1988 trans am interior

Continue Upcoming Events 1981 by car model by Pontiac Third-generation Pontiac FirebirdPontiac Firebird GTAOverviewManufacturerGeneral MotorsProduction1982–1992AssemblyVan Nuys, California, USANorwood, Ohio, USADesignerJerry Palmer, Bill Porter[1][2]Body and chassisClassPony carMuscle carBody style3-door liftback2-door convertibleLayoutFR layoutPlatformF-bodyRelatedChevrolet Camaro (third generation)PowertrainEngine151 cu in (2.5 L) Pontiac I4173 cu in (2.8 L) X V6191 cu in (3.1 L) X V6231 cu in (3.8 L) Buick Turbo V6305 cu in (5.0 L) Chevrolet V8350 cu in (5.7 L) Chevrolet V8Transmission3-speed automatic THM 200C 4-speed automatic THM 700R44-speed manual5-speed manual Borg Warner T5DimensionsWheelbase101 in (2,565 mm)Length1990–92 Firebird: 195.1 in (4,956 mm)1990–92 Trans Am: 195.2 in (4,958 mm)Pre-1988 Firebird: 190.5 in (4,839 mm)Pre-1988 Trans Am: 191.8 in (4,872 mm)Width72.4 in (1,839 mm)Height49.7 in (1,262 mm) The third generation Pontiac Firebird was introduced in late 1981 by Pontiac alongside its corporate cousin , 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] 1982 Third generation fourbirds consisted of three models: Firebird, Firebird S/E and Firebird Trans Am. Firebird was the base model, similar to the Camaro Sport Coupe; Firebird S/E was the luxury version; and Trans Am, the high-performance version. By 1982, the new Firebird and Camaro had been completely rebuilt, with the windshield slope set to a dramatic, more aerodynamic 62 degrees,[4] (about 3 degrees steeper than anything GM had ever tried before), recessed side glass, and for the first time a large, glass-dominated rear hatchback. Electronically controlled retractable headlights, and a rounded hoodie and front fenders were the main features that separated Firebird from its Camaro siblings and its former Firebird incarnations. Firebird would keep hidden headlights until the end of all production in 2002. Pontiac had also hoped to release the Trans Am moniker from the redesigned cars to save royalties paid to the SCCA for the use of the name. Early promotional cars were labeled T/A as an option, but it was decided that it could cause more problems than it was worth and Trans Am nameplates remained. Nevertheless, 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 the $11,000 To $14,000 Series Best Sports GT category (also with the Camaro). Road & Track called fuel-injected Trans Am a dramatic improvement on its predecessors, accelerating from 0-60 in Seconds. [5] The new Firebird shrunk to a 101-inch wheelbase, losing more than 8 inches in total length, measuring about an inch narrower, and weighing nearly 227 kg less than its predecessor from 1981. It was also the most aerodynamic production Firebird to date with a drag coefficient of 0.33. The new Trans Am took things a little further, with a coefficient of 0.32. [6] The Trans Am body would continue to improve aerodynamic over the years, and by 1985 would be the most aerodynamic car ever released from General Motors with a 0.29 coefficient of drag. Wind tunnels were used to form third-generation F-Body shape, and these aerodynamic developments were fully utilized by pontiac's design team. The elegant new car had a low-slung front end that featured shared grills. They fed some air to the radiator, but most of the air came from an air dam under the front bumper. Each part of the car was designed to reduce drag. The redesigned mirror housings, made of light alloy metal, were almost cone-shaped, with the point facing the wind. The windscreen wipers were hidden under the hood with the air intake for the climate control system. It made for a steady airflow over the windshield. The retractable headlights appeared from the front edge of the hood. The cars tended to survive plastic gears for headlight doors, and since dealers charged several hundred dollars for the repair, it was common to see the Firebirds driving around with one or both headlights firmly open during the day. Smooth wheel cloths were available on Trans Am, attached to turbine finned alloy wheels. A frameless, recessed, composite curved rear glass hatchback decklid given 30.9 cu ft (0.87 m3). of cargo compartments with the rear seats folded, and an optional wiper. [7] There was no interference in the air flow over the back of the car. All these functions combined together to provide a low coefficient of drag. The front of the vehicle had 270 mm power washers (10.5 inches) diameter and was now made standard on all Firebird models. Taking styling signals from the 1981 design, the new car had full-width taillights, complete with a Firebird emblem in the middle. The all-new suspension design was more advanced and aggressive than anything Detroit had offered in the past, and easily rivaled the Corvette's handling capabilities, (but not the sophistication). The front suspension used MacPherson ostrich, with built-in coil springs and lower front control arms. On the back, coil springs and bumps were placed between the body and the solid rear axle, with double rear lower control arms/ trailing couplings and a torsion rod, replacing the old-fashioned blade spring design previously used in the second generation. A large torque arm was mounted from the transmission tail shaft to the rear axle center to stabilize the shaft to twist. The interior now featured aircraft-inspired details and gauges, using both fake and genuine Torx head screws that attached the dashboard and console trim panels. Optional Recaro seats were offered. 