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SOME GENERAL INFO ABOUT THE PONTIAC FIREBIRD
Pontiac Firebird
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Pontiac Firebird / Firebird Trans Am

Manufacturer General Motors
Production 1967–2002 (Firebird)
1969–2002 (Firebird Trans Am)
Class Pony car, Muscle car
Layout FR layout
Platform F-body
Related Chevrolet Camaro
The Pontiac Firebird was built by the Pontiac division of General Motors between 1967 and 2002. The Firebird was introduced the same year as the automaker's platform-sharing model, the Chevrolet Camaro. This coincided with the release of the 1967 Mercury Cougar, which shared its platform with another pony car, the Ford Mustang.
The vehicles were powered by various four-cylinder, six-cylinder, and V8 engines sourced from several GM divisions. While primarily Pontiac-powered until 1977, Firebirds were built with several different engines from nearly every GM division until 1982 when GM began to discontinue engines it felt were unneeded and either spread successful designs from individual divisions among all divisions or use new engines of corporate architecture.[1]
Contents  
1 First generation (1967–1969)
1.1 Engines
2 Second generation (1970–1981)
2.1 Engines
3 Third generation (1982–1992)
3.1 Styles
3.2 Engines
3.3 Engines
4 Fourth generation (1993–2002)
4.1 1993
4.2 1994
4.3 1995
4.4 1996
4.5 1997
4.6 1998
4.7 1999
4.8 1998–2002
4.9 Engines
5 Firebird Trans Am
5.1 Engines
5.1.1 First generation
5.1.2 Second generation
5.1.3 Third generation
5.1.4 Fourth generation
6 Performance (Firebird / Firebird Trans Am)
7 Racing
8 References
9 External links
First generation (1967–1969)

First generation

Production 1967–1969 (Firebird)
1969 (Trans Am)
Assembly Lordstown, Ohio, United States
Norwood, Ohio, United States
Body style 2-door coupe
2-door convertible
Layout FR layout
Platform F-body
Engine 230 cu in (3.8 L) Pontiac OHC I6
326 cu in (5.3 L) Pontiac V8
350 cu in (5.7 L) Pontiac V8
400 cu in (6.6 L) Pontiac V8
Wheelbase 108.1 in (2,746 mm) (1967)
Length 188.8 in (4,796 mm) (1967)
Width 72.6 in (1,844 mm) (1967)
Height 51.5 in (1,308 mm) (1967)[2]
Related Chevrolet Camaro (first generation)

1968 Pontiac Firebird coupe

1969 Pontiac Trans Am
The first generation Firebirds had a characteristic Coke bottle styling. Unlike its cousin, the Chevrolet Camaro, its bumpers were integrated into the design of the front end and its rear "slit" taillights were inspired by the 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, who had initially wished to produce a two-seat sports car of its own design, based on the original Banshee concept car. However, GM feared such a vehicle would directly compete with Chevrolet's Corvette, and the decision was made to give Pontiac a piece of the pony car market by having them share the F-body platform with Chevrolet.
The base model Firebird came equipped with the OHC inline-6 and a single-barrel carburetor. The next model, the Sprint, had a four-barrel carburetor, developing 215 hp (160 kW). Most buyers opted for one of the V8 engines: the 326 CID (5.3 L) with a two-barrel carburetor producing 250 hp (186 kW); the "H.O." (High Output) engine of the same displacement, but with a four-barrel carburetor and producing 285 hp (213 kW); or the 400 CID (6.6 L) from the GTO with 325 hp (242 kW). A "Ram Air" option was also available in 1968, providing functional hood scoops, higher flow heads with stronger valve springs, and a different camshaft. Power for the Ram Air package was the same as the conventional 400 H.O., but the engine peaked at a higher RPM. The 230 CID (3.8 L) engines were subsequently replaced by 250 CID (4.1 L) ones, the first developing 175 hp (130 kW) using a single-barrel carburetor, and the other 215 hp (160 kW) with a four-barrel carburetor. Also for the 1968 model, the 326 CID (5.3 L) engine was replaced by one with a displacement of 350 CID (5.7 L). An "H.O." version of the 350 CID with a revised cam was also offered starting in that year, developed 320 hp (240 kW). Power output of the other engines was increased marginally. In 1969, a $725 optional handling package called the "Trans Am Performance and Appearance Package,", named after the Trans Am Series, which included a rear spoiler, was introduced. Of these first "Trans Ams," only 689 hardtops and eight convertibles were made. There was an additional Ram Air IV option for the 400 CID engine during that year, complementing the Ram Air III; these generated 345 and 335 hp (250 kW) respectively. The 350 "H.O." engine was revised again with a different cam and cylinder heads resulting in 330 hp (250 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.[3]
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 blinkers 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. The 1969 model received a major facelift with a new front end design made of an Endura bumper housing the headlights and grilles. 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.
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
1967 230 cu in (3.8 L) Pontiac OHC I6 326 cu in (5.3 L) Pontiac V8 326 cu in (5.3 L) Pontiac H.O. V8 400 cu in (6.6 L) Pontiac V8 400 cu in (6.6 L) Pontiac Ram Air V8
1968 250 cu in (4.1 L) Pontiac OHC I6 350 cu in (5.7 L) Pontiac V8 350 cu in (5.7 L)Pontiac H.O. V8 400 cu in (6.6 L) Pontiac V8 400 cu in (6.6 L) Pontiac H.O. V8 400 cu in (6.6 L) Pontiac Ram Air II V8 (mid-year release)
1969 250 cu in (4.1 L) Pontiac OHC I6 350 cu in (5.7 L) Pontiac V8 350 cu in (5.7 L) Pontiac H.O. V8 400 cu in (6.6 L) Pontiac V8 400 cu in (6.6 L) Pontiac H.O. Ram Air III V8 400 cu in (6.6 L) Pontiac Ram Air IV V8
Second generation (1970–1981)

Second generation

a 1974-1976 model
Production 1970–1981 (all models)
Assembly Van Nuys, California, United States
Norwood, Ohio, United States
Body style 2-door coupe
Layout FR layout
Platform F-body
Engine 231 cu in (3.8 L) V6
250 cu in (4.1 L) I6
265 cu in (4.3 L) Pontiac V8
301 cu in (4.9 L) Pontiac V8
301 cu in (4.9 L) Pontiac turbo V8
305 cu in (5.0 L) Chevrolet V8
350 cu in (5.7 L) Oldsmobile V8
350 cu in (5.7 L) Pontiac V8
400 cu in (6.6 L) Pontiac V8
403 cu in (6.6 L) Oldsmobile V8
455 cu in (7.5 L) Pontiac V8
Transmission 3-speed manual
4-speed manual
3-speed automatic
Wheelbase 108.2 in (2,748 mm) (1978)[4]
Length 196.8 in (4,999 mm) (1978)
Width 73.4 in (1,864 mm) (1978)
Height 49.3 in (1,252 mm) (1978)
Related Chevrolet Camaro (second generation)

1971 Pontiac Trans Am

1974 Firebird Formula

1976 Pontiac Trans Am

Pontiac Trans Am 1977

1978 Firebird Trans Am Special Edition

1981 Pontiac Turbo Trans Am
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.[5]
Trims
Firebird
Firebird Esprit
Firebird Formula
Firebird Trans-Am
Firebird Trans-Am WS6
Firebird Skybird
Firebird Redbird
Firebird Yellowbird
Special versions
Black Special Edition (often called 'Bandit' editions)
Gold Special Edition
Macho Trans-Am (Package offered only by the dealership Mecham Pontiac in Glendale, AZ).[6]
1976 50th (Pontiac) Anniversary Edition
1979 10th (Trans Am) Anniversary Edition
1980 Pace Car Indy 500 Edition (turbo Trans Am)
1981 NASCAR Edition (turbo Trans Am).[7]
Replacing the "Coke bottle" styling was a more "swoopy" body style, with 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.
There were two Ram Air 400 cu in (6.6 L) engines for 1970: the 335 hp (250 kW) Ram Air III (366 hp (273 kW) in GTO) and the 345 hp (257 kW) Ram Air IV (370 hp (280 kW) in GTO) that were carried over from 1969. The difference between the GTO and Firebird engines was the secondary carburetor linkage which prevented the rear barrels from opening completely. Bending the linkage to allow full carburetor operation resulted in identical engine performance.
Curb weights rose dramatically in the 1973 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 (1,750 kg) in their first year of production (1973 model year).
The 455 engine available in the second generation Firebird Trans Am was arguably the last high-performance engine of the original muscle car generation. The 455 cu in (7.5 L) engine made its first appearance in the Firebird in 1971 as the 455-HO, which continued through the 1972 model year. 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 4-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 Skip 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 (advertised and 7.9:1 actual) yielded 290 SAE net horsepower. It should also be noted that production SD455 cars did not have funtional hood scoops, while the "pre-production" test cars did.*
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 rated 290 SAE net horsepower figure. (An original rating of 310 SAE net horsepower had been assigned to the SD455, though that rating was based on the emissions non-compliant "pre-production" engines, as discussed 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. 1974 model year production literature listed the specifications of the production engine (290 SAE net horsepower).
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, Mr. 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.* (*May, 2005 issue of HIGH PERFORMANCE PONTIAC Magazine). Regrettably, that proved to be impossible due to the emissions regulations of the era.[8]
During a 1972 strike, the Firebird (and the sister F-body Camaro) were nearly dropped.[9] Pontiac offered the 455 through the 1976 model year, but tightening restrictions on vehicle emissions guaranteed its demise. Thus, the 1976 Trans Am was the last of the "Big Cube Birds," with only 7,100 units produced with the 455 engine.
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 hp (130 kW) to 225 hp (168 kW) 400 cu in (6.6 L) V8 engines, as well as the 455 cu in (7.5 L) produced 215 hp (160 kW) or 250 hp (190 kW), while the SD-455 produced 290 hp (220 kW). The 400, 455, and SD-455 engines were offered in the Trans Am and Formula models during 1974
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 were no longer available in 1975. The 400 was standard in the Trans Am and the 455 was optional for both 1975 and 1976 models.
In 1976, Pontiac celebrated their 50th Anniversary, and a special edition of the Trans Am was released. Painted in black with gold accents, this was the first anniversary Trans Am package and the first production Black and Gold special edition. In 1977, Pontiac offered the T/A 6.6 Litre 400 (RPO W72) rated at 200 hp (150 kW), as opposed to the regular 6.6 Litre 400 (RPO L78) rated at 180 hp (130 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.
A distinctive, slant-nose facelift occurred in 1977, redone somewhat in 1979. From 1977 to 1981, the Firebird used four square headlamps, while the Camaro continued to retain the two round headlights that had previously been shared by both Second Generation designs. The 1977 Trans-Am Special Edition became famous after being featured in Smokey and the Bandit. Later on the 1980 Turbo model was used for Smokey and the Bandit II.

