The Full Wiki

Advertisements

More info on Third-generation Pontiac Firebird

Third-generation Pontiac Firebird: Wikis

Advertisements

Note: Many of our articles have direct quotes from sources you can cite, within the Wikipedia article! This article doesn't yet, but we're working on it! See more info or our list of citable articles.

Encyclopedia

Advertisements
(Redirected to Pontiac Firebird (third generation) article)

From Wikipedia, the free encyclopedia

Third-generation Pontiac Firebird
1983 Pontiac Firebird S/E
Production 1982–1992
Assembly Van Nuys, California, USA
Norwood, Ohio, USA
Body style(s) 3-door hatchback coupe
Engine(s) 151 CID (2.5 L) Pontiac I4
173 CID (2.8 L) "X" V6
191 CID (3.1 L) "X" V6
231 CID (3.8 L) Buick Turbo V6
305 CID (5.0 L) Chevrolet V8
350 CID (5.7 L) Chevrolet V8
Transmission(s) 4-speed automatic
4-speed manual
5-speed manual
Wheelbase 101 in (2565 mm)
Length 1990–92 Firebird: 195.1 in (4956 mm)
1990-92 Trans Am: 195.2 in (4958 mm)
Pre-1988 Firebird: 190.5 in (4839 mm)
Pre-1988 Trans Am: 191.8 in (4872 mm)
Width 72.4 in (1839 mm)
Height 49.7 in (1262 mm)
Fuel capacity 15.5 US gal (58.7 L; 12.9 imp gal)
Related Third-generation Chevrolet Camaro

The third generation F-body weighed less than its predecessor and offered sleek, aerodynamic styling that was particularly reflected by the Firebird. GM's CCC (Computer Command Control) engine control system also continued to evolve, simultaneously increasing engine performance, raising fuel economy, and lowering emissions. This combination of factors helped the Third Generation Firebird to re-energize its fading pony car image.

Engine Summary (with corresponding RPO code):

  • 1982–1983: LU5 5.0L V8, 165–175 hp and 240–250 ft·lbf
  • 1982–1984: LC1 2.8L V6, 102–107 hp and 142–145 ft·lbf
  • 1982–1985: LQ8 2.5L I4, 88–92 hp and 132–134 ft·lbf
  • 1982–1987: LG4 5.0L V8, 145–170 hp and 240–250 ft·lbf
  • 1983–1984: LL1 2.8L V6, 125 hp and 145 ft·lbf (197 N·m)
  • 1983–1986: L69 5.0L V8, 190 hp and 240 ft·lbf (330 N·m)
  • 1985–1989: LB8 2.8L V6, 135 hp and 165 ft·lbf (224 N·m)
  • 1985–1992: LB9 5.0L V8, 190–230 hp and 275–300 ft·lbf
  • 1987–1992: L98 5.7L V8, 210–240 hp and 315–340 ft·lbf
  • 1988–1992: L03 5.0L V8, 170 hp and 255 ft·lbf (346 N·m)
  • 1989: LD5 (LC2) 3.8L V6, 250 hp and 340 ft·lbf (turbocharged engine)
  • 1990–1992: LH0 3.1L V6, 140 hp and 180 ft·lbf (240 N·m)

Contents

1982

The 3rd Generation of Firebirds took flight with three models: Firebird, Firebird S/E, and Firebird Trans Am. The Firebird was the base model, equivalent to the Camaro Sport Coupe; the Firebird S/E was the luxury version; and the Trans Am, the high performance Firebird. For 1982, the new Firebird and Camaro had been completely restyled, with the windshield slope set at 60 degrees, (about 3 degrees steeper than anything GM had ever tried before), and for the first time, a large, glass-dominated rear hatchback, and electronically controlled "pop-up" headlights were the primary characteristics that distinguished the Firebird from its Camaro sibling and its previous Firebird incarnations. The Firebird would retain this styling characteristic until the end of all production in 2002. Pontiac had also hoped to drop the "Trans Am" moniker from the redesigned cars to save royalties paid to the SCCA for use of the name. Early promotional cars were marked "T/A" as an alternative, however it was decided that doing so might cause more problems than it was worth and the "Trans Am" nameplate remained. Still, with its dimensions reduced, wheel base shortened, and weight reduced, the Third Generation Firebird was also the closest yet in size to the original 1967 model. Road & Track selected the 1982 Firebird Trans Am as one of the "12 Best Cars" in the world (along with its cousin, the Camaro). It won "Best Sports GT" category in the $11,000 to $14,000 range (also along with the Camaro). Road & Track called the fuel-injected Trans Am "a dramatic improvement on its predecessors," with a 0-60 time of 9.2 seconds, a time that was quite good by 1982 standards.