1981, the non-Formula 3 spoke steering wheel was reused and featured a Firebird logo mounted in the middle of the hornpad, with optional leather grip. Many power options could be had. Special Viscount PMD bucket seats were optional, with a small opening in the headrest and a PMD logo in the middle of the backrest. Leather seats were also available on both the standard seats and PMD seats in Viscount. A standard locking rear glove box was mounted on the rear driver's side of the cargo area and a mini spare tyre 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 series was available with several engines: 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 Firebird and was the last true Pontiac engine offered in 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 combined with the 5-speed manual transmission, given between 31 and 34 miles per gallon on the highway, depending on the year. [8] It was a carbureted 102 hp 2.8L V6. LG4 5.0L: Using GM's enhanced Computer Command Control system, computer assisted E4ME carburetor, and computerized distributor, this Chevy 305ci produced 145 hp and 240Lbs.Ft. torque. LU5 5.0L: The new high-performance Crossfire Fuel Injection 5.0L V8, which used a twin throttle body fuel injection system similar to that used in the Corvettes Crossfire 5.7L from 1982, and produced 165 hp. Firebird came standard with 14-inch steel wheels, with several wheel options available for the base model. The 14-inch turbo cast aluminum wheels were standard on S/E and Trans Am models and featured smooth plastic hubcaps with a Pontiac Arrowhead in the middle. WS6 performance package option, available on S/E and Trans Am, including 4-wheel disc brakes, P215/65R15 Goodyear Eagle GT radials with 15-inch molded aluminum wheels, stiffer springs, thicker 32mm front and 21mm rear sway bars, a 12.7:1 quick-ratio steering wheel, and limited slip rearial. Also available was the WS7 option, which was the same as the RPO WS6, but used the rear drum brake. This option was created due to a lack of rear disc brake components. [9] Firebird S/E was Pontiac's attempt to lure buyers interested in several luxury features; It could have been had with basic fuel- saving Iron Duke I-4 powertrains, but offered more options. Even Trans Am's WS6 suspension was On S/E. It was delimited from the base Firebird model of S/E script on the sail panels, instead of standard Firebird decals, and Trans Am dark colored taillight. The interior contained color-coded plastic to match the exterior/interior paint scheme. On S/E models equipped with 14-inch or 15-inch Turbocast rims, with Bowling Ball hubcaps were color-coded to match the car's exterior paint. Trans Am came by default with a new incarnation of its traditional Air Extractor on the Fenders. A dark-colored version of the base Firebirds taillight was mounted on the back of the car and also contained 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 70s design used on the previous second Gen Trans Am. Styled loosely after the previous '80/'81 Turbo Trans Am, an optional Turbo Bulge hood was available on Trans Am. Plans had originally been made to use a refined version of the Pontiac Turbo 4.9L engine. It was scrapped at the last minute, allowing many to speculate about what might have been, the engine had been allowed to survive as its turbocharged companion, the Buick Turbo 3.8L V6. Despite this, the Turbo Bulge cap remained on the option list; On the Crossfire V-8 it was made functional, and even a lightweight aluminum version of this cap, the 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 on the Turbo Bulge hood or on the nose of the flat hood equipped T/A's. 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 th-200c automatic 3-speed transmission. A black Pontiac Firebird Trans Am built to mimic KITT from the TV series Knight Rider. The new version of 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, continued into 1982 as the limited edition Recaro T/A. Package added about 25% to the price of a Trans Am. Standard with a variety of options, some features including charcoal Parella cloth Recaro seats, t-tops, a black exterior with gold trim, and black Bowling Ball hubcaps with special Gold Pontiac Arrowhead emblems in the middle, 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 chosen. All were bright red, with special NASCAR decals, similar to both the 1981 Daytona Pace Car and the Daytona Pace Car from the 1983. 15 Aero Rims 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 third generation 1982 Trans Am, it is possible that they would have been chosen with many of Pontiac's best facilities; but few are known to still exist at this time. Therefore, it is difficult to determine what options they actually came up with. These cars are featured in the 1982 Daytona 500 race recording and in various ads. A modified 1982 third generation black Firebird Trans Am was designed and cast for the NBC made for the TV series Knight Rider (1982-1986) as Knight Industries Two Thousand or KITT, and voted by William Daniels. It also served as an evil doppelganger called knight automated roving robot or KARR, originally first expressed by Peter Cullen, and later by Paul Frees. For the reunion film Knight Rider 2000, KITT underwent a makeover and became the Knight Industries 4000, a vehicle similar to the Pontiac Banshee concept car, but it was actually built using a Stealth Dodge and not a Firebird Trans Am. [10] 1983 The Firebird remained unchanged from the previous model year. All automatic transmission Firebirds now got a T-handle changer button, and the shift indicator changed for automatic overdrive 700-R4. In the middle of the year, the L69 high output 305 was introduced. This carbureted 190 hp V8 was almost identical to the L69 engine in the Camaro Z28, but used a different air purifier device (instead of the Camaro's dual- snorkel air purifier, the Trans Am got yet another functionally cold air intake, designed to utilize the bulged hood). S/E Firebirds remained primarily the same outside of any color changes from the 1982 model year. RPO Y84 Recaro