Trans Am hood, 1978
Beginning in 1978, Pontiac engineers reversed years of declining power by raising the compression ratio in the Pontiac 400 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) (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 marked the 10th Anniversary of the Trans Am, and a special anniversary package was made available: silver paint lower paint (with gray upper paint accents) with a silver leather interior. The 10th Anniversary cars also featured a special Firebird hood decal, which 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 Pontiac 400 engine (and coupled with the 4 speed Borg Warner Super T-10 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 403 cars). In 1979 Pontiac sold 116,535 Trans Ams which still holds the record to this day.
Up until the 1979 models, the performance of 400-equipped Firebirds could still be brought up to pre-1970 levels by disabling emissions equipment- removing the catalytic converter and blocking off the exhaust gas recirculation system- and opening up the block off plate to make the hood scoop functional. However, in 1980, due to ever-increasing emissions restrictions, Pontiac dropped all of its large displacement engines.[10]
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.
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.
Engines
1970 250 cu in (4.1 L) I6 350 cu in (5.7 L) Pontiac V8 400 cu in (6.6 L) Pontiac V8 400 cu in (6.6 L) Pontiac Ram Air III V8 400 cu in (6.6 L) Pontiac Ram Air IV V8
1971 250 cu in (4.1 L) I6 350 cu in (5.7 L) Pontiac V8 400 cu in (6.6 L) Pontiac V8 455 cu in (7.5 L) Pontiac V8 455 cu in (7.5 L) Pontiac H.O. V8 (low compression)
1972 250 cu in (4.1 L) I6 350 cu in (5.7 L) Pontiac V8 400 cu in (6.6 L) Pontiac V8 455 cu in (7.5 L) Pontiac V8 455 cu in (7.5 L) H.O. (low compression)
1973 250 cu in (4.1 L) I6 350 cu in (5.7 L) Pontiac V8 455 cu in (7.5 L) Pontiac V8 455 cu in (7.5 L) Pontiac H.O. V8 455 cu in (7.5 L) S.D. V8
1974 250 cu in (4.1 L) I6 350 cu in (5.7 L) Pontiac V8 400 cu in (6.6 L) Pontiac V8 455 cu in (7.5 L) Pontiac V8 455 cu in (7.5 L) Pontiac H.O. V8 455 cu in (7.5 L) Pontiac S.D. V8
1975 250 cu in (4.1 L) I6 350 cu in (5.7 L) Pontiac V8 400 cu in (6.6 L) Pontiac V8 455 cu in (7.5 L) Pontiac V8
1976 250 cu in (4.1 L) I6 350 cu in (5.7 L) Pontiac V8 400 cu in (6.6 L) Pontiac V8 455 cu in (7.5 L) Pontiac V8
1977 231 cu in (3.8 L) V6 301 cu in (4.9 L) Pontiac V8 305 cu in (5.0 L) Chevrolet V8 350 cu in (5.7 L) Pontiac V8 400 cu in (6.6 L) Pontiac V8 403 cu in (6.6 L) Oldsmobile V8
1978 231 cu in (3.8 L) V6 301 cu in (4.9 L) Pontiac V8 305 cu in (5.0 L) Chevrolet V8 350 cu in (5.7 L) Pontiac V8 400 cu in (6.6 L) Pontiac V8 403 cu in (6.6 L) Oldsmobile V8
1979 231 cu in (3.8 L) V6 301 cu in (4.9 L) Pontiac V8 305 cu in (5.0 L) Chevrolet V8 350 cu in (5.7 L) Pontiac V8 400 cu in (6.6 L) Pontiac V8 403 cu in (6.6 L) Oldsmobile V8
1980 265 cu in (4.3 L) Pontiac V8 301 cu in (4.9 L) Pontiac V8 305 cu in (5.0 L) Chevrolet V8 (automatic only) 301 cu in (4.9 L) Pontiac turbo V8
1981 265 cu in (4.3 L) Pontiac V8 301 cu in (4.9 L) Pontiac V8 305 cu in (5.0 L) Chevrolet V8 (4-speed only) 301 cu in (4.9 L) Pontiac turbo V8
Third generation (1982–1992)

Third generation

Production 1982–1992
Assembly Van Nuys, California, United States
Norwood, Ohio, United States (through 1987)
Body style 3-door hatchback coupe, 2-door convertible
Layout FR layout
Platform F-body
Engine 151 cu in (2.5 L) Pontiac I4
173 cu in (2.8 L) "X" V6
191 cu in (3.1 L) "X" V6
231 cu in (3.8 L) Buick Turbo V6
305 cu in (5.0 L) Chevrolet V8
350 cu in (5.7 L) Chevrolet V8
Transmission 3-speed automatic
4-speed automatic
4-speed manual
5-speed manual
Wheelbase 101 in (2,565 mm)
Length 1990–92 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)
Width 72.4 in (1,839 mm)
Height 49.7 in (1,262 mm)
Related Chevrolet Camaro (third generation)
Main article: Pontiac Firebird (third generation)

1991 Firebird convertible with restyled nose
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 4-cylinder Firebird that would provide 34 miles per gallon.[11] 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. (Little did they know that by 1989 the fastest American car on the market would be a Firebird.[12])
The Firebird and Camaro were completely redesigned for the 1982 model year, with the windshield slope set at 62 degrees, (about 3 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 3rd Gen Firebird from its both its Camaro sibling and its prior form; (a styling characteristic carried into the 4th Gen's design). In addition to being about 500 lbs (227 kg) lighter than the previous 2nd Gen design, the 3rd Generation Firebird 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.
Styles
Firebird-(I4/V6/V8)-Series 2FS (1982–86)
Firebird-(V6/V8)-Series 2FS (1987)
Firebird-Series 2F-(V6/V8) (1988)
Firebird Special Edition (S/E)-(V6/V8)-Series 2FX (1982–86)
Formula Firebird-(V6/V8)-Series 2FS (1987)
Formula Firebird-Series F/S-(V8) (1988)
Firebird Trans Am-(V8)-Series 2FW (1982–87)
Firebird Trans Am-Series F/W-(V8) (1988)
Firebird Recaro Trans Am-(V8)-Series 2FW/Y84 (1982–84)
Firebird Trans Am GTA-(V8)-Series 2FW (1987)
Firebird Trans Am GTA-Series F/W-(V8) (1988)
Firebird 25th Anniversary Daytona 500 Limited Edition Trans Am-(V8)-Series 2FW (1983)
Firebird 15th Anniversary Trans Am-(V8)-Series 2FW (1984)[13]
Engines
Pontiac I4 [RPO LQ9] (1982–86): Overhead valves. Cast-iron block. Displacement: 151 cid (2.5 L). Bore & stroke: 4.0 x 3.0 in. Compression ratio: (8.2:1: 1982-83), (9.0:1: 1984-86). Brake horsepower: (90: 1982), (90-94: 1983) -at- 4000 rpm, (92 -at- 4000-4400 rpm: 1984), (88 -at- 4400 rpm: 1985-86). Torque: (134: 1982), (132-135: 1983) ft/lbs -at- 2400 rpm, (132–134 ft/lbs -at- 2800 rpm: 1984-86). Hydraulic valve lifters. Induction: Throttle-body fuel-injected. VIN Code: (2: 1982, 84-86), (R: 1983). (Standard in base Firebird and available only in base Firebird: 1986).
Chevrolet EFI V6 [RPO LB8] (1985–88): Overhead valves. Cast-iron block. Displacement: 173 cid (2.8L: 1988). Bore & stroke: 3.5 x (3.0: 1985-87), (2.99: 1988) in. Compression ratio: (8.5:1: 1985, 88), (8.9:1: 1986-87). Brake horsepower: 135 -at- (5100: 1985-87), (4900: 1988) rpm. Torque: (160–165 ft/lbs -at- 3600 rpm: 1985-87), (160 ft/lbs -at- 3900 rpm: 1988). (Hydraulic valve lifters: 1985-87). Fuel system: (Electronic fuel injection: 1986), (Electronic multi port fuel injection: 1987), (EFI/TBI: 1988). VIN Code: (H: 1985), (S: 1986-88). (Standard in Firebird S/E. Optional in base Firebird. Not available in Trans Am: 1986), (Standard with 5-speed manual transmission in base Firebird. Available with 4-speed automatic transmission in base Firebird: 1987), (Standard in base Firebird. Produced in U.S., Canada, or Mexico: 1988).
Chevrolet V6 [RPO LC1] (1982–84): Overhead valves. Cast-iron block. Displacement: 173 cid. Bore & stroke: 3.5 x 3.0 in. Compression ratio: 8.5:1. Brake horsepower: (105: 1982), (107: 1983-84) -at- 4800 rpm. Torque: (142 ft/lbs -at- 2400 rpm: 1982), (145 ft/lbs -at- 2100 rpm: 1983-84). Hydraulic valve lifters. Carburetion: 2-barrel (Rochester E2SE: 1983-84). VIN Code: (S: 1982), (X: 1983), (1: 1983-84).
Chevrolet H.O. V6 [RPO LL1] (1983–84): Overhead valves. Cast-iron block. Displacement: 173 cid. Bore & stroke: 3.5 x 3.0 in. Compression ratio: 8.9:1. Brake horsepower: 125 -at- 5400 rpm. Torque: 145 ft/lbs -at- 2400 rpm. Hydraulic valve lifters. Carburetion: 2-barrel Rochester E2SE. VIN Code: (Z: 1983), (L: 1984).
Chevrolet 305 V8 [RPO LG4]: Overhead valves. Cast-iron block. Displacement: 306 cid. Bore & stroke: 3.74 x 3.48 in. Compression ratio: (8.6:1: 1982-84), (9.5:1: 1985-87). Brake horsepower: (145: 1982), (150: 1983-84), (155: 1986) -at- 4000 rpm, (160: 1985), (155: 1987) -at- 4200 rpm. Torque: 240 ft/lbs -at- (2000 rpm: 1982), (2400 rpm: 1983-84), (250 -at- 2400 rpm: 1985), (235–245 ft/lbs -at- 2000-2400 rpm: 1986-87). Hydraulic valve lifters. Carburetion: 4-barrel (Rochester E4ME: 1983-87). (EFI: 1983-84). VIN Code: H. (Standard in Trans Am. Optional in base Firebird and Firebird S/E: 1986), (Standard with 5-speed manual transmission in base Firebird V8, Formula and Trans Am: 1987).
Chevrolet H.O. 305 V8 [RPO L69] (Late 1983 - Early 86): Overhead valves. Cast-iron block. Displacement: 306 cid. Bore & stroke: 3.74 x 3.48 in. Compression ratio: 9.5:1. Brake horsepower: 190 -at- 4800 rpm. Torque: 240 ft/lbs -at- 3200 rpm. Hydraulic valve lifters. Carburetor: 4-barrel. VIN Code: G and was a Trans Am Only Option. Came Standard on the Y84 1984 Recaro Edition Trans Am SE and 1984 15th Anniversary T/A
Chevrolet V8 [RPO LB9] (1985–87) Overhead valves. Cast-iron block. Displacement: 306 cid. Bore & stroke: 3.74 x 3.48 in. Compression ratio: 9.5:1. Brake horsepower: (205: 1985-86), (165: 1987) -at- 4400 rpm. Torque: (275 ft/lbs -at- 3200 rpm: 1985-86), (235 ft/lbs -at- 2000 rpm: 1987). Hydraulic valve lifterskjkj;;;jkl. Induction: (Electronic tuned port fuel injection: 1985-86), (Multi-port fuel injection: 1987). VIN Code: (F: 1985-86), (8: 1987). (Optional in Trans Am only: 1986), (Available with 5-speed manual transmission in Formula or Trans Am. Available as a delete option in the Trans Am GTA: 1987).
Chevrolet 305 V8 [RPO LU5] (1982–84): Overhead valves. Cast-iron block. Displacement: 306 cid. Bore & stroke: 3.74 x 3.48 in. Compression ratio: 9.5:1. Brake horsepower: (165: 1982), (175: 1983) -at- 4200 rpm, (190 -at- 4800 rpm: 1984). Torque: 240 ft/lbs -at- (2400 rpm: 1982, 3200 rpm: 1984), (250 ft/lbs -at- 2800 rpm: 1983). Hydraulic valve lifters. (Induction: Crossfire fuel injection (EFI): 1982-83). (Carburetion: 4-barrel: 1984). VIN Code: (7: 1982-83), (G: 1984).
Chevrolet 350 V8 [RPO L98] (1987): Overhead valves. Cast-iron block. Displacement: 350 cid. Bore & stroke: 4.00 x 3.48 in. Compression ratio: 9.5:1. Brake horsepower: 210 -at- 4000 rpm. Torque: 315 ft/lbs -at- 3200 rpm. Hydraulic valve lifters. Induction: Tuned port fuel injection. VIN Code: F. Includes roller valve lifters, a hardened steel camshaft, fast-burn combustion chambers, a remote-mounted coil, dual cooling fans, a low-profile air-induction system with aluminum plenum and individual tuned runners, an extruded dual fuel rail assembly with computer-controlled fuel injectors and a special low-restriction exhaust system. Limited-interim availability as base engine in the Trans Am GTA; optional in Formula Firebird and regular Trans Am.[14]
Engines
Main article: Pontiac Firebird (third generation)#Engines
Fourth generation (1993–2002)