The new Firebird shrank to a 101-inch wheelbase, losing more than 8 inches in overall length, measured about an inch narrower, and weighed nearly 500 lb (227 kg) less than its 1981 predecessor. It also was the most aerodynamic production Firebird to date with a drag coefficient of 0.33 of drag. The new Trans Am, when properly equipped with the finned Turbocast rims, "Bowling Ball" hubcaps, and functional rear spoiler, took things a bit further, becoming the most aerodynamic vehicle to ever be released from General Motors with a 0.29 coefficient of drag. Wind tunnels were used to form the 3rd Gen F-Body's shape, and these aerodynamic developments were fully taken advantage of by Pontiac's design team. A low slung nose cone, themed slightly to the 1981 design, featured split grilles and helped feed air through slots leading to a slightly angled radiator setup. Electronically opened quartz-halogen headlamps popped up from the leading edge of the hood, and when closed, (not in use), formed a sharp, very aerodynamic wedge-shaped body. A heavy, frameless glass rear hatch and short metal decklid was another new feature, adding both some rear weight stability and smooth aerodynamic flow. Up front, 10.5 inch diameter, power disc brakes were now made standard on all Firebird models. Another first for the F-Body design was the availability of a rear windshield wiper/washer system. Again, taking styling cues from the 1981 design, lined-grid-style tail lights, with a matching middle panel featuring the infamous "Screaming Chicken" in Gold or Silver, took residence upon the rear flank. The all-new suspension design was much more advanced and aggressive than anything Detroit had offered previously, easily rivaling the Corvette's handling abilities. The front suspension utilized MacPherson struts, with inboard mounted coil springs and lower front control arms. Out back, rear coil springs and shocks were positioned between the body and solid rear axle, with twin rear lower control arms/trailing links and a torsion bar, replacing the old-fashioned leaf springs design used previously in the 2nd Gens. A huge torque arm was mounted from the transmissions tailshaft to the rear axle center to further stabilize the axle's tendency to twist. The interior now featured aircraft inspired details and gauges, using both fake and real Torx head screws that fastened the dash panel, HVAC/radio face panel, door handle mounting plates, and center console's plate. Black faced gauges with White numerals took residence in the dash. The 1981 non-Formula 3 spoke steering wheel was re-used and featured a clear Firebird logo mounted in the center of the horn pad, optional leather grip was also available. Many power options were optional as well, such as a power driver seat, hatch opener, locks, windows, antenna, and side mirrors. The door lock switches were mounted just forward of the inner door handle. The power mirror switch and window switches were mounted on the center floor console, easily accessible to the fingers. A round shift knob was used on manually shifted cars, while the automatic shifted cars reused the 2nd Gen styled center push button design. The rear power hatch switch was easily accessible on the lower center area of the dash. Special Viscount "PMD" bucket seats were optional, featuring a small opening in the headrest and a PMD logo in the center of the backrest. Leather seats were also available on both the standard seats and Viscount "PMD" seats. A standard locking rear glovebox was mounted on the rear driver"s side of the cargo area, a mini spare tire was hidden behind the opposite panel on the passenger side. A lockable cargo door on the rear floor area and a retractable cargo area privacy shade were also available as options on all Firebirds.