Edition Trans Am or Recaro T/A, was revised for 1983. It was now built to the owner's taste, including many more, or smaller options, and the RPO Y81 returned as recaro edition Trans Am S/E without T-Tops. LG4 was standard as was the WS6 package. The exterior remained almost 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 had Tan leather Recaro seats, carpets, side panels, and headliner. In its second year, third-generation Trans Am was again selected as the Daytona 500 Pace Car, and Pontiac offered a total of 2,500 Daytona Pace Car replicas through its dealerships. The exterior was painted with a two-tone white/coal paint scheme, Official Pace Car decals on the doors, NASCAR decals on rear quarter panels, and PONTIAC decals on the windshield and rear glass. Decorating in front of 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 Limited-edition cars were the first to have a special RPO W62, full-body ground effects package that stretched around the whole car and molded plastic panels. TRANS AM scripts appeared on the right panel, instead of standard Firebird nose grills. Two different sets 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 gray leather/suede Recaro seats. 1980 of these pace cars came with lu5 Crossfire-injected 305 paired to the new 700R4 4-speed overdrive automatically; The 520 had the carbureted LG4 305, paired to the T-5 Borg-Warner 5-speed manual. 1984 Total production for Firebird models increased to 128,304 units, making this the best-selling year for third generation Firebird. Firebird's interior options and design remained virtually unchanged in 1984, the only exceptions being a slightly revised dashpad, with screwed speaker grilles, an optional driver's knee pad strength on the left side of the center console for manual cars, the T-tops were also redesigned to use a pin-mounting arrangement, instead of the previous lock-based setup, and a new 1 piece horn cap embossed with the Firebird logo replaced the previous medallion version. Base model Firebird production increased to 62,621 units. S/E Firebirds also remained virtually unchanged as well, with 10,309 units built. Trans Am's basic layout was very similar to the previous 1983 Trans Am, except that they were now available with the optional RPO W62 ground effects package, previously used on the 1983 Daytona Pace Car Edition. Another new one for the 1984 option was 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 powertrain 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 T-5 Borg-Warner 5-speed transmission, and on the L69 equipped cars became a lightweight flywheel and an aluminum belhousing employee. The L69 equipped Trans Ams also received an 8000 RPM tachometer, an 80 PSI oil pressure gauge, a high power single electric fan, a functional cold air induction cap, a higher output mechanical fuel pump and a secondary electric fuel pump to prevent steam lock. Trans Am production increased to 55,374 units. RPO Y84 & Y81 Recaro Edition Trans Am S/E's was slightly revised. The H.O 305 L69 engine was now the only available engine. The exterior still had 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 Gold plated Black and Gold Firebird Medallions on 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 marked and Gold 5.0 Liter H.O. script on turbo hood bulge, Gold TRANS AM decals on the fenders and right side of the rear bumper, a special 3-row Gold Pinstripe that packed around 98% of the lower area of the car, extending up, around wheelwells, (similar to other Generaration Y84 S/ Etrip Am Trans pinses). The interior still contained its namesake Tan leather Recaro seats. Unfortunately, this was supposed to be the swan song year for Pontiacs storied Black and Gold RPO Y84 Trans Am S/E's... Only 1321 Recaro T/A's were produced. For the 15th anniversary of Trans Am, Pontiac released a stunning, white and blue Trans Am, following in the original 1969 Trams Am striking color scheme for $3,499 over base $10,699, and limited to just 1,500 units. It also used only the H.O. 305 L69, with 1,000 automatics and only 500 with T-5 Borg-Warner 5-speed. The exterior had 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 Recaro T/A except that they extend around the whole 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 turbo hoods bulge. Black toned Trans Am taillights featured white paint on the horizontal bars, and a stunning Blue on White Firebird logo on the backlight panel. Another special item that was only featured on 15th anniversary cars was the all-new Aero-Tech 16-inch convex aluminum wheels, (front/rear specific). Those wheels were painted White, with Blue pinstripes around the clear polished lip's outer circumference, and was shod with the Goodyear P245/50/VR16 Gatorback uni-directional tyres (the new wheel/tire combo was very similar to Corvette's P255/50/VR16 event), marking the first look of 16 of the 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 swayable, (unlike the usual WS6's 23 mm bar). Interior features included: Off-White leather with gray cloth sets Recaro seats with repeat TRANS AM' script on the middle parts, a special Off-White Leather-wrapped steering wheel with a special Blue and white 15th medallion recessed in an Off-White Horn Button, Off-White leather shifter knob and brake parking handle, and Off-White pass-side map pocket w/ a Blue Firebird logo and Blue TRANS AM script. 