Fourth generation

Production 1993–2002
Body style 3-door hatchback coupe
2-door convertible
Layout FR layout
Platform F-body
Engine 3.4 L (207.5 cu in) L32 V6
3.8 L (231.9 cu in) Buick V6
5.7 L (347.8 cu in) LT1 V8
5.7 L (347.8 cu in) LS1 V8
Transmission THM 4L60 4-speed automatic (1993)
THM 4L60E 4-speed automatic (1994-2002)
Borg Warner T-5 5-speed manual (V6 engine)
Borg Warner T56 6-speed manual (V8 engine)
Wheelbase 101.1 in (2,568 mm)
Length 1993–1997 Firebird: 195.6 in (4,968 mm)
1998–2002 Firebird: 193.3 in (4,910 mm)
1993–1997 Trans Am: 197 in (5,004 mm)
1998–1999 Trans Am: 193.8 in (4,923 mm)
2000–2002 Trans Am: 193.7 in (4,920 mm)
Width 1993–1997: 74.5 in (1,892 mm)
1998–2002: 74.4 in (1,890 mm)
Height 1993–1999 Firebird 52 in (1,321 mm)
2000–2002 Firebird: 51.2 in (1,300 mm)
1993–1995 Trans Am: 51.7 in (1,313 mm)
1996–1999 Trans Am: 52 in (1,321 mm)
2000–2002 Trans Am: 51.8 in (1,316 mm)
1993-1999 Firebird Convertible: 52.7 in (1,339 mm)
2000–2002 Firebird Convertible 51.8 in (1,316 mm)
1994–1999 Trans Am Convertible: 52.4 in (1,331 mm)
Curb weight 3,440 lb (1,560 kg) (5.7L LS1 Coupe)
3,284 lb (1,490 kg) (5.7L LT1 Coupe)
Related Chevrolet Camaro (fourth generation)
The fourth-generation F-body continued the aerodynamic formula initiated by the previous generation, but saw declining sales. As before, the Camaro kept the exposed headlights and the Firebird its pop-up units, with some minor changes. The overall styling of the Firebird more strongly reflected the "Banshee IV" concept car than the 1991 "face lift" received by the Third Generation model.

1993–1997 Trans Am Convertible

1996 Firebird Formula with functional "Ram Air" hood

The 1999 30th Anniversary Trans Am

Joe Aquilante on the front stretch of Pocono Raceway 1999, to become SCCA National Champ in T-1
1993
From 1993 until 1995 (1995 non-California cars), Firebirds received a 3.4 L V6 with 160 hp (120 kW), or the 5.7 L 275 hp (205 kW) LT1 V8. The 1993 Firehawk (only available in Formula trim for 1993–1997) received the SLP package with a functional hood scoop and other performance enhancements that increased power to 300 hp (220 kW). Only 201 were built for 1993, with the same engine as in the 1993 Corvettes. The LT1 in the Formula and Trans Am was very similar to the one in the Corvette C4 except with 2-bolt mains and a more restrictive intake/exhaust system. The 1993 model year V6 models had angular cable driven throttle body units that later changed in 1994 to multi-port fuel injection.
1994
The 1994 model year marked the 25th anniversary of the Trans Am, and another Anniversary Edition was released, painted white with a single blue stripe down the center of the vehicle that was reminiscent of the 1970 Trans Am. It was also the debut of the 4L60e 4-speed electronically controlled automatic transmission in the F-body, which took the place of the non-electronic 700R4. Beginning in 1994, the engine used a "MAF" (mass air-flow) system in the air intake, rather than the "speed density" setup on the 1993 cars. 1994 was also the first year the 4th generation convertible was available.
Trans am "GT" package
In 1994 only, a "Trans am GT" option was available. Trans am GT's received T-tops, High rise spoiler, Z-rated tires, and a 155 mph spedometer. Non-GT optioned Trans am's in 1994 received a low-rise spoiler (the same found on v6/formula firebirds) as well as a 110 mph spedometer, no t-tops, and a much lower top-speed limiter. All of the 1994 Trans am "GT" options became standard in 95-02 as part of the Trans Am package, and the GT name/package was dropped for 1995. Some later (1995+) Trans am and Formula Firebird will list "GT" on the vehicles 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). To cover all of the bases, titles and registrations often list all of the packages, but it does not mean the car is equipped with any certain package. To decipher packages on a particular vehicle, RPO codes must be researched.
1995
The 1995 models were the same as those of previous years, but traction control (ASR: Acceleration Slip Regulation) was now available. The steering wheel was also changed. It was borrowed from the Grand Prix. 1995 was the first year of the vented version of the opti-spark distributor on F-body's. The optional Firehawk performance package, still available this year (since 1993), included suspension upgrades, a functional ram air hood, 17" wheels with 275/40 tires, as well as a freer intake/exhaust similar to that on the Chevrolet Corvette, supplying 315 hp, but this package was seldom ordered. 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 are still there for 1996 and 1997 Formula and Trans Am.
1996
The mid-1995 and later models had a 200 hp 3.8 L V6 as the base engine, and the power rating of the LT1 had been raised to 285 in 1996, due to a new dual catalytic converter exhaust system. 1996 was also the first year of the OBD2 computer system.
1996 was the first year the WS6 Performance Package was made available on 4th generation (93-02) Firebirds. For 1996 (and 1997) The WS6 Package was available on both the Formula and Trans am. The WS6 package included a larger 32mm front swaybar (base V8's being 30mm), a functional ram-air hood (similar to that of the 93-97 Firehawk, but with slightly different styling in the hood, and smaller air filter than the Firehawk), 17"x9" Wheels with 275/40 tires, and a WS6 Badge. Optional Bilstein Shocks were available, but not standard on the WS6 package.
1997
While there where no major changes to the '97 models from the previous year, a special edition LT4 Firehawk was available this year. With only 29 produced, the LT4 Firehawk used the same 330 hp, balanced and blue-printed LT4 engine found in the manual transmission 1996 Corvette. The 1997 Firehawk LT4 model, made by SLP Performance Parts and sold through Pontiac dealerships, had 330 hp (243 kW) and 340 lb•ft (459 Nm) of torque.
1998
In 1998, the Firebird received a "face lift" dominated by a new front fascia (now with four pop-up headlights) as well as other modifications, the most significant of which was the introduction of the latest Corvette small block V8 engine, the LS1. Initially, the color "Bright Purple Metallic" had been available, however it was discontinued due to poor sales. The color was replaced with "Navy Blue Metallic," but not before a total of 12 Trans Am models with the WS6 Ram Air package (10 coupés and two convertibles) made it out of the factory dressed in "Bright Purple Metal". How ever in 1998 only 255 Formula Firebirds with the WS6 package were made and sold making them highly sought after now by true collectors.
1999
The Big 3-0 A new 30th Anniversary Limited Edition Trans Am added a little distinction to the 1999 Firebird offerings. Otherwise, there were only minor changes. Formulas and Trans Ams now had a four-speed automatic transmission as standard equipment. Buyers could choose from it or a six-speed manual, which had a Hurst shifter. Traction control was available on V-6 Firebirds. Specific V-6 Firebirds also got a Torsen II slip-reduction rear axle as standard equipment. An Electronic Brake Force Distribution system and solenoid-based Bosch anti-lock brake system enhanced stopping capabilities. Also new was an upgraded sensing and diagnostic module to improve the passenger-protection system.
COLORS 10=Artic White, 11=Pewter Metallic, 13=Silver Metallic, 20=Medium Blue Metallic, 28=Navy Blue Metallic, 31=Bright Green Metallic, 41=Black, 79=Blue-Green Chameleon and 81=Bright Red.
Firebird – Series F/ V6 The availability of GM's Traction Control system was extended to the V-6-powered Firebirds this year. All Firebirds with V-8 and some with a V-6 had a Zexel Torsen II slip-reduction rear axle. An Electronic Brakeforce Distribution (EBD) system replaced the old hydraulic proportioning valve for improved brake performance. Also new was a solenoid-based Bosch antilock braking system. 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. Standard equipment for the Firebird coupe included extensive acoustical insulation, dual front airbags, air conditioning, a black fixed-mast antenna at right rear, a brake/transmission shift interlock safety feature (with automatic transmission), power four-wheel disc brakes with four-wheel ABS, the UPC L36 3800 Series II 200 hp SFI V-6 engine, cruise control, electric rear- and side-window defoggers, Solar-Ray tinted glass, instrumentation (including electric analog speedometer, tachometer, odometer, coolant temperature indicator, oil pressure gauge, voltmeter and LED trip odometer), sport exterior mirrors (left-hand remote controlled, right-hand manual), a day/night inside rearview mirror with reading lamps, left- and right-hand covered visor-vanity mirrors, a Delco AM/FM stereo ETR radio and cassette (with seven-band graphic equalizer, touch control, search-and-replay, Delco TheftLock, clock, seek up/down, remote CD pre-wiring and four-speaker coaxial sound system), reclining front bucket seats, four-way driver and passenger front seat manual adjusters, a rear two-passenger folding seat, a four-spoke sport tilt steering wheel with adjustable column, the PASS-Key II theft-deterrent system, P215/60R16 touring tires with a high-pressure compact spare, the UPC MM5 five-speed manual transmission, controlled-cycle windshield wipers and bright silver 16-in. five-spoke cast-aluminum wheels. Model Number: F/S; Body/Style Number: 87, 67; Body Type & Seating: 2d hatchback, convertible-4P; Factory Price: $18,700, $25,320; Shipping Weight: 3,340, 3,465 lbs.; Production Total: 17,170, 1,245.[15]
1998–2002
For 1998–2002 Pontiac used the same heavy duty brakes, steering ratios, fuel pumps and shocks (non-WS6) on both V6 and V8 models.
The all-aluminum 5.7 L V8 engine was sourced from the Corvette C5, and produced 305 hp (227 kW) at 5,200 rpm; 335 lb•ft (454 N•m) at 4,000 rpm, (310 after 2000) or 320 hp (325 after 2000) in the WS-6 "Ram Air" version. In 2001 and 2002, models equipped with a V8 received the high-flow LS6 intake manifold and a high-performance clutch. A Firehawk model, produced by SLP and sold through Pontiac dealerships, had 330 hp (335 after 2000, 345 in late 2002 models equipped with the optional Blackwing intake. The V6-equipped Firebirds were rated at 205 hp (153 kW)[citation needed].
Engines
1993 3.4 L (207.5 cu in) L32 V6 5.7L 350 CID LT1 V8 (iron block, aluminum heads)
1994 3.4 L (207.5 cu in) L32 V6 5.7L 350 CID LT1 V8 (iron block, aluminum heads)
1995 3.4 L (207.5 cu in) L32 V6 3.8 L (231.9 cu in) L36 V6 (California Only) 5.7L 350 CID LT1 V8 (iron block, aluminum heads)
1996 3.8 L (231.9 cu in) L36 V6 5.7L 350 CID LT1 V8 (iron block, aluminum heads)
1997 3.8 L (231.9 cu in) L36 V6 5.7L 350 CID LT1 V8 (iron block, aluminum heads) 5.7L 350 CID LT4 V8 (iron block, aluminum heads) in Firehawk by SLP
1998 3.8 L (231.9 cu in) L36 V6 5.7L 346 CID LS1 V8 (aluminum block and heads)
1999 3.8 L (231.9 cu in) L36 V6 5.7L 346 CID LS1 V8 (aluminum block and heads)
2000 3.8 L (231.9 cu in) L36 V6 5.7L 346 CID LS1 V8 (aluminum block and heads)
2001 3.8 L (231.9 cu in) L36 V6 5.7L 346 CID LS1 V8 (aluminum block and heads)
2002 3.8 L (231.9 cu in) L36 V6 {5.7L 346 CID} LS1 V8 (aluminum block and heads)
Firebird Trans Am

