emblem in the center. The all-new suspension design was more advanced and aggressive than anything Detroit had offered previously, easily rivaling the Corvette's handling abilities, (but not its sophistication). The front suspension utilized MacPherson struts, with inboard mounted coil springs and lower front control arms. In the rear, coil springs and shocks were positioned between the body and solid rear axle, with twin rear lower control arms/trailing links and a torsion bar, replacing the old-fashioned leaf springs design used previously in the 2nd Gens. A huge torque arm was mounted from the transmissions tailshaft to the rear axle center to further stabilize the axle's tendency to twist.

The interior now featured aircraft inspired details and gauges, using both fake and real Torx head screws that fastened the dash and console trim panels. Optional Recaro seats were offered. The 1981, non-Formula 3 spoke steering wheel was re-used and featured a Firebird logo mounted in the center of the horn pad, with optional leather grip. Many power options could be had. Special Viscount 'PMD' bucket seats were optional, featuring a small opening in the headrest and a PMD logo in the center of the backrest. Leather seats were also available on both the standard seats and Viscount 'PMD' seats. A standard locking rear glovebox was mounted on the rear driver's side of the cargo area and a mini spare tire was hidden behind the opposite panel on the passenger side. A lockable cargo door on the rear floor area and a retractable cargo area privacy shade were also available as options on all Firebirds.

The Firebird lineup was available with several engines:

1. The standard fuel-injected 90 hp 2.5L 4-cylinder Pontiac 'Iron Duke': This marked the first time a 4-cylinder engine was offered in the Firebird and was the last true Pontiac engine to be offered in the Firebird. This engine was only offered for the first few years of the generation. It provided almost the same power as the V6, but when coupled with the 5-speed manual transmission, provided between 31 and 34 miles per gallon on the highway, depending on the year.^[8]
2. There was a carbureted 102 hp 2.8L V6.
3. The LG4 5.0L: Utilizing GM's improved 'Computer Command Control' system, the computer assisted E4ME carburetor, and computer controlled distributor, this Chevy 305ci produced 145 hp and 240Lbs.Ft. of torque.
4. The LU5 5.0L: The new high-performance 'Crossfire Fuel Injection' 5.0L V8, which employed a twin throttle body fuel injection system similar to that used in the 1982 Corvette's 'Crossfire' 5.7L, and produced 165 hp.

The Firebird came standard with 14-inch steel wheels, with several wheel options available unique to the base model. 14-inch turbo cast aluminum wheels were standard on the S/E and Trans Am models and featured smooth plastic hubcaps with a Pontiac 'Arrowhead' in the center. The WS6 performance package option, available on the S/E and Trans Am, included 4-wheel disc brakes, P215/65R15 Goodyear Eagle GT radials with 15-inch cast aluminum wheels, stiffer springs, thicker 32 mm front & 21 mm rear sway bars, a 12.7:1 quick-ratio steering box, and limited slip rear differential. Also available was the WS7 option, which was the same as RPO WS6, but utilized rear drum brake. This option was created due to a shortage of rear disc brake components.^[9]

The Firebird S/E was Pontiac's attempt to lure buyers interested in more luxury features; it could be had with the basic fuel saving 'Iron Duke' I-4 drivetrain, but offered more options. Even the Trans Am's WS6 suspension was available on the S/E. It was delineated from the base Firebird model by 'S/E' script on the sail panels, in place of the standard Firebird decals, and the Trans Am's dark tinted tail lights. The interior featured color-coded plastics to match the exterior/interior paint scheme. On S/E models equipped with the 14-inch or 15-inch 'Turbocast' rims, with 'Bowling Ball' hubcaps were color-coded to match the car's exterior paint.

The Trans Am came standard with a new incarnation of its traditional 'Air Extractors' on the fenders. A dark-tinted version of the base Firebird's tail lights were fitted to the rear of the car and also featured a Silver or Gold 'Phoenix' between them. Rubber 'Mini-Spats' (stone deflectors) were mounted just before the front and rear wheels, and were toned down from the 70's design used on the earlier 2nd Gen Trans Am. Styled loosely after the earlier '80/'81 Turbo Trans Am, an optional 'Turbo Bulge' hood was available on the Trans Am. Plans had originally been made to use a refined version of Pontiac's Turbo 4.9L engine. It was scrapped at the last minute, leaving many to speculate as to what could have been, had the engine been allowed to survive like its turbocharged companion, the Buick Turbo 3.8L V6. Despite this, the Turbo Bulge hood remained on the option list; on the Crossfire V-8, it was made functional, and even a lightweight aluminum version of this hood, 'RPO T45', was available on the option list. It was a curved piece of pressed steel, and would be used in later years as the centerpiece of the Formula option. A new, smaller 'Phoenix' was placed upon the Turbo Bulge hood or on the nose of flat hood equipped T/A's. The Trans Am came standard with one of the two 305 Chevy V8s. The well worn Borg-Warner four-speed manual transmission came mated only to the weak 145 bhp LG4 305ci, while the Crossfire-injected LU5 305ci rated at 165 hp came with the TH-200c automatic 3-speed transmission.

The new version of the Trans Am Pontiac's 'RPO Y84' Black and Gold Trans Am S/E, made famous by Burt Reynolds and Jackie Gleason in 1977's 'Smokey and the Bandit', carried on into 1982 as the limited edition 'Recaro T/A'. The package added about 25% to the price of a Trans Am. Standard with a host of options, some features included charcoal Parella cloth Recaro seats, t-tops, a black exterior with gold trim, and black 'Bowling Ball' hubcaps with special Gold Pontiac Arrowhead emblems on its center, mounted on gold-painted 15-inch aluminum wheels.

Another Special Trans Am also returned: the Daytona 500 Pace Car Edition. These models are quite rare, and much is still unknown about how many were built or how they were optioned. All were bright red, with special NASCAR decals, similar to both the 1981 Daytona Pace Car and the 1983 Daytona Pace Car. 15' Aero Rims adorned with Black Bowling Ball hubcaps and a WS6 suspension. All had a black interior; it is not known if they included black Recaro seats. As it was Pontiac's debut of the still-fresh 3rd Generation 1982 Trans Am, it is possible that they would have been optioned with many of Pontiac's best amenities; however few are known to still exist at this time. Therefore, it is hard to ascertain what options they actually came with. These cars are featured in 1982 Daytona 500 race footage and in various advertisements.

A modified black third gen 1982 Firebird Trans Am appeared in the new for 1982 television series Knight Rider as KITT, voiced by William Daniels, KARR, KITT's very evil twin voiced by Peter Cullen, later Paul Frees in the original series in Seasons 1 and Seasons 3 of the original NBC TV show Knight Rider was also a Modified Pontiac Firebird Trans AM as well. For the reunion movie Knight Rider 2000, KITT underwent a makeover and became the 'Knight Industries 4000,' a vehicle resembling the Pontiac Banshee concept car, but it was actually built using a Dodge Stealth and not a Firebird Trans Am.^[10]

1983[edit]

The Firebird remained basically unchanged from the previous model year. All automatic transmission Firebirds now received a T-handle shifter knob, and the shift indicator changed for the Automatic Overdrive 700-R4. Midyear, the L69 high output 305 was introduced. This carbureted 190 hp V8 was virtually identical to the L69 engine in the Camaro Z28, but used a different air cleaner assembly (instead of the Camaro's dual-snorkel air cleaner, the Trans Am received yet another functional cold air intake, designed to utilize the bulged hood).

The S/E Firebirds remained primarily the same outside of some color changes from the 1982 model year.

The RPO 'Y84' Recaro Edition Trans Am or 'Recaro T/A', was revised for 1983. It was now built to the owner's tastes, including many more, or less options, and RPO 'Y81' returned as the Recaro Edition Trans Am S/E without T-Tops. The LG4 was standard as was the WS6 package. The exterior remained virtually the same, except now the Firebird logo decals on the sail panels were replaced with Gold-plated Black and Gold Firebird Logo Medallions. The interior now featured Tan leather Recaro seats, carpeting, side panels, and the headliner.

In its second year, the third generation Trans Am was again selected as the Daytona 500Pace Car, and Pontiac offered a total of 2,500 Daytona Pace Car replicas through their dealerships. The exterior was painted with a two-tone white/charcoal paint scheme, 'Official Pace Car' decals on the doors, 'NASCAR' decals on the rear quarter panels, and 'PONTIAC' decals on the front windshield and rear glass. Decorating the front fenders just above the 'TRANS AM' script were '25th ANNIVERSARY DAYTONA 500' emblems. A new graphic adorned the power bulge of the pace car's hood, and these limited-edition cars were the first to feature a special RPO W62, full-body ground-effects package that extended around the entire car and molded plastic panels.'TRANS AM' script appeared on the right-hand panel, in place of the standard Firebird nose grilles. Two different set of wheels were offered: 1) 15-inch 'AERO' wheels with White 'Bowling Ball' hub caps, or 2) silver-finned wheels.The interior featured red gauge lighting, leather clad steering wheel, shifter knob, and brake handle, a special dash plaque, 'Daytona 500' floor-mats, and two-tone grey leather/suede Recaro seats.1,980 of these pace cars came with the LU5 Crossfire-injected 305 mated to the new 700R4 4-speed overdrive automatic; 520 had the carbureted LG4 305, mated to the T-5 Borg-Warner 5-speed manual.

1984[edit]

Total production for Firebird models increased to 128,304 units, making this the best-selling year of the 3rd Generation Firebird.

The Firebird's interior options and design remained virtually unchanged for 1984, the only exceptions being a slightly revised dashpad, with screwed-in speaker grilles, an optional driver's knee pad bolster on the left side of the center console for manual cars, the T-tops were also redesigned to use a pin-mounting arrangement, rather than the earlier latch-based setup, and a new 1 piece horncap embossed with the Firebird logo replaced the earlier medallion version. Base model Firebird production increased to 62,621 units.

The S/E Firebirds also remained virtually unchanged as well, with 10,309 units built.

The Trans Am's basic layout was very similar to the earlier 1983 Trans Am, except they were now available with the optional RPO W62 ground effects package, previously used on the 1983 Daytona Pace Car Edition. Another new for 1984 option was the 'High-Tech' 15-inch, 20-slot, concave aluminum wheels, painted Gold or Silver, with Black plastic centercaps containing a Gold or Silver Firebird logo. The only drivetrain changes made for the 1984 model year were the deletion of the Trans Am only EFI Crossfire 305, a hydraulic clutch was now used on the T-5 Borg-Warner 5-speed transmission, and on L69 equipped cars, a lightweight flywheel and an aluminum belhousing were employed. L69 equipped Trans Ams also received an 8000 RPM tachometer, an 80 PSI oil pressure gauge, a high output single electric fan, a functional cold-air induction hood, a higher output mechanical fuel pump, and a secondary electric fuel pump to help prevent vapor lock. Trans Am production increased to 55,374 units.

The RPO 'Y84' & 'Y81' Recaro Edition Trans Am S/E's were slightly revised. The H.O 305 L69 engine was now the only available engine. The exterior still featured a Black painted body, but gone was the Gold paint on the lower half of the body. All now featured Black painted, RPO W62 Aero package ground effects, the special 'RECARO T/A' door handle inserts, the 1983 style Gold-plated Black and Gold Firebird Medallions on the sail panels, Gold painted High Tech 15-inch rims with a Black plastic center cap and Gold Firebird logo, WS6 package, functional cold air induction 'Turbo Hood', with a Gold 'fade' decal and Gold '5.0 Liter H.O.' script on the turbo hood's bulge, Gold 'TRANS AM' decals on the fenders and right side of the rear bumper, a special 3-row Gold pinstripe that wrapped around 98% of the lower area of the car, extending up, around the wheelwells, (similar to the 2nd Generaration Y84 S/E Trans Am's pinstripes). The interior still featured its namesake Tan leather Recaro seats. Sadly, this was to be the swan song year for Pontiac's storied Black and Gold RPO 'Y84' Trans Am S/E's.. a mere 1321 Recaro T/A's were produced.