1985 1985 Firebird Trans Am: Pontiac would use this 15-inch High Tech aluminum wheel pattern to 1992.1985's benchmark makeover: nose with integrated fog lights, functional hood nostrils and rear edge valves to vent unwanted engine heat out of the engine compartment All Firebird models underwent conversion to boost sales when a number of power train improvements were introduced. Firebird was given a remodeled nose with black wrap-around inserts known as bumperettes to replace the grill inserts; Wrap-around bumperettes were also added to the rear bumper. The taillights remained unchanged from the previous louvered style design. The gassed V6 was replaced with a new, multi-port fuel-injected 2.8L V6 making 135 hp. The interior evolved with a new dash design that includes redesigned gauges that used a graph-patterned background, a slightly refined dashpad, new T-handle shifter for automatic; a padded and more ergonomic center console design, updated stereo and HVAC front plates and an optional version of last year's more ergonomic 15th anniversary steering wheel. Firebird S/E also underwent some changes. It also used the new one for the '85 nose and rear bumper, but it now included some new elements to set it apart. It got a new special cap, similar to the new Trans Am hood except with only the front valves, the new Trans Am taillight 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 middle part of the taillights. Cloth Recaro seats were also now available. Recaro T/A was no longer available, but cloth Recaro seats were optional on Trans Am. Trans Am also underwent changes. The LG4 & L69 continued on, but a new fuel-injected 305ci was now available in Trans Am. LB9 Tuned Port Injection (TPI) 305 was released, using a tuned runner design. LB9 produced 210 hp, which brought the appropriate attention of buyers despite the fact that it was not available with manual transmission. The Turbo Bulge hood was discontinued in favor of a new flat cap with double valves or nostrils that were functional, with heat exhaust valves on the rear edges. Trans Am also had a remodeled nose, integrated fog lights and redesigned ground effects. It used new low density backlight lenses with a grid-style pattern instead of louvered pattern in use since 1981. Trans Am came standard with High Tech 15- inch concave aluminum wheels from the previous year, but it was also now available with a version of the 15th Anniversary 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 Trans Am in higher considerations including overhead console from Camaro lineup, which included several manually adjusted reminder wheels, a positionable light, a detachable 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's unique to 1985 and 1986 as it had a texture). The Trans Am drag coefficient was measured at 0.32, but was as low as 0.29 with standard Aero wheels instead of High-Tech turbo aluminum wheels. At the time, it was the most aerodynamically efficient car GM has ever produced. 1986 All Firebirds received center, high-mounted stoplights to comply with federal law; these were placed on top of the tailgate window. All cars were rebuilt, more modern instrument meters. New taillight lenses were introduced at base Firebird, completing the replacement of slits or louvered taillight lenses that had been a Firebird signature since 1967. The 2.5L 4-cylinder engine was dropped, replaced by multi-port fuel-injected 2.8L V6 as the standard engine. The Firebird S/E model was discontinued at the end of the year. Rubber-vinyl wrap-around rear wing became standard on Trans Am (only available in black; as these wings aged, these and those offered on subsequent model-year vehicles would suffer from cracks and splitting issues), wing spoiler was a credit option on Trans Am, and mandatory if the lousy rear window was ordered. In the middle of the year, Pontiac introduced a new lightweight cross-blond wheel, available for Trans Am. Only 26 Trans Ams with 305 H.O L69 were built in 1986; it was discontinued due to fuel steam lock (boiling) problems. Some sources indicate that the 305 TPI engine power was reduced from 210 hp to 190 hp due to switching to a less aggressive camshaft profile, while others maintain it at 210 hp. Paint RPO's were modified to reflect the new base-coat/ready- 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. Despite rumors, there were no 350 TPI L98 cars made in 1986 according to Pontiac. The 1987 Firebird body remained basically unchanged. All mid-mounted stop lamps were moved to a new position between the spoiler and the rear tyre lid, and the large Firebird hood emblem disappeared forever. All V8s now received factory roles, and faced with consumers' demands for more power, GM officially released the new 5.7L with tuned port fuel injection. It was only available with automatic transmission, producing 215 hp and taking the top performance seat from the 5.0L TPI which was rated at 205HP. However, the 5.0L TPI was available with a 5-speed manual transmission and was actually faster than the 5.7L TPI combined with automatic transmission. L69 was stopped, leaving LG4 as the only remaining carbureted V8 used in the F-body. The Trans Am GTA (Gran Turismo Americano) was introduced, available with the LB9 305 TPI engine (which was returned to 205 hp) or L98 350 TPI. Gold 16-inch, flat-mesh, diamond- spoke wheels were standard on gta, with 16-inch, 20-slot reels standard on Trans Am. Firebird Formula was reintroduced, available with a choice of V8s (LG4, LB9 305 TPI, or L98 350 TPI), 16-inch convex wheels, and the former Trans Am Turbo Bulge hood. The enveloping wing was now made of fiberglass to reduce weight and became standard on Trans Am and Formula; The usual flat-surfaced spoiler from previous 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 Formula and GTA from 1987 to 1992, and optional on Trans Am. WS6 from 1987 to 1992 including 36 mm front sway bars, 24 mm rear sway bars, fast ratio control box, gas-filled struts and 16 Wheels with 245/50R16 Tires. Later WS6 cars used ZR rated tires. Trans Am GTA was Pontiac's pride and joy with a standard 5.7L 350 Tuned Port Injection (TPI). Many like to say, wrongly, that the engine itself was pulled directly out of the C4 Corvette, which even began using the engine in 1985, but the heads of the Corvette were aluminum while the Firebird heads were cast iron, although it gave the GTA performance numbers comparable to GM's flagship performance platform from where it came. 