Pontiac Firebird Trans Am

Manufacturer General Motors
Production 1969–2002
Class Pony car, Muscle car
Body style 2-door convertible 1969, 1987–1989 Pontiac sanctioned special edition, 1991–1992, 1994–2002
2-door coupe 1969–1981
Layout FR layout
Platform F-body

1972 Pontiac Trans Am

1974 Pontiac Trans Am

1978 Pontiac Trans Am

1981 Pontiac Turbo Trans Am

1987 Pontiac Trans Am

A modified 3rd generation Trans Am used as KITT.

1989 20th Anniversary Turbo Trans Am Convertible (TTA) (0–60 4.6 sec, 1/4 mile 13.4 sec, top speed 162)
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. In using the name Trans Am, a registered trademark, GM agreed to pay $5 per car sold to the SCCA.[16] 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 and the 1980 movie Smokey and the Bandit II. 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 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 bhp (205 kW) and 325 bhp (242 kW).The Trans AM GTA (Grand Turismo Americano) was an options package available on the Firebird Trans Am which added Gold 16 inch diamond spoke allow 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' 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 (Tuned Port Injection) 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 fastest TA Originally conceived by Bill Owen of Pontiac, the 20th Anniversary Turbo Trans Am project was outsourced to PAS, Inc., an engineering firm led by Jeff Beitzel. Beitzel and his team did most of the TTA development work. The V6 turbo 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 actual 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 TAs were manufactured. Firebird Trans Am GTA (Third Generation F-body)
Recording and performing artist Ke$ha has mentioned her own gold Trans Am in several of her songs, including "Take It Off", "Thinking of You" and the ultimate Trans Am tribute song, "Gold Trans Am", a bonus track from the deluxe edition of her second studio album Warrior.
Engines
First generation
1969 400 cu in (6.6 L) Pontiac Ram Air III V8 366 bhp (273 kW) 400 cu in (6.6 L) Pontiac Ram Air IV V8 370 bhp (280 kW) 400 cu in (6.6 L) Pontiac Ram Air V V8 (rare dealer-installed option) 500 bhp (370 kW)
Second generation
1970 400 cu in (6.6 L) Pontiac Ram Air III V8 400 cu in (6.6 L) Pontiac Ram Air IV V8 400 cu in (6.6 L) Pontiac Ram Air V V8 (rare dealer-installed option)
1971 455 cu in (7.5 L) Pontiac H.O. V8
1972 455 cu in (7.5 L) Pontiac H.O. V8
1973 455 cu in (7.5 L) Pontiac V8 455 cu in (7.5 L) Pontiac S.D. V8
1974 400 cu in (6.6 L) Pontiac V8 455 cu in (7.5 L) Pontiac V8 455 cu in (7.5 L) Pontiac S.D. V8
1975 400 cu in (6.6 L) Pontiac V8 455 cu in (7.5 L) Pontiac V8
1976 400 cu in (6.6 L) Pontiac V8 455 cu in (7.5 L) Pontiac V8
1977 403 cu in (6.6 L) Oldsmobile V8 400 cu in (6.6 L) Pontiac W72 V8
1978 403 cu in (6.6 L) Oldsmobile V8 400 cu in (6.6 L) Pontiac W72 V8
1979 301 cu in (4.9 L) Pontiac V8 403 cu in (6.6 L) Oldsmobile V8 400 cu in (6.6 L) Pontiac W72 V8
1980 301 cu in (4.9 L) Pontiac V8 305 cu in (5.0 L) Chevrolet V8 (4-speed only) 301 cu in (4.9 L) Pontiac turbo V8
1981 301 cu in (4.9 L) Pontiac V8 305 cu in (5.0 L) Chevrolet V8 (4-speed only) 301 cu in (4.9 L) Pontiac turbo V8
Third generation
From 1982 on all engines are Chevrolet sourced, unless stated otherwise.
1982 305 cu in (5.0 L) 4 barrel V8 305 cu in (5.0 L) Cross-Fire Injection V8 (First year for fuel injection in Trans Am)
1983 305 cu in (5.0 L) 4 barrel V8 305 cu in (5.0 L) Cross-Fire Injection V8 305 cu in (5.0 L) 4 barrel V8 H.O. (662 were made, all 5-speeds)
1984 305 cu in (5.0 L) 4 barrel V8 305 cu in (5.0 L) 4 barrel H.O. V8 (1500 anniversary edition models were made, 500 of them 5-speed)
1985 305 cu in (5.0 L) 4 barrel V8 305 cu in (5.0 L) Tuned Port Injection V8 305 cu in (5.0 L) 4 barrel H.O. V8 H.O. (5-speed only)
1986 305 cu in (5.0 L) 4 barrel V8 305 cu in (5.0 L) Tuned Port Injection V8 305 cu in (5.0 L) 4 barrel V8 (5-speed only)
1987 305 cu in (5.0 L) 4 barrel V8 305 cu in (5.0 L) Tuned Port Injection V8 350 cu in (5.7 L) Tuned Port Injection V8
1988 305 cu in (5.0 L) Throttle Body Injection V8 305 cu in (5.0 L) Tuned Port Injection V8 350 cu in (5.7 L) Tuned Port Injection V8
1989 305 cu in (5.0 L) Throttle Body Injection V8 305 cu in (5.0 L) Tuned Port Injection V8 350 cu in (5.7 L) Tuned Port Injection V8 231 cu in (3.8 L) Buick Turbo V6
1990 305 cu in (5.0 L) Tuned Port Injection V8 350 cu in (5.7 L) Tuned Port Injection V8
1991 305 cu in (5.0 L) Tuned Port Injection V8 350 cu in (5.7 L) Tuned Port Injection V8
1992 305 cu in (5.0 L) Tuned Port Injection V8 350 cu in (5.7 L) Tuned Port Injection V8
Fourth generation

1993–1997 Trans Am Convertible

The 1999 30th Anniversary Trans Am
1993 {5.7L 350 cu. in.} LT1 V8
1994
1995
1996
1997
1998 {5.7 346 cu. in.} LS1 V8
1999
2000
2001
2002
Performance (Firebird / Firebird Trans Am)

Engine Year(s) Power 0–60 mph Top Speed Comments
400 cu in (6.6 L) Pontiac W72 V8 1979 200 bhp (150 kW) 
6.7 s.
Trans Am model equipped with 400 4-speed manual[17]
305 cu in (5.0 L) LB9 V8 1989–1992 225 bhp (168 kW) 
< 6.6 s.
> 140 mph (230 km/h) Formula model equipped with N10/MM5/GM3 option codes[18]
231 cu in (3.8 L) Buick Turbo V6 1989 250 bhp (190 kW) 
4.6 s.[19]
162 mph (261 km/h)[20] 20th Anniversary Trans Am Pace Car
5.7 L (347.8 cu in) LT1 V8 1993–1997 275 bhp (205 kW)-285 bhp (213 kW) 
5.4 s.
155 mph (249 km/h) (electronically limited)
1996–1997 305 bhp (227 kW) 
5.0 s.
155 mph (249 km/h) (electronically limited) Ram Air
5.7 L (347.8 cu in) LS1 V8 1998–2000 305 bhp (227 kW) (Trans Am), 320 bhp (240 kW) WS.6 
4.9 s.
160 mph (260 km/h) (electronically limited)
2001–2002 305 bhp (227 kW) (Trans Am), 325 bhp (242 kW) WS.6 
4.7 s.
160 mph (260 km/h) (electronically limited)
Racing

Firebirds were used in the Trans-Am series in the 1960s and 1970s. When the Pontiac Trans Am came out, 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 US$5 to the SCCA for every car sold. When the Trans-Am was last seen, model year 2002 Firebirds were in use. Firebirds were used in the IROC Series until it folded after the 2006 season.
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 body 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, would.
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SOME GENERAL INFO ABOUT PONTIAC
Pontiac
From Wikipedia, the free encyclopedia
This article is about the defunct automobile brand. For other uses, see Pontiac (disambiguation).
Pontiac