For the 15th Anniversary of the Trans Am, Pontiac released a stunning, White and Blue Trans Am, following in the original 1969 Trams Am's striking color scheme for $3499 over the base $10,699, and limited to just 1500 units. It also only utilized the H.O. 305 L69, with 1000 automatics and only 500 with the T-5 Borg-Warner 5-speed. The exterior featured a White painted body, T-tops, White painted RPO W62 ground effects, special Blue 'TRANS AM' decals on the lower rear half of the doors, Blue pinstripes similar to the Recaro T/A except they extend around the entire body, special Blue and White 15th ANNIVERSARY medallions on the sail panels, a functional cold air induction 'Turbo Hood', with a Blue 'fade' decal and Blue '5.0 Liter H.O.' script on the turbo hood's bulge. The Black tinted Trans Am tail lights featured White paint on the horizontal bars, and a stunning Blue on White Firebird logo on the tail light center panel. Another special item featured only on the 15th Anniversary cars was the all new 'Aero-Tech' 16-inch convex aluminum wheels, (front/rear specific). They wheels were painted White, with Blue pinstripes around the clear coated polished lip's outer perimeter, and were shod with Goodyear P245/50/VR16 'Gatorback' uni-directional tires (the new wheel/tire combo was very similar to the Corvette's P255/50/VR16 arrangement), marking the first appearance of 16 by 8-inch wheels on any F-body and a first for Pontiac. The WS6 package was standard with a 15th Anniversary Only 25 mm rear sway bar, (as opposed to the ordinary WS6's 23 mm bar). Interior features included: Off-White leather with grey cloth inserts Recaro seats with repeating 'TRANS AM' script on the center portions, a special Off-White Leather-wrapped steering wheel with a special Blue and White 15th medallion inset in an Off-White Horn Button, Off-White leather shifter knob and parking brake handle, and Off-White pass-side map pocket w/ a Blue Firebird logo and Blue 'TRANS AM' script.

1985[edit]

All Firebird models underwent redevelopment to boost sales as a number of power train improvements were introduced. The Firebird received a restyled nose with Black wrap-around inserts known as 'bumperettes' to replace the grille inserts; wrap-around 'bumperettes' were also added to the rear bumper. The tail lights remained unchanged from the previous 'louvered' style design. The carbureted V6 was replaced with a new, multi-port fuel-injected 2.8L V6 making 135 hp. The interior evolved with a new dash design containing redesigned gauges that used a graph-patterned background, a slightly refined dashpad, new T-handle shifter for automatics; a padded and more ergonomic center console design, updated stereo and HVAC faceplates, and an optional version of the previous year's more ergonomic 15th Anniversary's steering wheel.

The Firebird S/E underwent some changes as well. It too used the new for '85 nose and rear bumper, but it now included some new items to set it apart. It received a new special hood, similar to the new Trans Am hood except with only the front vents, the new Trans Am tail light design, color-coded Firebird logo medallions on the sail panels, (similar to the '83/'84 Recaro version), and a color-coded rear Firebird logo on the center section of the tail lights. Cloth Recaro seats were also now available.

The Recaro T/A was no longer available, but cloth Recaro seats were optional on the Trans Am.

The Trans Am also underwent changes. The LG4 & L69 continued on, but a new fuel-injected 305ci was now available in the Trans Am. The LB9 Tuned Port Injection (TPI) 305 was released, using a tuned runner design. The LB9 produced 210 hp, which brought it suitable attention from buyers despite being unavailable with a manual transmission. The 'Turbo Bulge' hood was discontinued in favor of a new flat hood with twin louvered vents or 'nostrils' that were functional, with heat exhaust vents on the rear edges. The Trans Am also received a restyled nose, integral fog lights, and newly redesigned ground effects. It utilized new 'low density' taillight lenses with a grid-style pattern rather than the 'louvered' pattern in use since 1981. The Trans Am came standard with the 'High Tech' 15-inch concave aluminum wheels from the previous year, but it was also now available with the a version of the 15th Anniversary's WS6 suspension and its 'Aero Tech' 16-inch aluminum wheels, but in finished Natural Silver. A Borg-Warner 9-bolt differential was made available for the first time, and was said to be stronger than the standard corporate 10 bolt axle. Further attempts to put the Trans Am into higher regard included overhead console from the Camaro lineup, which included several manually adjusted reminder wheels, a positionable map light, a removable flashlight with 'FIREBIRD' script, and a small pocket for a garage door opener or sunglasses. The standard rear spoiler from previous years was still standard, but an optional wrap-around 'Aero Spoiler' was now available in black and gave the car a new more modern look, (it is unique for 1985 & 1986 as it had a texture). The Trans Am drag coefficient was measured at 0.32 but was as low as 0.29 with the standard Aero wheels instead of the High-Tech turbo aluminum wheels. At the time, it was the most aerodynamically efficient car GM ever produced.

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1986[edit]

All Firebirds received center, high-mounted stop lamps to comply with Federal legislation; these were placed on top of the back hatch window. All cars received restyled, more modern instrument gauges. New tail light lenses were now introduced on the base Firebird, completing the replacement of the 'slit' or 'louvered' taillight lenses that had been a Firebird signature since 1967. The 2.5L 4-cylinder engine was dropped, replaced by the multi-port fuel-injected 2.8L V6 as the standard engine. The Firebird S/E model was discontinued at the end of the year. The rubber–vinyl wrap-around rear wing became standard on Trans Am (available only in black; as these wings aged, these and those offered on subsequent model-year vehicles would suffer from cracking and splitting problems), the Wing spoiler was a credit option on the Trans Am, and mandatory if the louvered rear window was ordered. Midyear, Pontiac introduced a new light-weight, cross-lace wheel, available for the Trans Am.

Only 26 Trans Ams with the 305 H.O L69 were built in 1986; it was discontinued because of fuel vapor lock (boiling) problems. Some sources indicate the 305 TPI engine output was decreased from 210 hp to 190 hp, while others maintain it stayed at 210 hp. Paint RPO's were changed to reflect the new base-coat/clear-coat paint process. American Sunroof (ASC), licensed by Chevrolet to build the 1987 Camaro convertible, also built three 1986 Trans Am convertibles as a 'design exercise'.

In spite of rumors, there were no 350 TPI L98 cars made in 1986 according to Pontiac.

1987[edit]

The Firebird body remained basically unchanged. All center, high-mounted stop lamps were relocated to a new position between the spoiler and the rear deck lid, and the large Firebird hood emblem disappeared forever. All V8s now received factory roller camshafts, and faced with consumer demands for more power, GM officially released the new 5.7L with tuned port fuel injection. Available only with an automatic transmission, it produced 215 hp and takes the top performance seat from the 5.0L TPI which was rated at 205HP. The 5.0L TPI, however, was available with a 5-speed manual transmission and, in fact, was quicker than the 5.7L TPI coupled with the automatic transmission. L69 production was stopped, leaving the LG4 as the only remaining carbureted V8 used in the F-body. Trans Am GTA (Gran Turismo Americano) was introduced, available with the LB9 305 TPI engine (which was returned to 205 hp) or the L98 350 TPI. Gold 16-inch, flat-mesh, diamond-spoke wheels were standard on GTA, with 16-inch, 20-slot wheels standard on Trans Am.

Firebird Formula was re-introduced, available with a choice of V8s (LG4, LB9 305 TPI, or L98 350 TPI), 16-inch convex wheels, and the earlier Trans Am 'Turbo Bulge' hood. The wrap-around wing was updated and now standard on Trans Am and Formula; the regular, flat-surfaced spoiler from earlier Trans Am models was now made standard on Firebird. Trans Am and Formula were also offered with an optional 140 mph speedometer.

WS6 was standard equipment on the Formula and GTA from 1987 to 1992, and optional on the Trans Am. WS6 from 1987 thru 1992 included 36 mm front sway bars, 24 mm rear sway bars, quick ratio steering box, gas filled struts and 16' Wheels with 245/50R16 Tires. Later WS6 cars used ZR rated tires.

The Trans Am GTA was Pontiac's pride and joy with a standard 5.7L 350 Tuned Port Injection (TPI). Many people like to say, incorrectly, that the engine itself was pulled directly out of the C4 Corvette, which itself began using the engine in 1985, but the heads on the Corvette were aluminum whereas the Firebird heads were cast Iron, although it did give the GTA performance numbers comparable to GM's flagship performance platform from whence it came. The GTA came with a standard TH-700R4 (4L60) automatic transmission, A/C, new seats with inflatable lumbar and side bolsters, special door panels, epoxy-filled emblems, body-colored ground effects, a special GTA horn button, and the WS6 performance handling package. All of these options were packaged into the Trans Am under the RPO code Y84, and the model was produced until the end of Third Generation F-body production in 1992.

Dealerships could finally order a Firebird Convertible from a recognized coach builder that was already converting other GM products (though more than a dozen other companies had been converting F-bodies into convertibles since 1982 for Pontiac & Chevrolet dealers). ASC (American Sunroof Company, Later 'American Specialty Cars') (of ASC McLaren fame) offered Pontiac Dealerships a Firebird/Formula/Trans Am/GTA convertible. ASC was contracted to convert all of the official Camaro Convertibles from 1987 to 1992. However, due to fuel economy restrictions mandated by the EPA, a convertible Firebird would have been assessed a $1200 Gas Guzzler Tax because the LB9 & L98 when paired with a Trans Am or GTA would have been lower than 22.5 average MPG. For this reason Pontiac did not directly offer a convertible through dealers like the Camaro. However these were not an official Pontiac offering, they are considered coach convertibles. The conversion of the Firebird was identical to the 'Factory' Camaros of the same model year. The exception was the obvious cosmetic changes, the rear quarter caps, spoiler (Which was a Base spoiler Wing cut off) and the high mount 3rd brake light were Firebird convertible specific.

To order a Firebird Convertible the dealership would order a T-top Firebird and have it Drop shipped to ASC, One Sunroof Center, Southgate, MI 48195 for the conversion alongside 'Factory' Camaros. Once complete, ASC would ship the now Firebird convertible to the participating dealership for delivery. This remained the procedure for dealerships through the 1989 model year. According to ASC they did not convert any Firebirds for the 1990 model year. As popularity increased and car became lighter & more aerodynamic for the 1991 model year the process was simplified as Pontiac offered a convertible through normal dealer ordering channels via RPO's. A Total of 173 Firebird Convertibles were reported by ASC for 1987.

1988[edit]

The Firebird remained basically unchanged. The 170 hp LG4 carbureted 5.0L V8 was dropped in favor of the new 170 hp L03 5.0L V8 with throttle body injection. All V8 engines received serpentine belt systems and the A/C compressors were moved to the passenger's side of the engine, de-cluttering the engine compartment. The Firebird Formula received new high tech 16x8-inch aluminum wheels with distinctive silver 'WS6' center caps. The GTA wheels were slightly restyled, and the convex 16-inch wheels were dropped as all Trans Ams received the 16x8' diamond-spoke aluminum wheels, available in different colors (white, red, charcoal, and black) in addition to the GTA's gold. The GTA received a new steering wheel with integral radio controls. The Trans Am was made available with body-colored ground effects like those on the GTA.