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 WS6 performance management package. All these options were wrapped in Trans Am under the RPO code Y84, and the model was produced until the end of third generation F-body production in 1992. Dealers could finally order a Firebird Convertible from a reputable coach builder who was already converting other GM products (although more than a dozen other companies had been converting F-organs into convertibles since 1982 for Pontiac & Chevrolet dealers). ASC (American Sunroof Company, Later American Specialty Cars) (of ASC McLaren fame) offered Pontiac Dealers a Firebird/Formula/Trans Am/GTA convertible. ASC was contracted to convert all the official Camaro Convertibles from 1987 to 1992. But because of fuel economy restrictions mandated by the EPA, a convertible Firebird would have been considered a $1,200 Gas Guzzler Tax because LB9 & L98 when paired with a Trans Am or GTA would have been lower than the 22.5 average MPG. For this reason, Pontiac did not directly offer a convertible through retailers such as camaro. But these were not an official Pontiac offer, they are coach convertible. The conversion of Firebird was identical to the factory Camaros of the same model year. The exception was the obvious cosmetic changes, the rear quarter caps, the spoiler (which was a base model spoiler cut off) and the high mount third brake light were Firebird convertible specific. To order a Firebird Convertible, the retailer would order a T-top Firebird and have it drop shipped to ASC, One Sunroof Center, Southgate, MI 48195 for the conversion along with Factory Camaros. When it is finished, the ASC will ship it now Firebird convertible to the participating retailer for delivery. This remained the procedure for retailers throughout the 1989 model year. According to the ASC, they did not convert any Firebirds for the 1990 model year. As popularity increased and the car became lighter and more aerodynamic for the 1991 model year, the process was simplified when Pontiac offered a convertible through regular dealer ordering channels via ROs. A total of 173 Firebird Convertibles were reported by the ASC for 1987. 1988 1988 Trans Am GTA Notchback 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 gas body injection. All V8 engines were given hose belt systems, and the A/C compressors were moved to the passenger's side of the engine, and the de-messy engine compartment. Firebird Formula received new high-tech 16x8-inch aluminum wheels with distinctive silver WS6 center caps. The GTA wheels were slightly rebuilt, and the convex 16-inch wheels were dropped when all Trans Ams received 16x8diamant-spokes aluminum wheels, available in different colors (white, red, charcoal, and black) in addition to gtas gold. GTA got a new steering wheel with integrated radio controls. Trans Am was made available with body-colored ground effects like those on gta. 1988 Trans Am GTA equipped with a 305 TPI V8, and rarely 5-speed manual transmission. The optional convertible model also transferred, and now optional on the GTA was a new notchback hatch: instead of 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. Notchback also incorporated redesigned rear seat backrests with integrated headrests. Notchback became popular with spectators, who often assumed the notchback-equipped GTA was a Ferrari, thus 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 car usually had to be ordered from the factory, on a six-month waiting list, as the notchback was retrofitted to the vehicle. In rare cases, a dealer would get a notchback-equipped GTA on their plot. Another reason for obscurity of notchback is that the sales information was not very well spread to Pontiac sellers, so many of them had no idea that it was available as an option. As attractive as notchback was, GTA owners were increasingly plagued with structural and cosmetic problems with design. Fiberglass would blister, causing surface bubbles resembling a bad case of acne. Pontiac repair solutions were simply grinding the notchback down and painting it, but the problem would always come back, and GTA owners could expect more trips to achieve a final repair of the problem, or to have a new notchback installed. Notchback was intended to transfer and be the standard edition of the 1989 20th anniversary GTA, but the plan never materialized; the aforementioned quality control problems apparently caused GM not to carry it over until next year.. ASC continued to offer a convertible for retailers in 1988. A total of 104 Firebird Convertibles are reported from the ASC for Pontiac dealers. Trans Am GTA Production Figures US:9765 Canadian:1261 1989 1989 20th Anniversary Turbo Trans Am Convertible (TTA) Strangely, Pontiac Motor Division had this first TTA convertible built on spec by influencing a Pontiac dealer to order it. [11] Two were reportedly built, one with Leather, one with a cloth. 