Former type Division of General Motors
Industry Automotive
Founded 1926
2014 (as a low-cost complement brand as Mitsubishi Motors in emerging markets)
Defunct as 2010 by Finnished
Headquarters Detroit, Michigan, U.S.
Key people Susan Docherty, GMNA Vice President, Buick-Pontiac-GMC
Products Automobiles
Parent General Motors
Website pontiac.com
Pontiac was the United States-based automobile brand established in 1926 as a companion make for General Motors' Oakland. Quickly overtaking its parent in popularity, it supplanted the Oakland brand entirely by 1933 and, for most of its life, became a companion make for Chevrolet. Pontiac was sold in the United States, Canada, and Mexico by General Motors (GM). Pontiac was marketed as the performance division of General Motors for many years, specializing in mainstream performance vehicles. Pontiac was relatively more popular in Canada, where for much of its history it was marketed as a low-priced vehicle.
On April 27, 2009, amid ongoing financial problems and restructuring efforts, GM announced it would discontinue the Pontiac brand by the end of 2010 and focus on four core brands in North America: Chevrolet, Buick, Cadillac and GMC.[citation needed] The last Pontiacs were built in late 2009/early 2010, with the final dealer franchises expiring October 31, 2010. in June 2013, Mitsubishi announced a plan to revive again, when Pontiac reliability would help it gain market share in emerging markets. Pontiac models will be sold in the Philippines, China, Mexico and Turkey in 2014. Mitsubishi Motors, which is controlled by Mitsubishi Group, provides platforms and engineering for Pontiac cars which will be based on Mitsubishi Mirage and Mitsubishi ASX.
Contents  
1 History
1.1 Predecessor Firm, 1907–1908
1.2 1926–1942
1.3 1946–1954
1.4 1955–1960
1.5 1961–1970
1.6 1970–1982
1.7 1982–1988
1.8 1989–1997
1.9 1997–2004
1.10 2005–2010
2 Style trademarks and logo
3 Canadian/Export Models
4 Engines
4.1 Carburetors
5 Models
6 Evolution of Pontiac models
7 See also
8 Notes
9 References
10 External links
11 Further reading
History

This article or section appears to contradict itself. Please see the talk page for more information. (April 2012)
Predecessor Firm, 1907–1908
The Pontiac Spring and Wagon Works was incorporated in July 1899 by Albert G. North and Harry G. Hamilton. By 1905 they had taken over the manufacturing of the Rapid Truck (from the Rapid Motor Vehicle Co.) that had been introduced two years earlier. In 1907 they decided to produce an automobile.
The first Pontiac automobile was introduced that fall by the Pontiac Spring & Wagon Works. It was a highwheeler weighing 1,000 pounds (450 kg) and powered by a two-cylinder water-cooled 12 hp (8.9 kW) engine. A prototype was displayed in October 1907 at an exhibition sponsored by the Carriage Dealers' Association in New York City's Grand Central Palace. In December of the same year several of the new Pontiacs were exhibited at the Chicago Automobile Show. Well received by the press, the car featured final drive by double chain and a friction transmission. The wheelbase was 70 inches (1,800 mm), front wheels 38, with 40s in the rear, and solid tires all-around. The first deliveries were probably made in early 1908.
On Aug. 28, 1907, Edward M. Murphy incorporated the Oakland Motor Co. Murphy is said to have chosen the Oakland name for his automobile venture because the company was located in Oakland County, Michigan. Crosstown rival Pontiac Spring & Wagon Works already was making a high-wheel motor wagon under the Pontiac name. Both companies decided to merge in November 1908 under the name of the Oakland Motor Car Company. The headquarters and manufacturing were in Pontiac, Michigan.
In January 1909, General Motors President William C. Durant purchased a 50% interest in the Oakland Motor Car Company. Later that year GM bought out the other 50% after the unexpected death of Edward M. Murphy at the age of 45.
While related to Oakland, this earlier use of the Pontiac name is not generally considered in the history of the later make.
1926–1942

1928 Pontiac

1936 Pontiac Master Six Coupe
The Pontiac brand was introduced by General Motors in 1926 as the companion marque to GM's Oakland division. Within months of its introduction, Pontiac was outselling Oakland. As a result of Pontiac's rising sales, versus Oakland's declining sales, Pontiac became the only companion marque to survive its parent, with Oakland ceasing production in 1932.

Postcard showing a Pontiac dealer in Oklahoma, ca 1930-1945
Pontiac began by selling cars offering 40 hp (30 kW) 186.7 ci (3.1-liter) (3.25x3.75 in, 82.5x95mm) L-head straight 6-cylinder engines in the Pontiac Chief of 1927; its stroke was the shortest of any American car in the industry at the time. The Chief sold 39,000 units within six months of its appearance at the 1926 New York Auto Salon, hitting 76,742 at twelve months. The next year, it became the top-selling six in the U.S., ranking seventh in overall sales.[1] By 1933, it had moved up to producing the least expensive cars available with straight eight-cylinder (inline eight) engines. This was done by using many components from the 6-cylinder Chevrolet, such as the body. In the late 1930s, Pontiac used the so-called torpedo body of the Buick for one of its models, just prior to its being used by Chevrolet. This body style brought some attention to the marque. An unusual feature of the "torpedo" body exhibition car, was that with push of a button the front half of the car body would open showing the engine and the car's front seat interior.[2] In 1937, the eight-cylinder had a 122 inch wheelbase, while the six-cylinder had a 117 inch wheelbase.[3] On 2 February 1942 a Pontiac was the last civilian automobile manufactured in the United States during World War II, as all automobile factories converted to military production.[4]
For an extended period of time—prewar through the early 1950s—the Pontiac was a quiet, solid car, but not especially powerful. It came with a flathead (side-valve) straight eight. Straight 8s were slightly less expensive to produce than the increasingly popular V8s, but they were also heavier and longer. Additionally, the long crankshaft suffered from excessive flex, restricting straight 8s to a relatively low compression ratio with a modest redline. However, in this application, inexpensive (yet very quiet) flatheads were not a liability.
1946–1954

1948 Pontiac Silver Streak Convertible Coupe
From 1946 to 1948, all Pontiac models were essentially 1942 models with minor changes. The Hydra-matic automatic transmission was introduced in 1948 and helped Pontiac sales grow even though their cars, Torpedoes and Streamliners, were quickly becoming out of date.
The first all-new Pontiac models appeared in 1949. Newly redesigned, they sported such styling cues as lower body lines and rear fenders that were integrated in the rear-end styling of the car.
Along with new styling came a new model. Continuing the Native American theme of Pontiac, the Chieftain line was introduced to replace the Torpedo. These were built on the GM B-Body platform and featured sportier styling than the more conservative Streamliner. In 1950, the Catalina pillarless hardtop coupe was introduced as a "halo" model, much like the Chevrolet Bel Air of the same year.
In 1952, Pontiac discontinued the Streamliner and replaced it with additional models in the Chieftain line built on the GM A-body platform. This single model line continued until 1954 when the Star Chief was added. The Star Chief was created by adding an 11-inch (280 mm) extension to the A-body platform creating a 124-inch (3,100 mm) wheelbase.
The 1953 models were the first to have one-piece windshields instead of the normal two-piece units. While the 1953 and 1954 models were heavily re-worked versions of the 1949-52 Chieftain models, they were engineered to accommodate the V-8 engine that would appear in the all-new 1955 models.
1955–1960

Pontiac Star Chief 1955

1956 Canadian Pontiac Pathfinder Sedan Delivery. 1383 built, not available in USA.
Completely new bodies and chassis were introduced for 1955. A new 173-horsepower (129 kW) overhead valve V-8 engine was introduced. (see Engines section below). Sales increased. With the introduction of this V-8, the six-cylinder engines were discontinued; a six-cylinder engine would not return to the full-size Pontiac line until the GM corporate downsizing of 1977. An overhead-cam six-cylinder engine was used in the Tempest model line starting in 1966, as well as on the Firebird. It was the first mass-produced engine in America utilizing an overhead-camshaft configuration.[5]
In 1956 when Semon "Bunkie" Knudsen became general manager of Pontiac, with the aid of his new heads of engineering, E. M. Estes and John DeLorean, he immediately began reworking the brand's image. One of the first steps involved the removal of the famous trademark "silver streaks" from the hood and deck lid of the 1957 models just weeks before the '57s were introduced. Another step was introducing the first Bonneville—a limited-edition Star Chief convertible that showcased Pontiac's first fuel-injected engine. Some 630 Bonnevilles were built for 1957, each with a retail price of nearly $5800. While new car buyers could buy a Cadillac for that price, the Bonneville raised new interest in what Pontiac now called "America's No. 1 Road Car."

1959 Bonneville from the rear, showing double rear fins
The Bonneville, a sub-series of the Star Chief introduced with the 1957 models, then became its own line. These were built on the 122-inch (3,100 mm) wheelbase of the A-body platform. A 1958 Tri-Power Pontiac Bonneville was the pace car for that year's Indianapolis 500. Also, 1958 was the last year Pontiac Motor Division would bear the "Indian" motif throughout the vehicle.
With the 1959 model year, Pontiac came out with its "Arrowhead" emblem, with the star design in the middle. The "Arrowhead" design ran all the way up the hood from between the split grille, and on Starchief Models, had 8 chrome stars from the emblem design bolted to both sides of the vehicle as chrome trim. Knudsen saw to it that the car received a completely reworked chassis, body and interior styling. Quad headlamps, and a longer, lower body were some of the styling changes.
The Chieftain line was renamed Catalina; Star Chief was downgraded to replace the discontinued Super Chief series, and the Bonneville was now the top of the line, coming equipped with a fuel-injection system. The Star Chief's fourdoor "Vista" hardtop was also shared by the Bonneville. This coincided with major body styling changes across all models that introduced increased glass area, twin V-shaped fins and lower hood profiles. Because of these changes, Motor Trend magazine picked the entire Pontiac line as 1959 Car of the Year. The '59s have a five-inch (127 mm) wider track, because Knudsen noticed the new, wider bodies looked awkward on the carried-over 1958 frames. The new "Wide-Track" Pontiacs not only had improved styling, but also handled better—a bonus that tied into Pontiac's resurgence in the marketplace.
The 1960 models saw a complete reskinning, which removed the tailfins and the distinctive split grille (which Ford copied on the final Edsel models for 1960). Ventura was introduced, a more luxurious hardtop coupe and the Vista 4-door hardtop now being built on the shorter 122-inch (3,100 mm) wheelbase platform, with it falling between the Catalina and Star Chief models. The Ventura featured the luxury features of the Bonneville in the shorter, lighter Catalina body.
1961–1970