The optional convertible model also carried over, and now optional on the GTA was a new 'notchback' hatch: rather than the large, glass hatchback that had been common to the Third Generation Firebird, the optional notchback consisted of a fiberglass trunk lid with a small, flat, vertical glass window. The notchback also incorporated redesigned rear seatbacks with integral headrests. The notchback became popular with onlookers, who often assumed the notchback-equipped GTA was a Ferrari, thereby encouraging some owners of the type to dub their GTA the 'Ferrari Back.' Many Trans Am owners were unaware that the $800 notchback option was even available, and for those who were, the vehicle typically had to be ordered from the factory, on a six-month waiting list, as the notchback was retrofitted to the vehicle. In rare instances, a dealership would get a notchback-equipped GTA on their lot. Another reason for the relative obscurity of the notchback is that the sales information was not very well disseminated to Pontiac salespeople, so many of them had no idea it was available as an option. As attractive as the notchback was, GTA owners were constantly plagued with structural and cosmetic issues with the design. The fiberglass would blister, causing surface bubbles resembling a bad case of acne. The Pontiac repair solutions were simply to sand the notchback down and repaint it, but the problem would always return, and GTA owners could expect multiple trips in order to achieve a final repair of the problem, or to have a new notchback installed. The notchback was intended to carry over and be standard-issue on the 1989 20th Anniversary GTA, but the plan never materialized; the aforementioned quality control issues apparently caused GM not to carry it over to the next year.

ASC continued to offer a Convertible for dealerships in 1988. A total of 104 Firebird Convertibles are reported from ASC for Pontiac Dealerships.

Trans Am GTA production figuresUS:9765 Canadian:1261

1989[edit]

1989 was the biggest year for Pontiac with respect to press coverage, promotions, and performance. It was not well known at the time, but in 1989, Pontiac produced the quickest^[12] and fastest^[13] American production car. The 'Excitement Division' was also asked to provide a car to pace the 73rd running of the Indianapolis 500; sadly, it would be the final time a Pontiac would ever receive that honor. The Trans Am model was now 20 years old, and it was time for another anniversary edition, with this special 20th Anniversary Trans Am to be based on the existing Trans Am GTA. Through a unique partnership between Pontiac and an engineering firm called Prototype Automotive Services (PAS), the Trans Am GTA was equipped with a more powerful version of the turbocharged Buick 3.8L V6, originally developed for the Buick Regal Grand National, and the Turbo Trans Am (TTA) became the vehicle Pontiac supplied to pace the Indianapolis 500. Ultimately, 1,555 TTA replicas, rated at 250 hp, were produced for sale, five of those being test cars. But after Car and Driver magazine tested the car, logging a 0–60 mph run in 4.6 seconds, and a standing quarter-mile in 13.4 seconds at 101 mph, they called the 250 hp rating 'exceedingly modest,' estimating the actual output to be 'closer to 300 hp.' They also subsequently reported that it was the 'quickest 0–60 sprinter available in any US production-car showroom – at any price.'^[12] The Car and Driver evaluation produced the best acceleration performance of any mainstream publication to test a regular TTA press car from the Pontiac fleet, partly because Car and Driver realized that the turbo boost must be 'preloaded' to get maximum performance figures. But short-distance sprinting was not all this car could do well. Early in 1989, Motor Trend ran their top speed test article 'Flat-out Fastest American Cars II-the Sequel.' During this test, the TTA did 162 mph, and was the fastest production car evaluated in the test. However, Motor Trend declared the winner to be a 1989 Corvette ZR-1, which went much faster, but was not a production car (it was a prototype that Chevrolet intended to release for production in 1989, but did not come out until 1990).^[14] So by a slight technicality, the TTA could be called the flat-out quickest (0–60 4.6 sec.) and fastest (162 mph) American production car in 1989. The only constraint on the top speed of 162 mph was that the TTA was being limited by the engine redline and automatic transmission (with which all TTA's were equipped). When PAS installed a ZF 6-speed manual transmission into one of the cars, they were able to reach 181 mph.^[15] Perhaps more importantly than the performance tests provided by the industry magazines was the fact that these cars were capable of much faster acceleration times – with minimal modifications. In fact, with $300 in new parts installed, 12.5-second quarter-mile runs were achievable – without manually shifting gears or the need to trailer the vehicle to the track! Because of this, the TTA has gained a cult following among amateur racing enthusiasts.

Pontiac sub-contracted the job of engineering the TTA engine modifications to PAS. The narrow engine bay of the Trans Am required the use of different cylinder heads, which happened to have better flow characteristics than the old Buick heads. Special stainless steel headers were made specifically for the project as well. The heads, headers, along with more refined tuning of the boost and fuel curves, all added up to a more powerful package than the older Buicks. PAS was also in charge of testing and assembling the engines. Most TTA's came with T-tops and leather interior, but there were also hardtops and cloth-interior cars. And every TTA had an automatic transmission – the TH200-4R, equipped with overdrive and a torque converter clutch. The three actual pace cars were randomly selected from the production run, and sent to Indianapolis to pace the race. Thus, the pace car replicas were closer to the actual pace cars than any replica previously offered; the only difference between the replicas and the three actual pace cars was the addition of strobe lights and safety equipment to the latter. In addition, the TTA was relatively economical to drive; it returned 24 mpg on the highway, while the only cars (besides the LotusEsprit Turbo SE) that could approach its performance at the time (Ferraris, Lamborghinis, etc.) were far more costly, and providing only around 10 to 12 mpg. As has been proven to be the case in subsequent years, relying on a small engine for cruising, and a turbocharger for power, provides an exciting driving experience while returning impressive fuel mileage.

The rarest 20th Anniversary Turbo Trans Ams are the hardtops and convertibles. Only 40 hardtops were made. Only three convertible TTA's were built by ASC,^[16][17] one of which was bought by the president of PAS, with the other two falling into private hands. Only two are generally known to exist, however, as the ASC order log shows records for only two TTA convertibles.^[18] The five test TTA's, because they were for pre-production use, were pulled off of the assembly line without regard to color, and therefore were not necessarily white. At least two of these test cars were sold to private individuals, so there are at least two extremely rare, non-white, factory TTA's in existence; in fact, one is known to be red.

As for the rest of the Firebird line, GM made a new dual catalytic converter exhaust system (RPO code N10) available, freeing up 13% more power from some LB9- and L98-equipped Formulas and Trans Ams; so equipped, LB9 engine output was increased to 225 hp while the L98 increased to 235 hp. The N10 option remained available throughout the balance of the Third Generation production run, however the L98 powerplant was only available with an automatic transmission, whereas the LB9/N10 combination could only be coupled to a 5-speed manual (RPO code MM5) and a limited-slip differential (RPO code G80) using a 3.45 performance axle ratio (RPO code GM3). According to a March 1990 (Vol. 35, No. 9) Car and Driver article, when the latter set of options were combined into the relatively unassuming (and 300-pounds-lighter) Formula body, which shared the same WS6 suspension with the top-end Trans Am GTA, it created a 'sleeper' Firebird that could out-perform the heavier Trans Am GTA (even when equipped with the L98 engine) – at a roughly 30% lower sticker price. Car and Driver also reported that (aside from the TTA, offered only in 1989) these 'sleeper' Formulas were the fastest Third-Generation Firebirds – capable of accelerating from 0–60 mph in under 7 seconds and boasting a top speed of more than 135 mph (217 km/h) (quite impressive for the day). Although not an exhaustive comparison, these claims would seem to be supported by a simple examination of the weight-to-power ratios of both models: a 225 hp Formula at a curb weight of 3,300 lb (1,497 kg) versus a 235 hp Trans Am GTA at a curb weight of 3,600 lb (1,633 kg); the weight-to-power ratio for the Formula is 14.67 lb/hp compared to 15.32 lb/hp for the Trans Am GTA. According to the same Car and Driver article, very few of these 'sleeper' Formulas hit the streets; only about 50 were built each model year, as almost all LB9-equipped Formulas came with an automatic transmission – which disqualified them from receiving the high-performance N10 and GM3 options.

Firebirds optioned with T-tops received new acrylic plastic tops made by Leximar for GM. The new tops were lighter in weight and tinted darker, but were more dome shaped and aged rapidly. GM replaced many sets with tops made of glass under warranty, but the acrylic tops continued as standard-issue through 1992. All Firebirds optioned with rear disc brakes now received PBR brake calipers and larger brake rotors, which resolved issues encountered with previous-model rear discs and increased stopping power. Introduction of GM's Vehicle Anti Theft System (VATS) or PASS-Key made all Firebirds more theft-resistant. The system was adapted from GM's higher-end Corvette and Cadillac vehicles in response to an escalating trend among car thieves to target the Camaro and Firebird. VATS incorporated a small resistor into the ignition key shaft which was read by a sensor when the key was inserted. VATS-equipped cars also displayed anti-theft system warning decals in the lower rear corners of the side windows. A new CD player was offered, shoulder belts were added in the back seat, and the convertible model carried over.

TTA production figures:

• 1,323 T-Top & Leather Interior
• 187 T-Top & Cloth Interior
• 24 Hardtop & Leather Interior
• 15 Hardtop & Cloth Interior (Base)
• 3 Test Cars / T-Top & Cloth Interior
• 1 ASC Convertible Leather int
• 1 Test Car / ASC Convertible Cloth int
• 1 Test Car / Hardtop & Leather Interior

ASC continued to make Convertibles for Pontiac dealerships. A total of 330 Convertibles were reported by ASC. A portion of those were 350 powered Convertibles. NOTE: 1989 was the First year a US Dealership could order T-top and a 350 Engine in a firebird. Since all Convertibles started as a CC1 (T-Top) car and converted by ASC 1989 would also be the only year to get a 350 powered third generation Firebird convertible.

1989 Firebird Convertible production figures From 1989 ASC order logs

• 2 – TURBO TRANS AM (V6 Turbo)
• 144 – GTA or Trans Am -w/L98 (350 TPI)
• 43 – FORMULA 350 – w/L98 (350 TPI)
• 9 – GTA or Trans Am LB9 'F' (305 TPI)
• 17 – FORMULA – W/LB9 (305 TPI)
• 4 – Trans Am LO3 'E' (305 TBI)
• 57 – Firebird or Formula – W/LO3 (305 TBI)
• 37 – Firebird – W/LB8 (2.8L V6)
• 10 – Exported, and trim was not able to be determined
• 4 – Trim was not able to be determined
• 5 - Not Listed in Dealer Order Logs

– - –ASC Reported a total of 330 Firebird Convertibles in 1989,

Information comes from 1989 ASC Order log, the Order log show only 324 of the reported 330 convertibles, as of June 2018, three of those missing 6 vehicles have been identified and added to the above data. As a side note there are a known 5 L98 Powered Camaros made in 1987, making the total number of L98 Powered Firebird and Camaro Convertibles produced some of the rarest and sought after third Gens made with a total of under 200 produced for both lines all years combined.

1990[edit]

A driver’s side air bag was made standard. The Firebird interior again received a re-design, this time the changes were much less drastic: the lower dash and under-dash panels were altered, and accessory switches were moved to a new panel above the heater and radio controls. The deluxe contoured interior door panels that were standard in GTAs and available in Trans Ams were no longer available. All models would have to make do with the rather crude, flat, carpeted door panels, although if leather seats were ordered, genuine perforated leather was added above the armrest on the basic door panels. In GTAs the cheap door panels looked very out of place next to the exotic looking articulating seats. The console got a new shift indicator. This time, there was actually a needle to indicate what gear you had selected. Previously, you just had to line up the shifter handle with the markings. Steering wheel mounted radio controls disappeared from the GTA (due to the addition of the airbag), and the L98 engine was no longer offered in the T-top cars due to fuel economy regulations. The LB9 and L98 platforms were updated with new speed density fuel injection, and the elimination of the MAF sensor reduced production costs and supposedly improved performance. All L98-equipped cars now received the N10 dual catalytic converters as standard, which technically was a mid year change for 1989.