1989 was the biggest year for Pontiac in terms of press coverage, campaigns and achievements. It was not well known at the time, but in 1989 Pontiac produced the fastest[12] and fastest[13] American production car. The suspense division was also asked to provide a car to pace the 73rd. Unfortunately, it would be the last 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 company 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) vehicle Pontiac was delivered to pace the Indianapolis 500. In the end, 1555 TTA copies, valued at 250 hp, were produced for sale, five of them as test cars. But after the car and driver magazine tested the car, a 0-60mph race logged 4.6 seconds, a standing quarter of 13.4 seconds at 101 mph, and a top speed of 153 MPH, they called the 250 hp rating exceedingly modest, estimating actual production to be closer to 300 hp. They also later reported that it was the fastest 0-60 sprinter available in any US production car showroom - at all costs. [12] The car and driver evaluation provided the best acceleration performance of any mainstream publication to test a regular press car from the Pontiac fleet, partly because Car and Driver realized that the turbo boost must be preloaded to get maximum performance numbers. But short-distance sprints weren't all this car could do well. In early 1989, Motor Trend ran its top-speed test article Flat-out Fastest American Cars II-the Sequel. During this test, the TTA did 262 mph, and was the fastest production car evaluated in the test. Motor Trend, however, 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 with a slight formality, tta could be called flat-out fastest (0-60 4.6 sec.) and fastest (162 mph) American production car in 1989. When PAS installed a ZF 6-speed manual transmission in one of its modified High Output test cars (with different axle gearing, a modified engine with upgraded pistons and head gaskets that were adjusted for much higher boost than stock, and running at 100-octane racing fuel), they were able to reach 181 mph. [15] Perhaps even more important than performance tests provided by 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, the 12.5-second quarter mile running was achievable - without manually changing gears or the need to trailer the vehicle to the track! Because of this, tta has gained a cult following among amateur racing enthusiasts. Pontiac under-contract job with engineering TTA engine modifications to PAS. The narrow trans am engine well required the use of different cylinder heads, which happened to have better flow properties than the old Buick heads. Special stainless steel headlines were made specifically for the project as well. The heads, the headlines, along with the more refined tuning of boost and fuel curves, all added up to a more powerful package than the older Buicks. PAS was also responsible for testing and assembling the engines. Most TVs came with T-tops and leather interiors, but there were also hardtops and cloth-interior cars. And each TTA had an automatic transmission - TH200-4R, equipped with overdrive and a torque converter clutch. The three actual pace cars were randomly selected from the production race and shipped to Indianapolis to increase the race. Thus, the pace of car copies was closer to the actual pace cars than any copy 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, tta was relatively economical to run; it returned 24 mpg on the highway, while the only cars (besides the Lotus Esprit Turbo SE) that could approach the performance at the time Lamborghinis, etc.) was far more expensive, and gives only around 10 to 12 mpg. As has been proven to be the case in the ensuing years, relying on a small engine for cruising, and a turbocharger for power, provides an exciting driving experience while returning impressive fuel mileage. 1989 Trans Am GTA The rarest 20th anniversary Turbo Trans Ams are hardtops and convertibles. Only 40 hardtops were made. Only three convertible TVs were built by ASC,[16][17] one of which was purchased by the president of PAS, the other two of which fell into private hands. Only two are generally known to exist, but as the ASC order log displays records for only two TTA convertibles. [18] The five test TVs, because they were for preproduction use, were pulled from the assembly line without regard to color, and were therefore 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 TVs that exist; 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, releasing 13% more power from some LB9 and L98-equipped formulas and Trans Ams; So equipped, the LB9 engine power was increased to 225 hp while the L98 increased to 235 hp. The N10 option remained available throughout the balance of third-generation production run, but the L98 power plant was only available with an automatic transmission, while the LB9/N10 combination could only be connected to a 5-speed manual (RPO code MM5) and a limited differential (RPO code G80) using a performance shaft ratio of 3.45 (RPO code GM3). According to a March 1990 (Vol. 35, No. 9) Car and Driver article, when the latter set of options was combined in relatively unpretentious (and 300-pounds-lighter) Formula body, which shared the same WS6 suspension with the top Trans Am GTA, it created a dormant Firebird that could out-consensively outspend heavier Trans Am GTA (even when equipped with the L98 engine) - at a roughly 30% lower sticker price. Car and driver also reported that (apart from tta, offered only in 1989) these sleeping 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 seem to be supported by a simple examination of the weight-to-power ratios of both models: a 225 hp Formula with a curb weight of 1633 kg (235 hp Trans Am GTA with a curb weight of 1633 kg); The weight-to-power ratio for the formula is 14.67 lb/hp compared to 15.32 lb/hp for Trans Am GTA. According to the same car and driver article, very few of these sleeping Formulas hit the streets; only about was built every model year, when almost all LB9-equipped formulas came with an automatic transmission - which disqualified them from receiving the high-performance N10 and GM3 options. Firebirds option with T-tops got new acrylic plastic tops made by Leximar for GM. The new tops were lighter in weight and dyed darker, but were more domed and aging quickly. GM replaced many sets of tops made of glass under warranty, but the acrylic tops continued as standard edition through 1992. All Firebirds options with rear disc brakes now got PBR brake calipers and larger brake rotors, which solved problems with previous model rear washers and increased stopping power. Introducing 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 cars in response to an escalating trend among car thieves to target the Camaro and Firebird. VATS incorporated a small resistance into the ignition key shaft that was read by a sensor when the key was inserted. VATS-equipped cars also showed anti-theft system warning decals in the lower rear corners of the side windows. A new CD player was offered, shoulder belts were placed in the back seat, and the convertible model was transferred. 