1964 Pontiac Bonneville Brougham
The 1961 models were similarly reworked. The split grille returned, as well as all-new bodies and a new design of a perimeter-frame chassis for all its full-size models (something which would be adopted for all of GM's intermediate-sized cars in 1964, and all its full-sized cars in 1965). These new chassis allowed for reduced weight and smaller body sizes. It is interesting to note that the similarly styled Chevrolet still used the radically different "X" frame in the early 1960s.
But a complete departure in 1961 was the new Tempest, one of the three BOP (Buick-Olds-Pontiac) "compacts" introduced that year, the others being the Buick Special and Skylark and Oldsmobile F-85 and Cutlass. Toward the end of the 1961 model year, a fancier version of the Tempest, called "LeMans", was introduced. A mispronunciation of the famous 24 Hours of Le Mans auto race in France was emphasized.
All three were uni-body cars, dubbed the "Y-body" platform, combining the frame and the body into a single construction, making them comparatively lighter and smaller. All three put into production new technology that GM had been working on for several years prior, but the Tempest was by far the most radical. A seven-foot flexible steel shaft, rotating at the speed of the engine, delivered power from the front-mounted engine to a rear-mounted trans-axle through a "torque tube." Because it was curved when installed, the so-called "propeller shaft" was dubbed "rope-shaft." The design's father was none other than DeLorean, and its advantage was twofold: first, the car achieved close to a 50/50 weight balance that drastically improved handling; and second, it enabled four-wheel independent suspension. This was a feature that no other American car could match save the Corvair, as well as eliminating the floor "hump" that usually came with front-engined rear-drive cars.
Though the Tempest's transaxle was similar to the one in the Corvair, introduced the year before, it shared virtually no common parts. GM had planned to launch a Pontiac version of the Corvair (dubbed "Polaris"), but "Bunkie" Knudsen—whose niece had been seriously injured in a Corvair crash—successfully argued against the idea. The Polaris design apparently made it to full-scale clay before it was cancelled. Instead, DeLorean's "rope-shaft" design was green-lighted.
Contemporary rumors of the rope-shaft's demise due to reliability problems are unfounded; the rope-shaft's durability and performance had been proven in tests in full-size Pontiacs and Cadillacs in 1959, and only adapted to a smaller car in 1960. The Tempest won the Motor Trend "Car of the Year" award in 1961—for Pontiac, the second time in three years. DeLorean's vision has been further vindicated by the adoption of similar designs in a slew of modern high-performance cars, including the Porsche 928, the Corvette C5, and the Aston Martin DB9.
Unless customers checked an option, the Tempest's power-plant was a 194.5 Ci inline-slant-four-cylinder motor, derived from the right bank of the venerable Pontiac 389 V8, enabling it to be run down the same production line as the 389, saving costs for both the car's customers and Pontiac. Pontiac engineers ran early tests of this motor by literally cutting off the left bank of pistons and adding counterweights to the crankshaft, and were surprised to find it easily maintained the heaviest Pontiacs at over 90 miles per hour (140 km/h). In production, the engine received a crankshaft designed for just four cylinders, but this didn't completely solve its balance issues. The engine gained the nickname "Hay Baler" because of it tendency to kick violently, like the farm machine, when its timing was off.
The aforementioned Buick 215 V8, was ordered by less than two percent of its customers in the two years it was available, 1961 and 1962. Today, the 215 cars are among the most sought-after of all Tempests. In 1963, Pontiac replaced the 215 with a "new" 326, an iron block mill that had the same external dimensions and shared parts with the 389, but an altered, reduced bore. The car's body and suspension was also changed to be lower, longer and wider. The response was that more than half of the 1963 Tempests and LeMans (separate lines for that one year only) were ordered with the V8, a trend that did not go unnoticed by management. The next year, the performance V8 option was badged as the now-famous GTO. The Tempest's popularity helped move Pontiac into third place among American car brands in 1962, a position Pontiac would hold through 1970. The Buick 215 V8 would remain in production for more than thirty five years, being used by Britain's Rover Group after it had bought the rights to it. GM attempted to buy the rights back, however, Rover wished, instead, to sell the engines directly.
In 1961, Knudsen had moved to Chevrolet and Estes had taken over as general manager. Estes continued Knudsen's work of making Pontiac a performance-car brand. In 1964 John DeLorean replaced Estes as general manager and continued in the same direction. Pontiac capitalized on the emerging trend toward sportier bucket-seat coupes in 1962 by introducing the Grand Prix. Although GM officially ended factory support for all racing activities across all of its brands in January 1963, Pontiac continued to cater to performance car enthusiasts by making larger engines with more power available across all model lines. For 1963, the Grand Prix received the same styling changes as other full-sized Pontiacs such as vertical headlights and crisper body lines, but also received its own squared-off roof-line with a concave rear window, along with less chrome.
For 1964, the Tempest and LeMans' trans-axle design was dropped and the cars were redesigned under GM's new A body platform; frame cars with a conventional front-engine, rear-wheel-drive layout. The most important of these is the GTO, short for "Gran Turismo Omologato," the Italian for "Grand Touring, Homologated" used by Ferrari as a badge to announce a car's official qualification for racing. In spite of a GM unwritten edict against engines larger than 330 Ci in intermediate cars, DeLorean (with support from Jim Wangers from Pontiac's ad agency), came up with the idea to offer the GTO as a dealer option package that included a 389 Ci engine rated at 325 or 348 horsepower (260 kW).
The entire Pontiac lineup was honored as Motor Trend's Car of the Year for 1965, the third time for Pontiac to receive such honors. The February, 1965 issue of Motor Trend was almost entirely devoted to Pontiac's Car of the Year award and included feature stories on the division's marketing, styling, engineering and performance efforts along with road tests of several models.

1969 Pontiac GTO Convertible
Due to the popularity of the GTO option, it was split from being an option on the Tempest LeMans series to become the separate GTO series. On the technology front, 1966 saw the introduction of a completely new overhead camshaft 6-cylinder engine in the Tempest, and in an industry first, plastic grilles were used on several models.
The 1967 model year saw the introduction for the Pontiac Firebird pony car, a variant of the Chevrolet Camaro that was the brand's answer to the hot-selling Ford Mustang. Intermediate sized cars (Tempest, LeMans, GTO) were mildly face-lifted but the GTO lost its Tri-Power engine option though it did get a larger 400 cubic-inch V8 that replaced the previous 389. Full-sized cars got a major facelift with rounder wasp-wasted body lines, a name change for the mid-line series from Star Chief to Executive and a one-year-only Grand Prix convertible. The 1968 Bonneville models copied styling from the Ford Edsel. The front view of the 1959 Edsel and the rear view of the 1958 Edsel bear a striking resemblance. 1968 introduced the Endura 'rubber' front bumper on the GTO, the precursor to modern cars' integrated bumpers, and the first of a series "Ram Air" engines, which featured the induction of cold air to the carburetor(s) for more power, and took away some of the sting from deleting the famous Tri-Power multiple carburetion option from the engine line up. This line culminated in the Ram Air IV and V round port cylinder headed engines. The Ram Air V garnered much auto press publicity, but only a relative few were made available for sale. Full-sized cars and intermediates reverted from vertical to horizontal headlights while the sporty/performance 2+2 was dropped from the lineup.
For 1969, Pontiac moved the Grand Prix from the full-sized lineup into a G-body model of its own based on the A-body intermediate chassis, but with distinctive styling and long hood/short deck proportions to create yet another niche product - the intermediate-sized personal-luxury car that offered the luxury and styling of the higher priced personal cars such as the Buick Riviera and Ford Thunderbird but for a much lower price tag. The new Grand Prix was such a sales success in 1969 as dealers moved 112,000 units - more than four times the number of Grand Prixs sold in 1968. Full-sized Pontiacs were also substantially restyled but retained the same basic under-body structure and chassis that debuted with the 1965 model - in fact the roof-lines for the four-door pillared sedans and Safari wagons were the same as the 1965 models, while the two-door semi-fastback design gave way to a squared-off notch-back style and four-door hardtop sedans were also more squared off than 1967-68 models. The GTOs and Firebirds received the Ram Air options, the GTO saw the addition of the "Judge" performance/appearance package, and the Firebird also got the "Trans Am" package. Although originally conceived as a 303 cubic inch model to compete directly in the Trans Am racing series, in a cost-saving move the Pontiac Trans Am debuted with the standard 400-cubic-inch performance engines. This year also saw De Lorean leaving the post of general manager to accept a similar position at GM's Chevrolet division. His replacement was F. James McDonald.
The 1969 Firebirds received a heavy facelift but otherwise continued much the same as the original 1967 model. It was the final year for the overhead cam six-cylinder engine in Firebirds and intermediates, and the Firebird convertible (until 1991). Production of the 1969 Firebirds was extended into the first three months of the 1970 model year (all other 1970 Pontiacs debuted Sept. 18, 1969) due to a decision to delay the introduction of an all-new 1970 Firebird (and Chevrolet Camaro) until after the first of the year - Feb. 26, 1970 to be exact.
In addition in the late '60s, GM directed their GM and Pontiac divisions to develop concept mini-cars called commuter car for urban drivers. GM developed a gasoline-electric drive hybrid the XP-833 and Pontiac the X-1 a rear wheel mid engine car that was powered by a radical X-shaped aircraft type air-cooled two-stroke radial engine where the standard crankshaft was replaced by a unit called a Scotch yoke. While the GM car was fully tested the Pontiac concept was not. Neither was placed in production.[6]
1970–1982
Increasing insurance and fuel costs for owners coupled with looming Federal emissions and safety regulations would eventually put an end to the unrestricted, powerful engines of the 1960s. Safety, luxury and economy would become the new watch-words of this decade. Engine performance began declining in 1971 when GM issued a corporate edict mandating that all engines be capable of using lower-octane unleaded gasoline, which led to dramatic drops in compression ratios, along with performance and fuel economy. This, coupled with trying to build cars as plush as GM's more luxurious Buicks and Oldsmobiles, contributed to the start of a slow decline of Pontiac in 1971.[7]
In mid-1971 Pontiac introduced the compact, budget-priced Ventura II (based on the third generation Chevrolet Nova). This same year, Pontiac completely restyled its full-sized cars, moved the Bonneville, and replaced it with a higher luxury model named the Grand Ville, while Safari wagons got a new clamshell tailgate that lowered into the body while the rear window raised into the roof.
1971–1976 model full-size station wagons featured a 'Clamshell' design where the rear power-operated glass slid up into the roof as the tailgate (manually or with power assist), dropped below the load floor. The power tailgate, the first in station wagon history, ultimately supplanted the manual tailgate, which required marked effort to lift from storage.
The 1972 models saw the first wave of emissions reduction and safety equipment and updates. GTO was a now sub-series of the LeMans series. The Tempest, was dropped, after being renamed 'T-37' and 'GT-37' for 1971. The base 1972 mid-sized Pontiac was now simply called LeMans.
James MacDonald left the post of general manager to be replaced by Martin J. Caserio in late 1972. Caserio was the first manager in over a decade to be more focused on marketing and sales than on performance.

1973 Pontiac Grand Am, the first model year of the Grand Am

1975 Pontiac Astre
For 1973, Pontiac restyled its personal-luxury Grand Prix, mid-sized LeMans and compact Ventura models and introduced the all-new Grand Am as part of the LeMans line. All other models including the big cars and Firebirds received only minor updates. Again, power dropped across all engines as more emissions requirements came into effect. The 1973 Firebird Trans Am's factory applied hood decal, a John Schinella restylized interpretation of the Native American fire bird, took up most of the available space on the hood. Also in 1973, the new Super Duty 455 engine ("Super Duty" harkening back to Pontiac's Racing Engines) was introduced. Although it was originally supposed to be available in GTOs and Firebirds, only a few SD 455 engines made it into Firebird Trans Ams that year. One so equipped was tested by 'Car and Driver' magazine, who proclaimed it the last of the fast cars. But the pendulum had swung, and the SD 455 only hung on one more year in the Trans Am.
All Federal emissions and safety regulations were required to be in full effect for 1974 causing the demise of two of the three iterations of the big 455 cubic inch engines after this year. The last version of the 455 would hang on for two more years before being discontinued.