Like the Camaro, the 1990 Firebird only received a half-year production run, as Pontiac labored to release the re-styled 1991 model. Production ceased on December 31, 1989.

ASC reported making no Firebird Convertibles for 1990.

1991[edit]

All Firebirds received re-styled noses loosely fashioned after the 'Banshee IV' show car while Pontiac was developing the all-new Fourth Generation platform. The Trans Am's ground effects were re-styled as well, and were made available on the base model Firebird, but NA on the Formula. The Trans Am and Firebird Formula received a new fiberglass-constructed, flat, wrap-around wing, The Trans Am and GTA received updated two-piece tail lights with 'PONTIAC' scripted in orange across the panels, and the center, high-mounted stop lamps were moved to inside the top edge of the rear hatch.

The FORMULA was the only third Gen F-body to get to T-tops with a 350 Engine starting in MID year 1991 & 1992, to get a FORMULA 350 T-top car the black cross laced wheels (as installed on the Trans AM) were mandatory.

Due to its lighter weight and improved aerodynamics the Firebird Convertible was finally available through GM's normal ordering procedures. ASC still converted T-top cars into convertibles but the ordering process was simplified and dealers would no longer need to have the cars drop shipped to ASC in Michigan. The Convertibles were offered with one of three engine options: LHO 3.1L V6, the L03 5.0L V8 for the base Firebird, or the LB9 5.0L V8 Trans Am only.

An improvement on the T-top cars was introduced mid year on all F-bodies. T-top cars now came with new seals which greatly reduced leaks into the passenger compartment.

Beginning in 1991, SLP (Street Legal Performance) modified a factory-built Formula into what they called the 'Firehawk'. Once a Formula had been ordered or purchased, this limited-availability option (RPO code B4U) could be specified, and the vehicle was sent to SLP to be modified. No two cars SLP produced were alike; they all were special orders. SLP had anticipated making 250 of these special Firebird Formulas, but in fact, only 27 were ordered; and of those, only 25 were ever built (numbered 1–25 for hardtops – with numbers 18 and 23 never being built – and the only Firehawk Convertible was numbered 27 which was the only non-formula). Of those 25 Firehawks, 21 were 'Mandatory' Red, 1 Aqua, 1 White, 1 Blue, and 1 Green; 11 had the Competition Package, 3 came with Aluminum Engine Blocks, 1 had T-Tops, and 1 was a Convertible.

FIREHAWK SPECIFICATIONS

Standard Features: $39,995

• SLP modified 350 engine rated at 350 hp @ 5500 rpm and 390 lb⋅ft (530 N⋅m) @ 4400 rpm
• 17'X9.5' Ronal alloy wheels with Firestone Firehawk SZ P275/40/ZR17 tires
• ZF 6-speed manual transmission with carbon fiber clutch
• Stainless Steel catalytic converter and exhaust system
• A Dana 44 rear axle with 3.54:1 Posi-gears
• Special Firehawk badging, decals and numbered plaque

Competition Package: $9,995

• Cross-drilled 13 in Brembo Ferrari F-40 brakes
• Full roll cage minus the back seat
• Aluminum hood
• Recaro racing seats with full harnesses by Simpson and rear seat delete.

Engine:

• 4-bolt main engine block
• Forged steel crankshaft
• 1053 alloy, forged steel 'Pink' connecting rods
• Light-weight, high-silicon, cast aluminum pistons
• Steel billet hydraulic roller camshaft
• High-output aluminum cylinder heads with stainless steel valves
• Port injection intake manifold designed by Ray Falconer

Performance:(according to SLP brochure)

• Weight-to-power ratio: 9.7 lb per hp
• Acceleration (0 to 60 mph): 4.6 seconds
• Quarter mile: 13.2 seconds @ 107 mph (172 km/h)
• Top speed: 160 mph (260 km/h)
• Skid pad: 0.88g on full tread

Motor Trend test results:^[19]

• Acceleration (0 to 60 mph): 4.9 seconds
• Quarter mile: 13.4 seconds @ 105 mph (169 km/h)
• Braking 60–0: 135 ft (41 m).
• Skid pad: 0.94g
• Slalom: 68.3 mph (109.9 km/h)

1992[edit]

This marked the final production year for the Third Generation platform. Release of the Fourth Generation model was imminent, and Pontiac made few changes to the 1992 Firebird. The special edition Formula Firehawk that appeared in 1991 was still available, although a lot of dealers were unaware of its existence. The lack of awareness and a sky high price tag conspired to keep the sales figures down on the special Firehawk. As for the rest of the line, new exterior colors were available, including a bright 'Jamaica Yellow'. One interior color was changed, from the camel colored beechwood to a greyish beige. Convertibles were still available. One improvement made on all 1992 F-bodies was the addition of some extra bonding agents to stiffen the structure of the cars. The extra bonding was an attempt to correct squeaks and rattles that some owners had complained about. This also allowed GM to experiment with some of the new technologies which were to be implemented on the fourth generation cars. Mid-year, TPI-equipped cars only received blank throttle body plates rather than ones that had been marked 'TUNED PORT INJECTION' on similar engines in prior model years; and black-painted valve covers replaced the silver components from previous years. As use of the L98 in the Corvette had come to an end, rough-cast runners found their way into L98-equipped Firebirds, and some cars received special rubber snubbers on the rear hatch frame that were designed to make the hatch more stable. This would be the last year for the light weight deep dish cross-laced wheels that had been available since 1987, and had been styled to look like expensive aftermarket rims. It would be the last year for the GTA, the last year for concealed windshield wipers, and the last year for the aerodynamic body with the long hood and low roofline. It was also the last year for full leather covering on the front seats. Some GTA's ended up with drum brakes on the rear, presumably because of a shortage of disc brake parts. Buyers were compensated for the downgrade. Ultimately, very few Trans Ams, GTA's, and Formulas were produced in this model year, as most buyers were waiting for the next-generation models.

GTA production figures:

• USA: 226
• Canada:48

Engines[edit]

References[edit]

1. ^'JERRY PALMER – GM/CHEVROLET – 2000 CORVETTE HALL OF FAME'. Corvette Museum.
2. ^Gary Witzenburg (October 31, 2011). 'Chevrolet Camaro: From challenger to champion'. Automotive News.
3. ^'1982 Camaro'. camaro3rdgen. Archived from the original on April 15, 2011. Retrieved October 10, 2010.
4. ^Gunnel, John Illustrated Firebird Buyer's Guide Second Edition (Motorbooks International, 1992) p.149
5. ^Gunnel, John Illustrated Firebird Buyer's Guide Second Edition (Motorbooks International, 1992) p.152
6. ^Gunnel, John Illustrated Firebird Buyer's Guide Second Edition(Motorbooks International, 1992) p. 150
7. ^Gunnel, John Standard Catalog of Firebird 1967–2002 (Krause Publications, 2002) p. 97
8. ^fueleconomy.gov 'Find a Car; 1982, 1983, 1984, 1985 Firebird 2.5L 5-speed fuel economy Official EPA Window Sticker MPG' Web. July 4, 2010
9. ^Gunnel, John Standard Catalog of Firebird 1967–2002 (Krause Publications, 2002) pp. 99–101
10. ^'Knight Rider 2000 - Jay Ohrberg's Hollywood Cars'. Retrieved August 27, 2016.
11. ^Heasley, Jerry 'Vroom with a View; 1989 Turbo Trans Am Pace Car..convertible?' Muscle Car Review February 1990: p.64. Print
12. ^ ^abCsere, Csaba '20th Anniversary Pontiac Trans Am; Gentlemen, light your tires' Car and Driver June 1989 Print
13. ^Motor Trend, June 1989-Volume 41 Number 6 pp. 42–47, 50, 54
14. ^'Flat-out Fastest American Cars II-the Sequel.' Motor Trend June 1989-Volume 41 Number 6: pp. 42–47, 50, 54. Print
15. ^'Pontiac Playthings' High Performance Pontiac December 1989: pp.19–22. Print
16. ^Heasley, Jerry 'Vroom With a View; 1989 Turbo Trans Am Pace Car..convertible?' Muscle Car Review February 1990: p.65
17. ^Pontiac Historic Services, Letter signed by Jim Mattison, September 21, 2007
18. ^American Specialty Cars Inc. Firebird order log, August 21, 1989
19. ^Ross, Daniel Charlton 'Pontiac Formula Firehawk; The Genie in the Bottle Delivers' Motor Trend December 1991: pp. 50–52. Print

External links[edit]

• Phoenix of the Fire Chicken 1987 Pontiac Firebird restoration project

The Pontiac Firebird is an American automobile built by Pontiac from the 1967 to the 2002 model years. Designed as a pony car to compete with the Ford Mustang, it was introduced February 23, 1967, the same model year as GM'sChevrolet division platform-sharingCamaro.^[1] This also coincided with the release of the 1967 Mercury Cougar, Ford's upscale, platform-sharing version of the Mustang.^[2][3]

The name 'Firebird' was also previously used by GM for the General Motors Firebird 1950s and early 1960s concept cars.

• 1First generation (1967–1969)
• 2Second generation (1970–1981)
• 3Third generation (1982–1992)
• 4Fourth generation (1993–2002)
• 5Firebird Trans Am
  • 5.1Engines
• 6Post–Pontiac Trans Am

First generation (1967–1969)[edit]

2002 Trans Am Ws6 Emblem

The first generation Firebird had characteristic Coke bottle styling shared with its cousin, the Chevrolet Camaro. Announcing a Pontiac styling trend, the Firebird's bumpers were integrated into the design of the front end, giving it a more streamlined look than the Camaro. The Firebird's rear 'slit' taillights were inspired by the 1966–1967 Pontiac GTO. Both a two-door hardtop and a convertible were offered through the 1969 model year. Originally, the car was a 'consolation prize' for Pontiac, which had desired to produce a two-seat sports car based on its original Banshee concept car. However, GM feared this would cut into Chevrolet Corvette sales, and gave Pontiac a piece of the 'pony car' market through sharing the F-body platform with Chevrolet.

The 1967 base model Firebird came equipped with the Pontiac 230 cu in (3.8 L) SOHC inline-six. Based on the standard Chevrolet 230 cu in (3.8 L) inline-six, it was fitted with a single-barrel carburetor and rated at 165 hp (123 kW).^[1] The 'Sprint' model six came with a four-barrel carburetor, developing 215 hp (160 kW).^[5] Most buyers opted for one of three V8s: the 326 cu in (5.3 L) with a two-barrel carburetor producing 250 hp (186 kW); the four-barrel 'HO' (high output) 326, producing 285 hp (213 kW); or the 325 hp (242 kW) 400 cu in (6.6 L) from the GTO. All 1967–1968 400 CI engines had throttle restrictors that blocked the carburetors' second barrels from fully opening.^[1] A 'Ram Air' option was also available, providing functional hood scoops, higher flow heads with stronger valve springs, and a hotter camshaft. Power for the Ram Air package was the same as the conventional 400 HO, but peaked at 5,200 rpm.