1989 20th anniversary Turbo Trans Am (TTA) TTA production figures: 1323 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 convertible cars for Pontiac dealers. A total of 330 convertible cars were reported by the ASC. Some of these were 350 powered convertible cars. NOTE: 1989 was the first year an American dealer could order the T-top and a 350 engine in a firebird. Since all Convertible cars 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) 156 – GTA or Trans Am -w/L98 (350 TPI) 43 – FORMULA 350 – w/L98 (350 TPI) 9 – GTA or Trans Am LB9 F (305 TPI) 18 – FORMULA – W/LB9 (305 TPI) 4 – Trans Am LO3 E (305 TBI) 57 – Firebird or Formula – W/LO3 (305 TBI) 38 – Firebird – W/LB8 (2.8L V6) 3 - 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 August 2020, three of those missing 6 vehicles have been identified and added to the above data. As a side note, there is a known 5 L98 Powered Camaros made in 1987, making the total number of L98 Powered Firebird and Camaro Convertibles some of the rarest and coveted third Gens made with a total of around 200 produced for both lines all year combined. 1990 A driver's side airbag was made standard. The firebird interior again got a re-design, this time the changes were much less drastic: lower dash and under-dash panels were changed, and accessory switches were moved to a new panel over the heater and radio controls. Deluxe profiled interior door panels that were standard in GTAs and available in Trans Ams were no longer available. All models would have to do with the fairly raw, flat, carpeted door panels, but if leather seats were ordered, genuine perforated leather was laid over the armrest on the basic door panels. In the GTAs the cheap door panels looked very much out of place next to exotic looking articulate seats. The console received a new shift indicator. This time it was actually a needle to indicate which equipment you had chosen. Previously, you only had to line up the gear 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 fuel injection with speed density, and the elimination of the MAF sensor reduced production costs and supposedly improved performance. All L98-equipped cars now received N10 dual catalytic converters as standard, which was technically a mid-year change for 1989. Like the Camaro, Firebird received only half a year of production in 1990, when Pontiac worked to release the newly appointed 1991 model. Production ceased 31. ASC reported to do no Firebird Convertibles for 1990. 1991 1991 Firebird with re-styled nose. Trans Am Convertible's with Camel leather had GTA wheels and seats standard. There was no GTA convertible from 1991 on. All Firebirds got re-styled noses loosely fashioned after banshee IV show car while Pontiac was developing brand new fourth generation platform. Trans Am's ground effects were also realigned, and were made available as an appearance package on the base model Firebird, but unavailable on the formula. Trans Am and Formula received a new fiberglass-engineered, flat, wrap-around wing, The Trans Am and GTA got updated two-piece taillight with the PONTIAC script in orange over the panels, and the center, high-mounted stop lamps were moved to within the top edge of the rear hatch. The formula was the only third generation F-body that came to the T-tops with a 350 engine that started in the middle of the year 1991 and 1992, to get a FORMULA 350 T-top car the black cross-stored wheels (as installed on Trans AM) were mandatory. Due to its lighter weight and improved aerodynamics, the Firebird Convertible was finally available through GM's normal booking procedures. still converted T-top cars to convertible cars, but the ordering process was simplified and dealers would no longer need to have the cars drop shipped to ASC in Michigan. Convertible was offered with one of three engine options: LHO 3.1L V6, L03 5.0L V8 for base Firebird, or LB9 5.0L V8 Trans Am only. An improvement on T-top cars was introduced mid-year on all F-organs. T-top cars now came with new harnesses that greatly reduced leaks into the cabin. Starting in 1991, the SLP (Street Legal Performance) changed a factory-built formula to what they called Firehawk. Once a formula was ordered or purchased, this limited availability option (RPO code B4U) could be set and the vehicle was sent to SLP to be modified. No two cars the SLP produced were the same; They were all special orders. SLP had expected to make 250 of these special Firebird Formulas, but in fact only 27 were ordered; and of these, only 25 were ever built (numbered 1-25 for hardtops - with numbers 18 and 23 never been built - and the only Firehawk Convertible was numbered 27 which was the only non-formula). Of these 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 Firestone Firehawk SZ P275/40/ZR17 tires ZF 6-speed manual transmission with firestone Firehawk SZ P275/40/ZR17 tires ZF 6-speed manual transmission with firestone Firehawk SZ P275/40/ZR17 tires ZF 6-speed manual transmission with firestone Firehawk SZ P275/40/ZR17 tires ZF 6-speed manual transmission with firestone Firehawk SZ P275/40/ZR17 tires