The 1975 Grand Ville was the last full-size convertible built by Pontiac
For 1975, Pontiac introduced the new sub-compact Astre, a version of the Chevrolet Vega. This was the brand's entry into the fuel economy segment of the market. Astre had been sold exclusively in Canada from 1973. It was offered through the 1977 model year. 1975 would also see the end of Pontiac convertibles for the next decade.
The 1976 models were the last of the traditional American large cars powered by mostly big block V8 engines. After this year, all GM models would go through "downsizing" and shrink in length, width, weight and available engine size. The 1976 Sunbird, based on the Chevrolet Vega and Monza's equivalent, joined the line. It was first offered as a Notchback, with a Hatchback body style added in 1977. The Vega Wagon body style was added in 1978, Sunbird Safari Wagon, replacing the Astre Safari Wagon. The Sunbird was offered in its rear-wheel-drive configuration through the 1980 model year. (Sunbird Safari wagon through 1979.)
For 1977, Pontiac replaced the Ventura with the Phoenix, a version of Chevrolet's fourth generation Nova. Pontiac also introduced its 151 cubic inch "Iron Duke" 4-cylinder overhead valve engine. It was first used in the 1977 Astre, replacing Astre's aluminum-block 140 cubic inch Vega engine. The 'Iron Duke' engine would later go into many GM and non-GM automobiles into the early 1990s. The 151 cubic inch L4 and the 301 cubic inch V-8 were the last two engines designed solely by Pontiac. Subsequent engine design would be accomplished by one central office with all designs being shared by each brand.
For model year 1977, the full sized Pontiacs received the same "downsizing" as GM's other "B" body cars. The new Bonnevilles and Catalinas continued to be best-sellers, although their styling similarity to the Chevrolet Caprice was seen by some buyers as a "cheapening" of Pontiac's image. In 1981, the full-size Bonneville was discontinued, the name re-assigned to the "A" body intermediate platform. That left the Catalina as the only big Pontiac, further reducing sales as buyers went for more plushness.
The remainder of the 1970s and the early 1980s saw the continued rise of luxury, safety and economy as the key selling points in Pontiac products. Wire-spoked wheel covers returned for the first time since the 1930s. More station wagons than ever were being offered. Padded vinyl roofs were options on almost every model. Rear-wheel drive began its slow demise with the introduction of the first front-wheel drive Pontiac, the 1980 Phoenix (a version of the Chevrolet Citation). The Firebird continued to fly high on the success of the 'Smokey and the Bandit' film, still offering Formula and Trans Am packages, plus a Pontiac first- a turbocharged V-8, for the 1980 and 1981 model years. Overall, Pontiac's performance was a shadow of its former self, but to give credit where due, Pontiac Motor Division did more with less than most other brands were able to in this era.
1982–1988

1985 Firebird Trans-Am
Introduced in 1982, the wedge shaped Firebird was the first major redesign of the venerable pony car since 1970. Partly due to the hugely successful NBC television series Knight Rider, it was an instant success and provided Pontiac with a foundation on which to build successively more performance oriented models over the next decade. The Trans Am also set a production aerodynamic mark of .32 cd.
The next step in Pontiac's resurgence came in the form of its first convertible in nine years. GM adapted the J-body cars. The all-new for 1982 J2000 (later renamed Sunbird) had a convertible as part of its line.

1985 Fiero Sport Coupe
Next came the 1984 Fiero. This was a major departure from anything Pontiac had produced in the past. A two-seat, mid-engined coupe, the Fiero was targeted straight at the same market that Semon Knudsen had been aiming for in the late 1950s: the young, affluent buyer who wanted sporting performance at a reasonable price. The Fiero was also an instant success and was partially responsible for Pontiac seeing its first increase in sales in four years.
Pontiac also began to focus on technology. In 1984, a Special Touring Edition (STE) was added to the 6000 line as a competitor to European road cars such as the Mercedes 190. The STE sported digital instruments and other electronics as well as a more powerful V-6 and retuned suspension. Later iterations would see some of the first introductions on Pontiacs of anti-lock brakes, steering wheel mounted radio controls and other advanced features.
Full size buyers, disappointed by the lack of an available big Bonneville, complained, resulting in Pontiac's importing the Canadian-market Pontiac Parisienne, which featured the Bonneville's deluxe trim. This car, although a Pontiac in name, was no more than a slightly re-trimmed Caprice. Despite this fact, the Parisienne sold in profitable numbers and this car continued in production until the late 1980s.
With the exception of the Firebird and Fiero, beginning in 1988 all Pontiacs switched to front-wheel drive platforms. For the first time since 1970, Pontiac was the number three domestic car maker in America. Pontiac's drive to bring in more youthful buyers was working as the median age of Pontiac owners dropped from 46 in 1981 to 38 in 1988.
1989–1997

A mid-90's Grand Prix
Although updating and revamping continued throughout the 1990s, the vast change seen during the 1980s did not. The period between 1989 and 1997 can best be described as one of continuous refinement. Anti-lock brakes, GM's Quad-4 engine, airbags and composite materials all became standard on Pontiacs during this time.
All new models were produced but at more lengthy intervals. The 1990 model year saw the launch of Pontiac's first minivan and light truck, the Trans Sport. The Sunbird was replaced with the (still J-body) Sunfire in 1995.
Most significantly, an all new Firebird bowed in 1993. It was powered by either a 3.4L V6 with 160 hp (120 kW), or in TransAm guise a 275 hp (205 kW) L-T1, a 5.7L (350c.i.) V8, and could be backed by a T-56 six-speed manual (which was similar to the transmission found in contemporary Corvettes and Vipers). This new Firebird easily outperformed its main rival, the Ford Mustang, but did not do as well in the marketplace due to the Mustang's superior image and refinement, particularly in the interior.
1992 saw the introduction of a brand-new Bonneville. This full-size model featured aerodynamic styling, large expanses of curved glass, front-wheel drive, and a V6 as standard equipment. This model proved popular and continued in production into the 21st century.
1997–2004

An early-2000s Montana minivan

The new GTO was a planned 3-year run to fill the gap left by the F-body (2006 LS2 V8 model shown)
Beginning in 1996, Pontiac began mining its historic past. This was the last year for the 6th-generation Grand Prix. 1997 led the way for an all-new Grand Prix, which debuted with the Wide Track chassis making a return spearheaded by the "Wider is Better" advertising campaign. In addition, the GTP trim level was added to the Grand Prix. It featured a supercharged 3.8L V6 putting out 240 hp (180 kW) and 280 lb•ft (380 N•m) of torque. Pontiac was back to the days of fast cars. The 1999 model year saw the replacement of the Trans Sport with the larger Montana minivan. The year 2000 marked the first redesign of the Bonneville, since 1992. Based on the G-Body, the same as the Oldsmobile Aurora and Buick LeSabre, the car was more substantial feeling all around.
In 1998 the Firebird was updated. It featured sleeker styling and improved amenities. The TransAm received the LS-1 motor which produced 305 hp (227 kW). The WS6 option saw this number increase to 320 hp (240 kW) and the addition of Ram Air and stiffer springs. However, despite handily outperforming the redesigned 1999 Mustang, the Firebird was not nearly as large a sales success. In 2002 both the Firebird/Trans Am and Camaro were discontinued as a result of declining sales and a saturated sport market. The coupe version of the Grand Prix was also discontinued.
In 2003, it was announced that the Grand Prix would be in its last year of its generation, with an improved 7th generation on the way for 2004.
In 2004 the re-introduction of the Pontiac GTO (based on the Holden Monaro from Australia) took place, effectively replacing the spot left by the TransAm and Camaro. The GTO was also initially powered by the 350 HP LS-1 V8 in 2004. It had an independent front and rear suspension and an upscale full leather interior. Its clean lines and understated looks drew some criticism but those that actually drove the car found it to be a quite capable grand tourer. Sales were average and consistently sold in the mid tens of thousands for all three years but did not reach the 18,000 units that GM predicted. Initial dealer mark ups, slow shipping transit from Australia, and lack of advertisement by GM were to blame. Due to the retirement of the LS1 engine in 2004, Pontiac added the drive-by-wire 400 HP LS2 V8 for 2005–2006 model years at no additional cost. Additional upgrades also consisted of stainless steel dual exhaust outlets, larger corvette sourced PBR brakes with EBD, larger front vented rotors with vented rear rotors, and functional heat extractor hood scoops to cater to some of the critics that the 2004 model may have been too plain compared to traditional muscle cars like the 2005 retro-themed Mustang. For the Bonneville, the GXP trim level was introduced, replacing the SSEi name. The Bonneville GXP featured a 4.6 Northstar V8, borrowed from Cadillac, and replaced the Supercharged 3800 Series II. The redesigned Grand Prix made its appearance, and featured a GT and GTP trim level. The GTP's new 3.8L supercharged V6 now made 260 horsepower (190 kW), up 20 from the previous generation. TAPshift was also introduced as well as a Competition Group package (Comp G).
2005–2010
Pontiac went through a complete product revamping through this period. The Grand Am was replaced with the mid-size G6 in 2004. The Bonneville ended production in 2005 after nearly 50 years of production. Although it was not directly replaced, the RWD G8 served as an initial replacement. The Solstice concept shown in 2002 was approved for production as a roadster (2006-2009) and, for a few months, a hard-top coupe (2009), which is considered to be quite rare, as a total of only 1,266 coupes made it off the assembly line in Wilmington, DE before it was shut down due to the demise of Pontiac. This is in stark contrast to the over 64,000 Solstice Convertibles that were manufactured on that same line. The controversial and slow-selling Aztek was finally phased out and replaced by the Torrent, which was identical to the Chevrolet Equinox. The Sunfire was discontinued in 2005, Being replaced with the new Pontiac Pursuit (Later named G5) along with the Chevrolet Cavalier,With its replacement being the Chevrolet Cobalt.
The Grand Prix ended production in 2008 and the launch of the Australian-built RWD G8 commenced. The G8 gained positive reception for its high performance and low costs. Many noted the G8 as the poor man's BMW M5, due to similar performance but at a much cheaper price. The Holden Ute was scheduled to be launched as the G8 ST before it was cancelled in January 2009 due to GM's financial situation. It was later announced that the G8 may not see a second generation.
Towards the end of the decade many rumors began spreading that Pontiac would become completely reliant on RWD. Reports ranged from a compact sedan based on the Alpha platform to a new RWD G6 for the 2013 model year. Many reports suggested that the Trans Am/Firebird would return after GM confirmed the rebirth of the Camaro, however, no reports confirmed this.
On December 2, 2008, General Motors announced that it was considering eliminating numerous brands, including Pontiac, in order to appease Congress in hope of receiving a 25 billion dollar loan.[8] On February 17, 2009, GM originally proposed the elimination of its Saturn division, the sale of Saab, and either the sale or elimination of Hummer, depending on whether a buyer could be found quickly. In the original plan GM also clarified that Pontiac would have begun to focus on "niche" models aimed at the "youthful and sporty" segment, but did not provide specifics. Pontiac was to trim its number of models to four,[9] although there was talk of retaining only one model.[10] By April 2009 several automotive websites and business publications were reporting that GM was doing a study suggesting it might eliminate the brand altogether, along with sister truck brand GMC.[11][12][13] On April 23 a report was published[14] stating the company would be dropping the Pontiac brand while preserving the GMC truck line, as well as the Chevrolet, Cadillac, and Buick brands. The decision to eliminate Pontiac was made primarily due to the increasing threat of a bankruptcy filing if the June 1 deadline could not be met.[15] On April 27, 2009, GM officially announced that Pontiac would be dropped and that all of its remaining models would be phased out by the end of 2010.[16][17]
General Motors would eliminate an additional 7,000 to 8,000 factory jobs in the United States and shed 2,600 dealers by 2010 under a revised business plan developed with the Obama administration. GM Chief Executive Officer Fritz Henderson said the Pontiac brand would be closed by 2010, calling it an “extremely personal decision.” In addition to speeding up decisions on Saturn, Saab and Hummer, GM will be left with four brands – Chevrolet, Buick, GMC and Cadillac.[18]