The 230 cu in (3.8 L) engines were subsequently replaced in 1968 by the Chevrolet 250 cu in (4.1 L) stroked 230 cu in (3.8 L) engines, the first developing an increased 175 hp (130 kW) using a single-barrel carburetor, and the other the same 215hp with a four-barrel carburetor. Also for the 1968 model, the 326 cu in (5.3 L) engine was replaced by the Pontiac 350 cu in (5.7 L) V8, which actually displaced 355 cu in (5.8 L), and produced 265 hp (198 kW) with a two-barrel carburetor. An HO version of the 350 cu in (5.7 L) with a revised cam was also offered starting in that year, which developed 320 hp (239 kW). Power output of the other engines was increased marginally.^[1]

There was an additional Ram Air IV option for the 400 cu in (6.6 L) V8 engines during 1969, complementing the Ram Air III; these generated 345 hp (350 PS; 257 kW) at 5000 rpm and 430 lb⋅ft (583 N⋅m) of torque at 3400 rpm;^[6] and 335 hp (340 PS; 250 kW) respectively. The 350 cu in (5.7 L) HO engine was revised again with a different cam and cylinder heads resulting in 325 hp (242 kW). During 1969 a special 303 cu in (5.0 L) engine was designed for SCCA road racing applications that was not available in production cars.^[7]

The styling difference from the 1967 to the 1968 model was the addition of federally-mandated side marker lights: for the front of the car, the turn signals were made larger and extended to wrap around the front edges of the car, and on the rear, the Pontiac (V-shaped) Arrowhead logo was added to each side. The front door vent-windows were replaced with a single pane of glass and Astro Ventilation, a fresh-air-inlet system. The 1969 model received a major facelift with a new front end design but unlike the GTO, it did not have the Endura bumper. The instrument panel and steering wheel were revised. The ignition switch was moved from the dashboard to the steering column with the introduction of GM's new locking ignition switch/steering wheel.^[1]

In March 1969, a $1083^[8] optional handling package called the 'Trans Am performance and appearance package', UPC 'WS4', named after the Trans Am Series, was introduced. A total of 689 hardtops and eight convertibles were made.^[1]

Due to engineering problems that delayed the introduction of the all-new 1970 Firebird beyond the usual fall debut, Pontiac continued production of 1969 model Firebirds into the early months of the 1970 model year (the other 1970 Pontiac models had been introduced on September 18, 1969). By late spring of 1969, Pontiac had deleted all model-year references on Firebird literature and promotional materials, anticipating the extended production run of the then-current 1969 models.

Engines[edit]

• 1967 Pontiac Firebird 400 convertible

• 1968 Pontiac Firebird convertible 400 Ram Air with the optional 'hood tach'

• 1969 Pontiac Firebird Trans Am

Second generation (1970–1981)[edit]

The second generation debut for the 1970 model year was delayed until February 26, 1970, because of tooling and engineering problems; thus, its popular designation as a 1970½ model, while leftover 1969s were listed in early Pontiac literature without a model-year identification.^[11] This generation of Firebirds were available in coupe form only; after the 1969 model year, convertibles were not available until 1991.

Models

• Firebird Base
• Firebird Esprit
• Firebird Formula
• Firebird Trans-Am

Special versions and appearance packages

• Formula Appearance Package 'W50' (1976–1981)^[1]
• Black-and-Gold Trans Am Pontiac 50th Anniversary Limited Edition (1976)^[1]
• Black-and-Gold Trans Am Special Edition (1977–1978, 1980–1981)^[1]
• Sky Bird Esprit Appearance Package 'W60' (1977–1978)^[1]
• Gold Trans Am Special Edition 'Y88' (1978)^[1]
• Red Bird Esprit Appearance Package 'W68' (1978–1979)^[1]
• Black Trans Am Special Edition 'Y84' (1979)^[1]
• Trans Am 10th Anniversary Edition (1979)^[1]
• Yellow Bird Esprit Appearance Package 'W73' (1980)^[1]
• Trans Am Turbo Indy Pace Car Edition (1980)^[1]
• Trans Am Turbo NASCAR Pace Car Edition (1981)^[12]
• Macho Trans-Am (a package offered by the Mecham Pontiac dealership in Glendale, AZ).^[13]

Replacing the 'Coke bottle' styling was a more 'swoopy' body style, while still retaining some traditional elements. The top of the rear window line going almost straight down to the lip of the trunk lid, a look that was to epitomize F-body styling for the longest period during the Firebird's lifetime. The new design was initially characterized with a large C-pillar, until 1975 when the rear window was enlarged.

1970[edit]

There were two Ram Air400 cu in (6.6 L) engines for 1970: the 335 hp (250 kW) L74 Ram Air III (366 hp (273 kW) in GTO) and the 345 hp (257 kW) LS1 Ram Air IV (370 hp (280 kW) in GTO) that were carried over from 1969. The difference between the GTO and Firebird engines was that the secondary carburetor's throttle linkage had a restrictor which prevented the rear barrels from opening completely,^[1] adjusting the linkage could allow full carburetor operation resulting in identical engine performance.

For the 1970 and 1971 model years, all Firebirds equipped with radios had the antennas mounted 'in-glass' in the windshield.^[1]

1971[edit]

The Pontiac 455 cu in (7.5 L) engine first became available in the second generation Firebird in 1971. The 455 engine was available in the L75 325 hp (242 kW) version and the LS5 335 hp HO version, which was the standard, and only engine option, for the Trans Am. The HO engine also included Ram Air IV.^[1]

1972[edit]

During a 1972 strike, the Firebird (and the similar F-bodyCamaro) were nearly dropped.^[14]

Again the 455HO was the only engine available for the Trans Am.^[1]

Starting in 1972, and continuing until 1977, the Firebird was only produced at the Norwood, Ohio, facility.^[1]

1973[edit]

Actual production cars yielded 1/4 mile results in the high 14 to 15.0 second/98 mph range (sources: Motor Trend Magazine, July '73 and Roger Huntington's book, American Supercar) – results that are consistent with a 3,850 pound car (plus driver) and the engine equipped with a 4-barrel RochesterQuadrajetcarburetor rated at a maximum power of 290 bhp (294 PS; 216 kW) at 4000 rpm and a maximum torque of 395 lb⋅ft (536 N⋅m) at 3600 rpm figure.^[15] An original rating of 310 bhp (314 PS; 231 kW) SAE net had been assigned to the SD-455, though that rating was based on the emissions non-compliant 'pre-production' engines, as mentioned above. That rating appeared in published 1973 model year Pontiac literature, which had been printed prior to the 'pre-production' engines 'barely passing' emissions testing, and the last minute switch to what became the production engine. The 1974 model year production literature listed the specifications of the production engine (290 SAE net horsepower).

In 1973 and 1974, a special version of the 455, called the Super Duty 455 (SD-455), was offered. The SD-455 consisted of a strengthened cylinder block that included four-bolt main bearings and added material in various locations for improved strength. Original plans called for a forged crankshaft, although actual production SD455s received nodular iron crankshafts with minor enhancements. Forged rods and forged aluminum pistons were specified, as were unique high-flow cylinder heads.

The 480737 code cam (identical grind to the RAIV '041' cam) was originally specified for the SD455 engine and was fitted into the 'pre-production' test cars (source: former Pontiac special projects engineer McCully), one of which was tested by both Hot Rod and Car and Driver magazines. However, actual production cars were fitted with the milder 493323 cam and 1.5:1 rocker ratios, due to the ever-tightening emissions standards of the era. This cam and rocker combination, combined with a low compression ratio of 8.4:1 advertised (7.9:1 actual) yielded 290 SAE net horsepower. Production SD455 cars did not have functional hood scoops, while the 'pre-production' test cars did.

A production line stock SD455 produced 253 rear wheel HP on a chassis dyno, as reported by High Performance Pontiac magazine (January, 2007). This is also consistent with the 290 SAE net horsepower factory rating (as measured at the crankshaft). Skip McCully verified that no production SD455s released to the public were fitted with the 480737 cam. When asked about the compromises for the production SD455 engine, McCully responded, 'Compression, camshaft, jetting, and vacuum advance.' He followed by stating that he would have preferred a compression ratio of 10.25:1, a camshaft with 041 valve timing, slightly richer carburetor jetting, and as much vacuum advance as the engine would tolerate. However, that proved to be impossible due to the emissions regulations of the era.

Pontiac offered the 455 through the 1976 model year, but the engine could not meet tightening restrictions on vehicle emissions. A total of 7,100 were produced with the 455 engine.

1974[edit]

Curb weights rose dramatically in the 1974 model year due to the implementation of 5 mph (8.0 km/h) telescoping bumpers and various other crash and safety related structural enhancements; SD455 Trans Ams weighed in at 3,850 lb (1,746 kg) in their first year of production (1974 model year; actually 1973).

The 1974 models featured a redesigned 'shovel-nose' front end and new wide 'slotted' taillights. In 1974, Pontiac offered two base engines for the Firebird: a 100 hp (75 kW) 250 cu in (4.1 L) inline-6 and a 155 hp (116 kW) 350 cu in (5.7 L) V8. Available were 175 to 225 hp (130 to 168 kW) 400 cu in (6.6 L) V8 engines, as well as the 455 cu in (7.5 L) produced 215 or 250 hp (160 or 186 kW), while the SD-455 produced 290 hp (216 kW). The 400, 455, and SD-455 engines were offered in the Trans Am and Formula models during 1974.

A 1974 Firebird was driven by Jim Rockford in the pilot movie and the first season (1974-1975) of The Rockford Files, and every following season, Rockford would change to the next model year. However, in the sixth season (1979-1980), Rockford continued to drive the 1978 Firebird from season 5, as James Garner disliked the 1979 model's restyled front end. The cars in the show were badged as lower-tier Esprit models, but in reality were Formulas with the twin-scoop hood replaced with a scoopless one. Another hint was the twin exhausts and rear anti-roll bars that were not used on Esprit.

1975[edit]

The 1975 models featured a new wraparound rear window with a revised roofline and the turn signals were moved up from the valance panel to the grills which distinguished it from the previous year model. The Super Duty engine, Muncie 4-speed, and TurboHydramatic 400 automatic were no longer available in 1975. Due to the use of catalytic converters starting in 1975, the THM 400 would not fit alongside the catalytic converter underneath the vehicle. The smaller TurboHydramatic 350 automatic was deemed enough. The 400 was standard in the Trans Am and the 455 was optional for both 1975 and 1976 models.

1976[edit]

Pontiac celebrated its 50th anniversary year in 1976.^[16] To commemorate this event, Pontiac unveiled a special Trans Am option at the 1976 Chicago Auto Show.^[17] Painted in black with gold accents, this was the first 'anniversary' Trans Am package and the first production black and gold special edition. A removable T-top developed by Hurst was optional, but proved problematic.^[17] Last year with 455 engine

1977[edit]

A distinctive, slant-nose facelift occurred in 1977. There is a way to tell an early 1977 built car as there was a production change in the hood scoop. Early cars were supplied with an off-center scoop. Furthermore, early W72 cars came with the standard 180 hp air cleaner. Pontiac offered the T/A 400 cu in (6.6 L) with a single 4-barrel RochesterQuadrajetcarburetorRPO W72 rated at 200 bhp (203 PS; 149 kW) at 3600 rpm and a maximum torque of 325 lb⋅ft (441 N⋅m) at 2400 rpm, as opposed to the regular 6.6 Litre 400 (RPO L78) rated at 180 hp (134 kW). The T/A 6.6 equipped engines had chrome valve covers, while the base 400 engines had painted valve covers. In addition, California and high-altitude cars received the Olds 403 engine, which offered a slightly higher compression ratio and a more usable torque band than the Pontiac engines of 1977.

From 1977 to 1981, the Firebird used four square headlamps, while the Camaro continued to retain the two round headlights that had been shared by both second generation designs. The 1977 Trans-Am Special Edition became famous after being featured in Smokey and the Bandit. The 1980 Turbo model was used for Smokey and the Bandit II.