ZF 6-speed manual transmission with firestone Firehawk SZ P275/40/ZR17 tires ZF 6-speed manual transmission with Firestone Firehawk SZ P275/40/ZR17 tires ZF 6-speed manual transmission with firestone Firehawk SZ P275/40 carbon fiber clutch stainless steel catalytic converter and exhaust system A Dana 44 rear axle with 3.54:1 Posi-gears Special Firehawk bathing, decals and numbered plaque Competition Package: $9995 Cross-drilled 13 in Brembo Ferrari F-40 brakes Full roll cage minus rear seat Aluminum hood Recaro racing seats with full harness of Simpson and rear seat plain. Engine: 4-bolt main motor block Forged steel crankshaft 1053 alloy, forged steel Pink connection rods Light weight, High-Silicon, Cast Aluminum Pistons Steel Billet Hydraulic Roller Camshaft High Power 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 1992 Base model Firebird (V6) This marked the final year of manufacture for the third generation platform. The release of the fourth-generation model was imminent, and Pontiac made few changes to Firebird. The special edition Formula Firehawk that appeared in 1991 was still available, although many retailers were not aware of its existence. The lack of awareness and a sky-high price tag conspired to keep sales figures down on the special Firehawk. As for the rest of the line, new exterior colors were available, including a bright Jamaica Yellow. An interior color was changed, from camel-colored beech to a grayish beige. Convertible was still available. An improvement made on all 1992 F bodies was the addition of some additional bonding agents to solidify the structure of the cars. The extra bond was an attempt to correct squeaks and rattles that some owners had complained about. This also enabled GM to experiment with some of the new technologies to be implemented on fourth-generation cars. In the middle of the year, TPI-equipped cars only received shiny gas plates instead of those that had been labeled TUNED PORT INJECTION on similar engines in previous model years; and black-painted valve covers replaced the silver components from previous years. As the use of the L98 in the Corvette had come to an end, rough runners found their way into the L98-equipped Firebirds, and some cars got special rubber snnobs on the rear hatch frame that was designed to make the hatch more stable. This would be the last year for the lightweight 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 gta, the last year for hidden windscreen wipers, and the last year for the aerodynamic body with long hood and low roof line. It was also the last year for full leather coating on the front seats. Some GTA have ended up with drum brakes on the back, presumably due to a lack of disc brake parts. Buyers were compensated for the downgrade. In the end, very few Trans Ams, GTAs and formulas were produced in this model year, when most buyers waited for next-generation models. GTA production figures: USA: 226 Canada:48 Engines 1982 151 cu i (2.5 L) PontiacThrottle Body Injection I4 173 cu i (2.8 L) X 2-barrel V6 305 cu i (5.0 L) Chevrolet 4-barrel V8 305 cu i (5.0 L) Chevrolet Cross-Fire Injection V8 (first year for fuel injection in Trans Am) 1983 305 cu in (5.0 L) Chevrolet 4-barrel H.O. V8(only 662 made , all five-speed manuals) 1984 305 cu i (5.0 L) Chevrolet 4-barrel H.O. V8 1985 173 cu i (2.8 L) X Multi-Port fuel injection V6 305 cu i (5.0 L) Tuned Port Injection V8 305 cu i (5.0 L) Chevrolet 4-barrel H.O. V8(5-speed only) 1986 305 cu in (5.0 L) Chevrolet 4-barrel H.O. V8(5-speed only) 1987 350 cu in (5.7 L) Chevrolet Tuned Port Injection V8 (only automatically) 1988 305 cu i (5.0 L) Gas Body Injection V8 1989 231 cu in (3.8 L) Buick TurboSequential Port Fuel V6 1990 191 cu i (3.1 L) X Multi-port Fuel injection V6 1991 1992 References ^ JERRY PALMER – GM/CHEVROLET – 2000 CORVETTE HALL OF FAME. Corvette Museum. ^ Gary Witzenburg (October 31, 2011). ^ Chevrolet Camaro: From Challenger to Champion. Car news. ^ Camaro at the International Film Of The Year ( 1997) camaro3rdgen. Archived from the original on 15 February 2010. Retrieved 10 October 2010. ^ Gunnel, John Illustrated Firebird Buyer's Guide Second Edition (Motorbooks International, 1992) p.149 ^ Gunnel, John Illustrated Firebird Buyer's Guide Second Edition (Motorbooks International, 1992) p.152 ^ Gunnel, John Illustrated Firebird Buyer's Guide Second Edition(Motorbooks International, 1992) p. 150 ^ Gunnel, John Standard Catalog of Firebird 1967–2002 (Krause Publications, 2002) p. 97 ^ 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 ^ Gunnel, John Standard Catalog of Firebird 1967–2002 (Krause Publications, 2002) p. 99–101 ^ Knight Rider 2000 – Jay Ohrberg's Hollywood Cars. Retrieved August 27, 2016. ^ Heasley, Jerry Vroom with a view; 1989 Turbo Trans Am Pace Car... Convertible? Muscle Car review February 1990: p.64. Print ^ a b Csere, Csaba 20th anniversary Pontiac Trans Am; Gentlemen, light the tires Car and driver June 1989 Print ^ Motor Trend, June 1989-Volume 41 Number 6 p. 42-47, 50, 54 ^ Flat-out fastest American cars II sequel. Engine Trend June 1989-Volume 41 Number 6: p. 42-47, 50, 54. Press ^ Pontiac Playthings High Performance Pontiac December 1989: p.19-22. Press ^ Heasley, Jerry Vroom with a view; 1989 Turbo Trans Am Pace Car... Convertible? Muscle Car Review February 1990: p.65 ^ Pontiac Historic Services, Letter signed by Jim Mattison, September 21, 2007 ^ American Specialty Cars Inc. Firebird order log, August 21, 1989 ^ Ross, Daniel Charlton Pontiac Formula Firehawk; Genie in the bottle delivers Motor Trend December 1991: p. 50-52. Print External links Phoenix of the Fire Chicken 1987 Pontiac Firebird restoration project Wikimedia Commons has media related to Pontiac Firebird (3rd generation). 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