The G6 was the last Pontiac ever manufactured (2009.5 model shown)
In early May 2009, Jim Waldron, a Davison, Michigan, Pontiac dealer, announced that he was interested in purchasing the Pontiac brand and logos, and had found financing to purchase them as well as some soon-to-be shuttered GM plants in order to build cars. However, GM had already decided to retire the brand as it has begun to sell off its remaining inventory and said that, unlike Saturn, the brand was not for sale.[19]
The Pontiac brand was pulled after the 2009 model year in Mexico and the brand was renamed Matiz, selling only one vehicle, the Matiz G2 (Matiz's logo is similar to Pontiac's).
The last Pontiac, a 2010 G6, was built in early 2010 when GM restarted the Orion Assembly Line to manufacture one final 2010 Pontiac G6, after the earlier G6 line at Orion and the Wave/G3 line in San Luis Potosi were shut down in November and December, 2009 respectively. This was most likely done purposely so GM could show that the final Pontiac ever manufactured (and the only one ever manufactured in 2010) was at an American plant.[20]
Pontiac became the second brand General Motors has eliminated in six years. Oldsmobile met the same fate in 2004 after being more slowly phased out over four years. Pontiac also became the ninth North American automobile brand since 1987 to be phased out, after Merkur, Passport, Asüna, Geo, Plymouth, American Motors (AMC) (renamed Eagle in 1988, only to be phased out a decade later), and Oldsmobile.
In January 2010, Saab was purchased by the Dutch auto manufacturer Spyker Cars and was renamed "Saab Spyker Cars."[21] 2010 would also see the end of the Saturn and Hummer brands.
Style trademarks and logo

American Indian headdress and silver streak in a 1952 Pontiac Chieftain

Split grille and arrowhead logo in a 1966 Pontiac Tempest
A Native American headdress was used as a logo until 1956. This was updated to the currently used Native American red arrowhead design for 1957. The arrowhead logo is also known as the Dart.
Besides the logo, another identifying feature of Pontiacs were their "Silver Streaks"—one or more narrow strips of stainless steel which extended from the grille down the center of the hood. Eventually they extended from the rear window to the rear bumper as well, and finally; along the tops of the fins. Although initially a single band, this stylistic trademark doubled to two for 1955 - 1956. The Streaks were discontinued the same year the Indian Head emblems were; 1957.
Other long-familiar styling elements were the split grille design (from 1959 onward), pointed 'arrowhead' nose (in the 1960s and 70s), and "grilled-over" (in the 1960s), or multiple-striped taillights. This later feature originated with the 1963 Grand Prix, and although the '62 Grand Prix also had rear grillework, the taillight lenses were not behind it. Less longstanding but equally memorable is the 'cladding' common on the doors and fenders of Pontiacs produced in the 1980s and 90s. Rather than minimizing the side bumper, Pontiac designers put two troughs going along the length. Reviews were generally negative but bumpers with this appearance were found on nearly all Pontiacs until the arrival of the G6. From 2004 onwards, new Pontiacs had cleaner, more premium styling, but retained the traditional split grille.
Canadian/Export Models

In Canada, the post-WWII Pontiac brand sold well. General Motors cleverly offered a line of full-size Pontiac cars that were styled like U.S market models, but were actually Chevrolets under their skins. Model lineup during this period included the base Strato-Star, midrange Laurentian, and top-of-the-line Parisienne series. Under their exteriors, however, these cars featured Chevrolet frames, engines, interiors (except for instrument panels which were Pontiac-based), and even dimensions. Thus, during the early 1960s, Pontiacs featured the controversial "X" frame used on the big Chevys, as well as the complete Chevy lineup of OHV straight Sixes, small-block 283 and 327 cubic inch V8s, and the big-block 348 and 409 V8s. This scheme was used well into the 1980s, and the Caprice-based 1984 and later Parisienne made it into U.S. Pontiac showrooms to replace the recently-discontinued Bonneville. This strategy helped keep the price of the cars to a minimum, as was needed in the less-affluent Canadian marketplace. GM of Canada was already building Chevrolets in Ontario; they only needed to stamp Pontiac-styled body skins (these were styled like, but not interchangeable with, US Pontiac body parts) and import Pontiac-specific trim from the United States, to convert these Chevys to Pontiacs. It also reduced the cost of tariffs GM would have needed to pay, had they imported US-market Pontiacs Up North.
GM of Canada also executed right-hand drive versions of Pontiac for export. These cars were popular in Australia, where GM faced competition from the big Ford Galaxie and Dodge Phoenix.
Pontiac dealers in Canada also sold smaller Chevrolet-based cars under the Acadian and Beaumont badges. These models are often referred to as Pontiacs, but in fact were never marketed as such, nor did they ever wear Pontiac badges (although the Acadian and Beaumont emblem was in fact, similar to the Pontiac Arrowhead). However, some Chevrolet were badged as Pontiacs later on in Canada.
Engines

Main article: Pontiac V8 engine
Pontiac engineer Clayton Leach designed the stamped steel valvetrain rocker arm, a simplified and reliable alternative to a bearing-equipped rocker. This design was subsequently picked up by nearly every OHV engine manufacturer at one point or another.
Pontiac began work on a V-8 configuration in 1946. This was initially intended to be an L-head engine, and 8 experimental units were built and extensively tested by the end of the 1940s. But testing comparisons to the OHV Oldsmobile V-8 revealed the L-head could not compete performance-wise. So, in addition to building a new Pontiac Engineering building in 1949–1951, the decision to re-direct the V-8 to an OHV design delayed its introduction until the 1955 model year.
In mid-1956, Pontiac introduced a higher-powered version of its V-8. Among other things, this version of the engine was equipped with a high-performance racing camshaft and dual 4-barrel carburetors. This was the first in a series of NASCAR-ready Super-Tempest and Super-Duty V-8 engines and introduced the long line of multi-carburetor equipped engines that saw Pontiac become a major player during the muscle car and pony car era of the 1960s. Interestingly, the enlarged 1956 Pontiac V8 found its way into light-duty GMC pickup trucks.
Pontiac's second generation V-8 engines shared numerous similarities, allowing many parts to interchange from its advent in 1959 to its demise in 1979. Sizes ranged from 265 cubic inch to 455 cubic inch. This similarity (except the 301 & 265) makes rebuilding these engines relatively easier. This feature also made it possible for Pontiac to invent the modern muscle car, by the relatively simple process of placing its second largest-displacement engine, the 389 cid, into its mid-size car, the Le Mans, creating the Pontiac GTO.
From their inception in the 1950s until the early 1970s, Pontiac engines were known for their performance. The largest engine was a massive 455 cubic inch V-8 that was available in most of their mid-size, full-size and sports car models. At the height of the horsepower era, Pontiac engines reached a powerful 390 rated horsepower (SAE gross), though other engines achieved considerably higher outputs in actuality. Federal emissions laws eventually brought the horsepower era to a close and resulted in a steady decline for Pontiac's engines. One holdout to this industry-wide slide was the Super Duty 455 engine of 1973–1974. Available only in the Firebird Formula and Trans Am models, this was rated at 310 hp (230 kW) net initially but after having issues passing EPA emissions tests, the camshaft was changed to the old RA III cam and with the change, came a 290 hp (220 kW) net rating. The engine was the pinnacle of Pontiac engine development and was a very strong performer that included a few race-specific features, such as provisions for dry-sump oiling. This engine and its legacy drive the SD Trans Ams and Formulas as one of the more, if not the most, desirable Pontiacs ever produced.
The only non-traditional Pontiac V-8 engines were the 301 cubic inch and the smaller displacement 265 cubic inch V-8s. Produced from 1977 through 1981, these engines had the distinction of being the last V-8s produced by Pontiac; GM merged its various brands' engines into one collectively shared group in 1980, entitled General Motors Powertrain. Interestingly, the 301 had a 4-inch (100 mm) bore and 3-inch (76 mm) stroke, identical to the vaunted Chevrolet small-block engine and Ford Boss 302 engine.
Pontiac engines were not available in Canada, however, but were replaced with Chevrolet engines of similar size and power, resulting in such interesting and unusual (at least to American car fans) models as the Beaumont SD-396 with a Chevrolet big-block 396 cubic inch V-8.
Carburetors
PMD originally used Carter 1-barrel carburetors for many years, but by the time of the second generation V-8 engines had switched mostly to 2-barrel offerings. These also were the basis for the Tri-Power setups on the engines.
The Tri-Power setup included one center carburetor with idle control and two end carburetors that did not contribute until the throttle was opened more than half way. This was accomplished two ways, mechanically for the manual transmission models, and via a vacuum-switch on the automatics. This went through various permutations before being banned by GM as a factory installed option in 1967, and totally in 1968.
PMD also had a square-bore 4-barrel at the time, but this was rated at a lower power than the Tri-Power. This carburetor was later replaced by the Quadrajet, a spread bore. 'Spread-bore' refers to the difference in sizes between the primaries and secondaries.
By the end of the muscle car era, the QuadraJet setup had become the nearly ubiquitous choice on PMD engines, due to its excellent economy and power characteristics. While QuadraJets have been occasionally derided as being poor performers, with proper understanding and tuning it can compete at most levels with other designs short of the full race inspired set-ups such as the Holley Double-Pumpers, which incorporated accelerator pumps on the primary and secondary carburetor circuits.
This Q-jet design proved good enough to last until 1990 (Oldsmobile V8 applications), with added computer controls in order to meet federal and CARB standards.
Models

Main article: List of Pontiac vehicles
Evolution of Pontiac models

Pontiac New Series 6-28 8240 2-door Sedan 1928

Pontiac Big Six Series 6-29 8930 4-Door Landaulette 1929

Pontiac Series 603 34318 Convertible Coupé 1934

Pontiac De Luxe Series 26 2611 2-door Touring Coach 1937

Pontiac De Luxe Series 28 2811 2-door Touring Sedan 1938

Pontiac De Luxe Convertible Coupé 1939

Pontiac Station Wagon 1948

Pontiac Chieftain Catalina 1953

Pontiac Chieftain Catalina 1953

Pontiac Star Chief 1954

Pontiac Laurentian Convertible 1956

Pontiac Star Chief 1957

Pontiac Bonneville Convertible 1957

Pontiac 2119 Tempest 1961

Pontiac GTO 1966

Pontiac Fiero 1988

Pontiac Grand Am Sedan 1996–1998

Pontiac Bonneville 2003

Pontiac Grand Prix GTP 2005

Pontiac G8 2008

See also

Category:Pontiac vehicles
Pontiac V8 engine
Pontiac Straight-8 engine
Pontiac Straight-6 engine
List of GM engines
Pontiac, Michigan
Chief Pontiac 

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