1978[edit]

Changes for 1978 were slight, with a switch from a honeycomb to a crosshatch pattern grille being the most obvious from the outside.^[18] Beginning in 1978, the Pontiac group introduced a new special edition vehicle. The Firebird Formula LT Sport Edition which featured a revised 10% raised compression Chevy 305 V8 powertrain producing 155 hp (same as 1977 Chevy Monza Mirage) combined with a floor center console four-speed manual T-10 BW transmission coupled to a limited-slip differential final drive. The limited touring package (LT) also included a cabin roof, door, fender and hood graphics scheme, the Trans-Am sports handling package with HD gas shocks, modular alloy wheels and the SE Trans-Am rear deck spoiler with 'Formula' word graphic detail. T-tops in 1978 transitioned from Hurst units to Fisher (GM) in mid year. In 1978 Pontiac also made available the Red Bird package on the Firebird Esprit model. Painted in Roman Red with a matching red interior it had a Gold pinstripe treatment with Red Bird graphics on the b-pillars. It also utilized the Trans-Am style steering wheel and dash except these were finished with gold spokes and a gold dash face which was unique to the Red Bird option.

The engineers also revised the compression ratio in the 400ci through the installation of different cylinder heads with smaller combustion chambers (1977 Pontiac 400 engines also had the 350 heads bolted to the 400 blocks, these heads were known as the 6x-4 heads and were taken from the Pontiac 350). This increased power by 10% for a total of 220 during the 1978–79 model years. The 400/403 options remained available until 1979, when the 400 CID engines were only available in the 4-speed transmission Trans Ams and Formulas (the engines had actually been stockpiled from 1978, when PMD had cut production of the engine).

1979[edit]

The front end was restyled for this year. 1979 also marked the 10th anniversary of the Trans Am, and a special limited edition anniversary package was made available: platinum silver paint with charcoal gray upper paint accents and mirrored t-tops, and a special interior featuring silver leather seats with custom-embroidered Firebird emblems and aircraft-inspired red lighting for the gauges. The 10th anniversary cars also featured a special 10th anniversary decals, including a Firebird hood decal that extended off of the hood and onto the front fenders. Pontiac produced 7,500 10th anniversary cars, of which 1,817 were equipped with the high-output Pontiac T/A 6.6 W72 400 engine, the last of the line of the legendary Pontiac 'big-block' V8 motors (and coupled with the four-speed Borg Warner Super T-10 manual transmission). The only option on these cars was the engine (the 400 was not certified for California, nor was cruise control available with it), which dictated the transmission and the gear ratio (3.23 on the 400 cars, 2.73 on the cars with the Oldsmobile-produced 403 engine and the TH350 automatic transmission). Two 10th Anniversary Trans Ams were the actual pace cars for the 1979 Daytona 500, which has been called the race that made NASCAR. Car & Driver magazine named the Trans Am with the WS6 performance package the best handling car of 1979. During period dyno testing, the National Hot Rod Association rated the limited-availability T/A 6.6 high-output Pontiac 400 engine at 260-280 net horsepower, which was significantly higher than Pontiac's conservative rating of 220 hp. In 1979 Pontiac sold 116,535 Trans Ams, the highest sold in a year.

1980[edit]

In 1980, due to ever-increasing emissions restrictions, Pontiac dropped all of its large displacement engines.^[19] 1980 therefore saw the biggest engine changes for the Trans Am. The 301, offered in 1979 as a credit option, was now the standard engine. Options included a turbocharged 301 or the Chevrolet 305 small block.

1981[edit]

In the final year of the second generation Firebirds (1981), Trans Am still used the same engines as it had in the previous model year, with the only change being the addition of a new electronic carburetion system.

The assembly plant code for Norwood, OH is 'N' (from 1972 to 1980 this would be the fifth VIN digit, for 1981 it is the 11th digit), and for Van Nuys, CA it is 'L' (for Los Angeles, of which Van Nuys, Los Angeles is a district). In the later second-generation cars, Norwood used lacquer-based paint (there is an 'L' on the cowl tag), and Van Nuys used water-based paint (there is a 'W' on the cowl tag), due to California's tightening pollution regulations. The water-based paint often failed and delaminated during the warranty period and subsequently; cars had to be repainted.

Engines[edit]

Third generation (1982–1992)[edit]

The availability and cost of gasoline (two fuel crises had occurred by this time) meant the weight and the fuel consumption of the 3rd generation had to be considered in the design. In F-body development, both the third generation Firebird and Camaro were proposed as possible front wheel drive platforms, but the idea was scrapped. The state of the art of computerized engine management was in its infancy, and as long as saving fuel was the primary objective, it was not possible to have high horsepower and torque numbers. They did manage to cut enough weight from the design so that acceleration performance would be better than the 1981 models. They also succeeded in the fuel consumption department, offering a four-cylinder Firebird that would provide 34 miles per gallon.^[20] GM executives decided that engineering effort would best be spent on aerodynamics and chassis development. They created a modern platform, so that when engine technology advanced, they would have a well-balanced package with acceleration, braking, handling, and aerodynamics. For the time being, they would have world class aerodynamics and handling, and excellent fuel economy.

The Firebird and Camaro were completely redesigned for the 1982 model year, with the windshield slope set at 62 degrees, (about three degrees steeper than anything GM had ever tried before), and for the first time, a large, glass-dominated hatchback that required no metal structure to support it. Two concealed pop-up headlights, a first on the F-Body cars, were the primary characteristic that distinguished the third generation Firebird from both its Camaro sibling and its prior form (a styling characteristic carried into the fourth generation's design). In addition to being about 500 pounds (230 kg) lighter than the previous design, the new design was the most aerodynamic product GM had ever released. Wind tunnels were used to form the new F-Body platform's shape, and Pontiac took full advantage of it. The aerodynamic developments extended to the finned aluminum wheels with smooth hubcaps and a functional rear spoiler.

Models[edit]

• Firebird Base
• Firebird S/E (1982-1986)
• Firebird Formula (1987-1992)
• Firebird Trans Am

Styles[edit]

Firebird Base (I4/V6/V8)-Series 2FS (1982–85)
Firebird Base (V6/V8)-Series 2FS (1986-92)
Firebird ASC Convertible (V6/V8)-Series 2FS (1986-89)
Firebird Convertible (V6/V8)-Series 2FS (1991-92)
Firebird Special Edition (S/E) (I4/V6/V8)-Series 2FX (1982–85)
Firebird Special Edition (S/E) (V6/V8)-Series 2FX (1986)
Firebird Formula (V8)-Series 2FS/W66 (1987-92)
Firebird Formula ASC Convertible (V8)-Series 2FS/W66 (1987-89)
Firebird Trans Am-Series 2FW/WS4 (V8) (1982-92)
Firebird Trans Am ASC Convertible (V8)-Series 2FW/WS4 (1986-89)
Firebird Trans Am Convertible (V8) 2FW/WS4 (1991-92)
Firebird Recaro Trans Am (V8)-Series 2FW/Y84 (1982–84)
Firebird Trans Am GTA (V8)-Series 2FW/Y84 (1987-92)
Firebird Trans Am GTA Convertible (V8)-Series 2FW/Y84 (1987-89)
Firebird 25th Anniversary Daytona 500 Limited Edition Trans Am-(V8)-Series 2FW/WS4 (1983)
Firebird 15th Anniversary Trans Am-(V8)-Series 2FW/WS4 (1984)
Firebird 20th Anniversary Turbo Trans Am-(V6 Turbo)-Series 5FW/WS4 (1989)^[21]

1988[edit]

In 1988 the Trans Am GTA, which was built with the standard 350 cu in 5.7 L V8 engine, was offered with the option of removable roof 'T-Tops'. However, any buyer ordering this option could only order the 305 cu in 5.0 L V8 engine, because the roof would not have the support for all the extra torque from the engine, requiring a power trade-off for those who wanted this option. Pontiac also introduced a rare option for the Trans Am GTA in the 1988 model year. This notable option on the 1988 Trans Am GTA was the $800 'Notchback”, which replaced the standard long large, glass-dominated hatchback to make the Firebird design look less like the Camaro design. The Notchback was a special fiberglass rear deck lid, replacing the long-sloped window with a short vertical rear window, resembling the back of a Ferrari 288 GTO. Trans Am GTA owners with the Notchback installed attracted a lot of attention and had nicknamed them the 'Ferrari Back', due to all the attention they got from passersby asking if this was a new Ferrari model.

Approximately 700 of these Notchbacks were built in 1988 and offered for sale by Pontiac, which is why many Firebird owners were unaware of its existence. Also, this Pontiac documentation for this option was a slick sheet in the back of a notebook of available options, that unless a buyer asked to see it, and flipped through every option, they would never have known of this option, as it was not pushed by Pontiac salespeople, many of whom were unaware of it. The head-turning Notchbacks were made by Auto-Fab, Inc. of Auburn Hills, MI. However, original problems with incorrect fitting of the Notchbacks to the GTAs at the Van Nuys plant often resulted in delays of several months for buyers who wanted this option. ^[22] Furthermore, quality control problems plagued the Notchback, many owners complained of rippling and deforming of the fiberglass rear deck, and others complained of large defects resembling acne forming in the Notchbacks. Pontiac had to repair them under warranty, sanding down the imperfections, and repainting them, only to have more flaws resurface months later. Due to poor quality and numerous expensive warranty repairs and repainting, it was subsequently canceled on the 1989 20th Anniversary Turbo Trans Am, although a small handful of them were still produced.

Engines[edit]

Fourth generation (1993–2002)[edit]

The fourth-generation Firebird amplified the aerodynamic styling initiated by the previous generation. While the live rear axle and floorpan aft of the front seats remained largely the same, ninety percent of the Firebird's parts were all-new.^[24] Overall, the styling of the Firebird more strongly reflected the Banshee IV concept car than the 1991 'facelift' did. As with the Camaro, major improvements included standard dual airbags, four-wheel anti-lock brakes, 16-inch wheels, rack-and-pinion power steering, short/long-arm front suspension, and several non-rusting composite body panels. Throughout its fourth generation, trim levels included V6-powered Firebird, and V8-powered Formula and Trans Am. The T5 five-speed manual transmission was standard with the V6s, as was the Borg-Warner T56 six-speed manual for the V8s. A four-speed automatic was optional for both, featuring built-in electronic controls beginning in 1994.

1993-1997[edit]

From 1993 until 1995 (1995 non-California cars), Firebirds received a 160 hp (120 kW) 3.4 L V6, an enhanced version of the third-generation's 3.1 L V6. Beginning mid-year 1995 onward, a Series II 3.8 L V6 with 200 hp (150 kW) became the Firebird's sole engine. From 1993 to 1997, the sole engine for the Formula and Trans Am was the 5.7 L LT1 V8, essentially identical to the LT1 in the C4 Corvette except for more flow-restrictive intake and exhaust systems.Steering wheel audio controls were included with optional uplevel cassette or compact disc stereo systems.

Beginning with 1994 model year cars, 'Delco 2001'-series stereo systems replaced the previous Delco units.^[25]:898 This revised series, also introduced for other Pontiac car lines, featured ergonomically-designed control panels with larger buttons and an optional seven-band graphic equalizer. Also in 1994, the fourth-generation convertible was available; every Firebird (and Camaro) convertible featured a glass rear window with a built-in electric defroster.

The 1995 models were the same as those of previous years, but traction control (ASR: acceleration slip regulation) was available for LT1 Firebirds, controlled by a switch on the console. The steering wheels in all Firebirds was also changed; their optional built-in audio controls were more closely grouped on each side. The 'Trans Am GT' trim level was dropped from the lineup after its model year run in 1994. For 1995, all Trans Ams received 155-mph speedometers and Z-rated tires. 1995 was also the first year of the vented version of the Opti-Spark distributors on LT1 F-cars, addressing a common mechanical fault with the unit. The 'transmission perform' button was available only in the 1994 and 1995 Formula and Trans Am. This option was stopped for the 1996 and later models, but the connections remain for 1996 and 1997 Formula and Trans Am. While 1995 cars still used the OBD-I (on-board diagnostic) computer system (the last year of F-body to use OBD-I), a majority of them had OBD-II connector ports under the dash.

Firebird performance levels improved for 1996, with the establishment of the stronger 200-hp 3.8 L V6 as the new base engine, and the power rating of the LT1 increased to 285 for 1996, due to its new dual catalytic-converter exhaust system. 1996 was also the first model year of the OBD-II computer system. Optional performance enhancements were available for each Firebird trim level; the Y87 performance packages for V6s added mechanical features of the V8 setups, such as four-wheel disc brakes, faster-response steering, limited-slip rear differential, and dual tailpipes.^[25]:904 For Formulas and Trans Ams, functional dual-inlet 'Ram Air' hoods returned as part of the WS6 performance package. The optional package boosted rated horsepower from 285 to 305, and torque from 325 lb·ft to 335. Also included were 17' x 9' wheels with 275/40ZR17 tires, suspension improvements, oval dual tailpipe tips, and a WS6 badge. Bilstein shocks were a further option with the package.

The 1997 model year introduced standard air conditioning, daytime running lamps (utilizing the front turnsignal lamps), digital odometers, and optional 500-watt Monsoon cassette or compact disc stereo systems to all Firebird trim levels.^[25]:907 For V6 Firebirds, a W68 sport appearance package was also introduced as a counterpart to the Camaro RS trim level. The WS6 'Ram Air' performance package was now also an option for the Formula and Trans Am convertibles, although these convertibles did not receive the 17-inch wheel-and-tire combination. There were 41 Formula convertibles and 463 Trans Am convertibles produced from 1996 to 1997 with the WS6 package.

1998–2002[edit]

In 1997, in relation to the Camaro, the Firebird received a mid-cycle refresh for 1998 model year. Major changes included a new hood and front fascia with dual intakes, retracting quad halogen headlights, circular turnsignal and fog lamps, a front license plate pocket, lower fender air vents, unified-style lower door raised lettering for each trim level, and a new 'honeycomb' rear light panel, with circular reverse lamps. In the dashboard, 'next generation' reduced-force dual airbags became standard. As before, the Formula and Trans Am again received a close derivative of the Corvette's 5.7 L V8, the LS1 of the C5 Corvette, as the LT1 (and LT4) V8s were discontinued.^[25]:911 The LS1 Firebirds were also equipped with an aluminum driveshaft, replacing the previous steel version, while all Firebird trim levels gained four-wheel disc brakes with dual-piston front calipers and larger rotors at each wheel, complete with a solenoid-based Bosch anti-lock system. The Formula convertible was no longer offered.

Beginning in 1998 for 1999 models, a standard 16.8-gallon non-metallic fuel tank increased potential traveling range. GM's ASR traction control system was extended to the V6-powered Firebirds, and all LS1 (V8) and Y87 (V6) Firebirds also received a Zexel/Torsen II slip-reduction rear axle. An electronic brakeforce distribution (EBD) system replaced the old hydraulic proportioning valve for improved brake performance. An enhanced sensing and diagnostic module (SDM) recorded vehicle speed, engine rpm, throttle position and brake use in the last five seconds prior to airbag deployment.^[25]:915 In 1999, a Hurst shifter for variants with the 6-speed manual and a power steering cooler became options for LS1 Firebirds.

In 2000, the WS6 performance package was available exclusively for 2001 model year Trans Am coupe and convertible variants.

For 2002, more convenience items such as power mirrors and power antenna became standard equipment, while cassette stereos were phased out.

Special editions[edit]

FirehawkThe special-edition extra-performance Firehawk (available in Formula trim for 1993–1997, and again in both Formula and Trans Am trims for 1999-2002) was produced by SLP Engineering, Inc., and sold through Pontiac dealerships. Featuring 17-inch wheels with namesake Firestone Firehawk 275/40ZR17 tires along with a functional twin-inlet hood above a specific air cleaner box, its rated power increased to 300 hp (224 kW) and 330 lb·ft (445 Nm) of torque. A total of 201 Firehawks were built for 1993. In 1994, the Firehawk package was expanded to include options for a suspension upgrade as well as a larger-diameter exhaust system that could boost power to 315 hp. T-top Formula coupes and convertibles could also be optioned as Firehawks beginning in 1995. For 1996 and 1997, the Firehawk gained rectangular driving lights mounted inside the front scoops and (except Firehawk convertibles) the Trans Am's elevated rear wing. In 1997, an LT4 Firehawk was also available, utilizing the same 330 hp, balanced-and-blueprinted LT4 V8 engine as found in the manual-transmission 1996 Corvette. A total of 29 LT4-powered Firehawks were produced.

Power levels for the 1999 Firehawk, powered by the LS1 V8, rose to 327 hp (330 in 2000, 335 in 2001, and 345 in late 2002 models equipped with the 'Blackwing' intake). A 10th-anniversary Firehawk was available in 2001, distinguished as a black Trans Am coupe with gold-painted hood stripes, gold 17-inch wheels, and gold tailpipe tips.

1994 Trans Am GTIn 1994 only, a 'Trans Am GT' option was available. Trans Am GTs did not receive any special badging, graphics, or emblems, and looked externally identical to the base Trans Am cars. The GT package included 245/50ZR16 tires and a 155-mph speedometer. Non-GT optioned Trans Ams in 1994 received 235/55R16 tires, a 115-mph speedometer, and a much lower top-speed limiter. The 'highrise spoiler', leather, and T-tops were not standard on the Trans Am GT cars in 1994, nor any year of LT1 Trans Am. RPO code T43 'uplevel spoiler' was an option on all Trans Ams, and while the mass majority of 1994 Trans Am GT cars received the T43 spoiler (along with the majority of all 1993-'97 Trans Ams), it was not part of the Trans Am GT package. Both base Trans Ams and Trans am GTs could be ordered as coupe, T-top, or convertible versions and were both available with automatic or manual transmissions. While the GT package was a cost option on the 1994 Trans Am, a majority of 1994 Trans Ams were made with the GT package.

All of the 1994 Trans Am GT options became standard in 1995-2002 as part of the Trans Am package, and the GT name/package was dropped for 1995. Some of the early fourth-generation Trans Am and Formula Firebirds list 'GT' on the vehicle's title or registration. The reason behind this is because the VIN does not specify a 'package' (Formula, Trans Am, Trans Am GT, Firehawk, etc.); it only specifies the engine (5.7L V8 LT1). Because the title is based on the VIN alone, titles and registrations often list all of the packages, but it does not mean the car is equipped with any certain package.

1994 25th-Anniversary Trans AmThe 1994 model year marked the 25th anniversary of the Trans Am, and another anniversary edition was released, painted white with a single dark blue stripe down the center of the vehicle that was reminiscent of the 1970 Trans Am. It also featured white-painted, five-spoke, 16-inch alloy wheels, and white leather seats and door trim. This edition was available in either coupe or convertible form.

1999 30th-Anniversary Trans AmAs with the previous 25th-anniversary edition, the 30th-anniversary edition was either a white WS6 convertible or WS6 T-top coupe, with twin dark blue stripes from hood to tail, and distinct blue anodized five-spoke 17-inch alloy A-mold wheels, with white leather seats and door trim.

2001 was the 75th anniversary of Pontiac. An available 75th Anniversary Package incorporated a power and performance package that included power door locks including retained accessory power, power windows including express down drivers side, dual power sport mirrors, power antenna. Radio, ETR AM/FM stereo w/CD player and 7 band graphic equalizer inc clock seek up/down, remote cd pre-wiring Monsoon 500 watt peak power with 10 speaker premium sound system and steering wheel leather wrapped w/driver touch radio controls. Transmission; 4 speed auto. Power seat- drivers 6 way, Security package (includes theft deterrent system and remote key-less entry), 3800 performance package that included 3.42 gears with 'posi-trac' Zexel Torsen T2 limited slip differential, 4 wheel disc brakes, dual mufflers and an LS1 steering rack= 14.4:1, 235/55/16 tires, ; hatch roof, removable, 16' chromed aluminum wheels, 50 state low emission vehicle. In 2001 the dealer price for this 75th Anniversary package was $4530.00. There were a total of 472 of these packages sold in 2001, #239 on the L36 Firebird, 231 on the Formula W66 Coupe, 5 on Formula Firehawks and 2 on Trans-Ams—making these editions quite rare.^[26] Manufacturer original window stickers included this as a separate package listing the items and one price.

2002 Collector's Edition Trans AmFor the Firebird's final year, a collector's edition Trans Am was released as either a yellow WS6 convertible or WS6 t-top coupe, with twin black stripes from hood to tail, black-painted five-spoke 17-inch alloy wheels, and further black-trimmed body details.

Engines[edit]

Firebird Trans Am[edit]

The Trans Am was a specialty package for the Firebird, typically upgrading handling, suspension, and horsepower, as well as minor appearance modifications such as exclusive hoods, spoilers, fog lights and wheels. Four distinct generations were produced between 1969 and 2002. These cars were built on the F-body platform, which was also shared by the Chevrolet Camaro.

Despite its name, the Trans Am was not initially used in the Trans Am Series, as its smallest engine exceeded the SCCA's five liter displacement limit.

The second generation was available from 1970 to 1981 and was featured in the 1977 movie Smokey and the Bandit, the 1978 movie Hooper, the 1979 movie Rocky II, and the 1980 movie Smokey and the Bandit II. The Firebird Trans Am was also selected as the Official Pace Car for the 1980 Indianapolis 500. The third generation, available from 1982 to 1992, was featured in the 1983 movie Smokey and the Bandit Part 3 and the 1984 movie Alphabet City. KITT, the automotive star, and its evil twin counterpart KARR, of the popular 1980s TV series Knight Rider, was a modified third-generation Trans Am. The fourth-generation Trans Am, available from model years 1993 to 2002, offered between 275 and 325 bhp (205 and 242 kW). The fictional character Dwight Schrute from NBC's show The Office, is another famous driver of the 1987 model.

The Trans Am GTA (Gran Turismo Americano) was an options package available on the Firebird Trans Am which added gold 16-inch diamond-spoke alloy wheels, a mono-chromatic paint scheme and special cloisonné GTA badges. The GTA (along with the Formula model that was intended to fill the gap between the base model Firebird and mid-level Trans Am) was the brainchild of former Pontiac marketing manager Lou Wassel. It was intended to be the 'ultimate' Trans Am and was the most expensive Firebird available. The GTA equipment package officially went on sale in 1987 and avoided a gas-guzzler tax thanks to its lightweight PW 16-inch gold cross-lace wheels. The high-performance WS6 suspension package was also re-tuned to offer a more compliant ride while still maintaining tight handling characteristics. Engine choices consisted of a L98 5.7 liter (350 ci) TPI V8 mated to GM's corporate 700R4 automatic transmission or the 5.0 liter (305 ci) TPI V8. A five-speed manual was available but was mated to the 5.0 liter only. The GTA trim level was available from 1987 through the 1992 model year.

For 1989, the 20th anniversary turbo Trans Am project (originally conceived by Bill Owen of Pontiac) was outsourced to PAS, Inc., an engineering firm led by Jeff Beitzel. Beitzel and his team did most of the TTA development work. The 3.8 liter turbocharged V6 engines were built by PAS at their 40,000 square foot City of Industry, CA plant. From there, they went to GM's plant in Van Nuys, CA to be installed into GTAs on the F-Body assembly line. The cars were then shipped back to PAS for final assembly, testing, and quality control. Incidentally, the GTA chassis were selected at random, thus there is no correlation between the VIN and production sequence number. The initial number of cars to be produced had ranged from 500 to 2,500 until GM finally settled on 1,500. In all, a total of 1,555 Turbo Trans Ams were manufactured. One of these served as the 1989 Indianapolis 500 pace car.

The 2002 model-year WS6 Trans Am produced 325 hp (242 kW) at 5,200 rpm and 350 lb⋅ft (475 N⋅m) of torque at 4,000 rpm out of its 5.7-liter LS1 V8 engine.^[27] A completely-stock WS6 completed the ¼—mile in 13.16 seconds at 106.05 mph on Eagle F1 street tires.^[28]

Engines[edit]

First generation[edit]

Second generation[edit]

Third generation[edit]

From 1982 onward, all engines were Chevrolet sourced, unless stated otherwise.

Post–Pontiac Trans Am[edit]

In 2012, General Motors signed a licensing deal with Trans Am Depot to use the Trans Am name and Pontiac logos in custom versions of new Trans Am.^[32] Under this agreement, Trans Am Depot takes brand-new model Chevrolet Camaros, strips them down to their basic components and rebuilds what looks like new Trans Am.^[33] They make these in the designs of the 6T9 version Trans Am, 6T9 Goat ('GTO'),^[34][35] 7T7 Trans Am and the limited-edition Hurst Trans Am.^[36][37]

On March 26th, 2017, at the New York International Auto Show, the Bandit Edition Trans Am was introduced. Built by Trans Am Depot, only 77 will be produced, each signed by Burt Reynolds.^[38][39] Powertrain is a 455 cu in (7.5 L) direct injection version of the current Generation V LT1 V8 engine equipped with a 2.3 litres (140.4 cu in) Magnusonsupercharger with a boost of 14 psi (0.97 bar), developing 1,000 hp (746 kW) and 1,046 lb⋅ft (1,418 N⋅m) of torque.^[40][39]

Sale of rare Firebirds from the Burt Reynolds Collection[edit]

On April 14, 2018 at the Barrett-Jackson collector car auction in Palm Beach, FL, just 5 months before his death, actor Burt Reynolds was once again on hand to preside over the sale of 3 rare Pontiac Firebird Trans Ams from his personal collection, sold via Bandit Movie Cars of Florida, the custodian of the Burt Reynolds collection. Reynolds was well known to attendees of Barrett-Jackson, appearing numerous times. He was also an avid Firebird collector after filming the movies Hooper and also the Smokey and the Bandit movie series. The first car he presided over was a red 1977 Firebird Trans Am survivor car from the Restore a Muscle Car Collection with a hammer price of $57,200. The second vehicle was a rare 1974 Pontiac Trans AM 455 Super Duty, which was another survivor that reached a hammer price of $100,000 plus 10% buyer commission. The third car Reynolds sold was a 1980 Indianapolis pace car turbo Trans Am, which also got a hammer price of $100,000, plus 10% buyer commission.^[41]

Performance (Firebird / Firebird Trans Am)[edit]

Racing[edit]

Firebirds were used in the Trans-Am series in the 1960s and 1970s. When the Firebird Trans Am was released, there was controversy over the model's inability to compete in the Trans-Am because the smallest available engine was too large for use in the series at 400 cubic inches (6.6 liters). The name also caused controversy because it was used without permission from the SCCA, who threatened suit. GM settled the dispute by paying $5 to the SCCA for each car they sold. When the Trans-Am was last seen, model year 2002 Firebirds were in use. From 1996 to 2006, a WS6 Trans Am coupe provided the body style for the mechanically identical racing cars used in the International Race of Champions (IROC).

During the 1995, 1996, and 1997 NHRA seasons, 14-time funny car champion John Force used a Firebird body to replace the obsolete Oldsmobile Cutlass and Chevrolet Lumina bodies he had used since 1988. He used it for three seasons, winning the championship in all three years. The Firebird was also used by drivers such as Del Worsham, Tim Wilkerson, Frank Pedregon, and Jerry Toliver. The Firebird body also replaced the Oldsmobile Cutlass in the pro stock class in 1995, forcing drivers Warren Johnson, Jerry Eckman, and Mark Pawuk to replace their body styles for the 1996 year. None of them would win with the first year of the Firebird body, but pro stock driver Jim Yates, a second year driver, using the Firebird body, did.

Notes[edit]

1. ^On March 1, 1968, the L67 400CID Ram Air engine was deleted as an option and replaced with the same named L67 400CID Ram Air II engine. The new L67 was rated at 340 hp (250 kW), with revised cylinder heads that included round exhaust ports. The pistons and crankshaft were of forged construction and it included a higher lift cam with a more durable valvetrain.^[1]
2. ^ ^abcdChevrolet 350, VIN code 'L', Buick 350, VIN code 'X', and Oldsmobile 350, VIN code 'R', enigines were all used.^[1]
3. ^In 1971, General Motors changed from posting brake horsepower, which is measured at the engine, to net horsepower, measured at the wheels.^[1]
4. ^ ^abThe lower rating is for a car equipped with an automatic transmissions, the higher rating is for a car equipped with a manual transmission.^[1]
5. ^Early engines were rated at 310hp but due to internal changes, primarily with the camshaft, the rating was dropped to 290hp, these changes were made to meet emissions standards.^[1]
6. ^The 170hp engine was standard on the Esprit and Formula models.^[1]
7. ^Indroduced midyear.^[1]
8. ^In 1978 GM switched to referencing their engince displacement in metric terms.^[1]

References[edit]

1. ^ ^{abcdefghijklmnopqrstuvwxyzaaabacadaeafagahaiajakalamanaoapaqaras}Sessler, Peter C. (1992). Firebird Red Book - Pontiac Firebird from 1967. Osceola, Wisconsin: Motorbooks International Publishers & Wholesalers. ISBN0879385685.
2. ^'1967 Cougar'. Muscle Car Facts. Archived from the original on 10 June 2015. Retrieved 10 June 2015.
3. ^Montievo, Andrew (2 June 2015). 'How the Mercury Cougar shaped today's luxury cars'. Tech Gen Magazine.
4. ^'1967 Pontiac Firebird Sprint Technical Specifications'. Carfolio.com. Retrieved November 29, 2011.
5. ^Kowalke, Ron (26 May 2010). 'The Six-cylinder Firebird Sprint: Slouch or sleeper?'. F+W. Old Cars Weekly.
6. ^'Pontiac Firebird Trans Am, 1970 MY 2887'. Carfolio.com. 2014-05-01. Retrieved August 6, 2018.
7. ^Pontiac Firebird History 1st Generation 1967–1969 by Muscle Car Club, undatedArchived 2008-09-14 at the Wayback Machine, retrieved on August 22, 2008.
8. ^Hemmings motor news Terry Shea July 2013
9. ^Gunnell, John A. (1998). Illustrated Buyer's Guide, Firebird - 3rd. Ed. MBI Publishing Company. ISBN0-7603-0602-8.
10. ^'Hitman's Pontiac Trans Am Site'. 78ta.com. Archived from the original on December 4, 2010. Retrieved October 3, 2010.
11. ^Editors of Publications International (December 21, 2007). '1970s Pontiac Firebird'. auto.howstuffworks.com. Retrieved February 27, 2011.CS1 maint: Extra text: authors list (link)
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16. ^Flory Jr., J. Kelly (2012). American Cars, 1973-1980: Every Model, Year by Year. McFarland. p. 530. ISBN9780786443529. Retrieved 2 December 2017.
17. ^ ^abNewhardt, David. Firebird Trans Am. MotorBooks International. p. 57. ISBN9781610609289. Retrieved 2 December 2017.
18. ^Adolphus, David Traver (August 2011), '1977-'78 Pontiac Firebird Formula', Buyer's Guide from Hemmings Muscle Machines, American City Business Journals
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20. ^fueleconomy.gov 'Find a Car; 1982, 1983, 1984, 1985 Firebird 2.5L 5-speed fuel economy Official EPA Window Sticker MPG' Web. July 4, 2010
21. ^Gunnell, John (2002). standard catalog of Firebird 1967–2002. Iola, WI: krause publications. pp. 97–118. ISBN0-87349-494-6.
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24. ^Road & Track Special Series: Guide to the All-New 1993 Pontiac Firebird. Hachette Magazines, Inc. 1992. pp. 2–3.
25. ^ ^abcdeFlammang, James; Kowalke, Ron (1999). standard catalog of American Cars 1976-1999 (third ed.). Krause. ISBN0-87341-755-0.
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27. ^[1] 2002 Pontiac FIREBIRD-V8-6 Spd./ATCoupe 2D Trans Am WS6 - NADAGuides
28. ^'Archived copy'. Archived from the original on 2014-05-27. Retrieved 2014-05-27.CS1 maint: Archived copy as title (link) Stock 2002 Trans Am WS6 at the track - StreetFire
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30. ^'1975 Pontiac Firebird Trans Am'. 2gta.com. Retrieved October 21, 2015.
31. ^'The 1976 Pontiac Firebird Trans Am'. 2gta.com. Retrieved October 21, 2015.
32. ^Luft, Alex (March 16, 2013). 'TransAm Depot Gives Camaro The Pontiac Treatment'. GM Authority. Retrieved October 20, 2015.
33. ^Kaowthumrong, Patricia (January 8, 2013). 'Flying High'. Performance HotRod Business. Archived from the original on July 22, 2015. Retrieved October 20, 2015.
34. ^LINGEMAN, JAKE (24 Jun 2013). 'GTO Judge poised for a comeback'. Crain Communications. Autoweek.
35. ^Justin, Cesler (December 12, 2013). 'Here Comes the Judge'. High Performance Pontiac Magazine. Archived from the original on July 21, 2015. Retrieved October 20, 2015.
36. ^'Hurst Edition Trans Am'. trans am depot. Retrieved October 20, 2015.
37. ^Ross, Jeffrey (May 13, 2013). '2013 Hurst Edition Trans Am'. AutoBlog. Retrieved October 20, 2015.
38. ^'The Trans Am Bandit Edition Unveiled!'. Transamworldwide.com. Retrieved 2018-11-04.
39. ^ ^abJason Udy, ed. (2017-04-13). '1000-HP 2017 Trans Am 455 Super Duty bows in New York'. Motortrend.com. Retrieved 2018-11-04.
40. ^'Trans Am 455 Super Duty Specs'(PDF). Transamworldwide.com. Retrieved 2018-11-04.
41. ^'Burt Reynolds adds fuel to the fire at record Barrett-Jackson Palm Beach Auto Auction'. www.carbuyingtips.com. Retrieved 2019-02-20.
42. ^Hot Rod magazine 1979.
43. ^'Road Test'. Car and Driver. 35 (9). March 1990.
44. ^'1989 20th Anniversary Trans Am Road Test, CAR & DRIVER Magazine, June 1989'. Gtasourcepage.com. 2001. Retrieved October 21, 2015.
45. ^'Flat-out Fastest American Cars II-the Sequel'. Motor Trend. 41 (6): 42–47, 50, 54. June 1989.
46. ^https://www.motortrend.com/cars/pontiac/firebird/2000/2000-pontiac-firebird-trans-am-ws6/
47. ^https://www.zeroto60times.com/vehicle-make/pontiac-0-60-mph-times/

External links[edit]

• Firebird Heritage official Pontiac site
• Pontiac Firebird at Curlie
• Pontiac Firebird and Pontiac Trans Am at The Crittenden Automotive Library
• The Fire Chicken restoration project of 1987 Firebird