The Firebird lineup was available with several engines: the standard fuel-injected 90 hp 2.5L inline 4 cylinder Pontiac "Iron Duke" (this marked the first time a 4-cylinder engine was offered in the Firebird and in a sad twist of fate, was the last true Pontiac engine to be offered in the Firebird); a carbureted 102 hp 2.8L V6; and two 5.0L V8's. The first and most common was the LG4 5.0L, utilizing GM's improved "Computer Command Control" system, the computer assisted E4ME carburetor, and computer controlled distributor, atop Chevy's 305ci, produced a sad 145 hp and 240Lbs.Ft. of torque. The other V8 was the new high performance LU5 "Crossfire" 5.0L, which employed a twin throttle body fuel injection system similar to that used in the 1982 Corvette's "Crossfire" 5.7L, and produced 165 hp. The base Firebird came standard with 14-inch steel wheels; optional 14-inch aluminum and 15-inch aluminum "Turbo Cast" wheels were available on the S/E and Trans Am models and featured plastic color-keyed hubcaps with a Red Pontiac Arrowhead in the center. The WS6 option, both available on the S/E and Trans Am, included 4-wheel disc brakes, P215/65R15 Goodyear Eagle GT radials with 15-inch cast aluminum wheels, stiffer springs, thicker 34 mm front & 23mm rear sway bars, a fast turn ratio 12.7:1 steering box, and RPO G80 limited slip rear differential. Also available was the WS7 option, which was the same as RPO WS6, but utilized rear drum brakes instead of the rear discs. This option was created due to a shortage of rear disc brake components.

The newly created Firebird S/E was Pontiac's attempt at luring buyers interested in a more luxurious Firebird. It could be had with the basic fuel saving "Iron Duke" I-4 drivetrain, loaded up with almost every option as a Trans Am, including the Trans Am's WS6 suspension, the exceptions being the mini spats, the Turbo Bulge hood, and air extractor on the fenders. It was delineated from the base Firebird model by "S/E" script on the sail panels, in place of the standard Firebird decals, and the Trans Am's dark tinted tail lights were utilized on the rear. The interior featured color-coded plastics to match the exterior/interior paint scheme. On S/E models equipped with the 14 inch or 15 inch "Turbocast" rims, with "Bowling Ball" hubcaps were color-coded to match the car's exterior paint.

The Trans Am came standard with a new incarnation of its traditional "Air Extractors" on the fenders. A dark-tinted version of the base Firebird's tail lights were fitted to the rear of the car and also featured a Silver or Gold "Screaming Chicken" between them. Rubber "Mini-Spats", aka stone deflectors, were mounted just before the front and rear wheels, and were much toned down from the macho 70's design used on the earlier 2nd Gen Trans Am. Styled loosely after the earlier '80/'81 Turbo Trans Am, an optional "Turbo Bulge" hood was available on the Trans Am. In fact, plans had originally been made to use a refined version of Pontiac's Turbo 4.9L engine. For reasons lost to time, it was scrapped at the last minute, leaving many to speculate as to what could have been had the engine been allowed to survive like its Turbo kin, the Buick Turbo 3.8L V-6. Despite this, the Turbo Bulge hood remained on the option list, on the Crossfire 305ci, it was made functional, and even an lightweight aluminum version of this hood, "RPO T45", was available on the option list. A new, smaller "Screaming Chicken" was placed upon the Turbo Bulge hood or upon the nose of flat hood equipped T/A's. The Trans Am came standard with one of the two 305 Chevy V8's, as Pontiac's V8 was unceremoniously ditched. The well worn Borg-Warner four-speed manual transmission came mated only to the weak 145 bhp LG4 305ci, while the Crossfire-injected LU5 305ci rated at 165 hp came with the venerable TH-350 automatic 3 speed transmission. With either drivetrain, the newest Trans Am was still no match for the 5.0L Mustang GT that took the performance car revival by stampede that year thanks to its 157 hp High Output 302, was also shorter and much lighter than the Camaro or Firebird, and its H.O. 302 engine had a much better assortment of high performance parts available than the Chevy small block that was forced upon Pontiac.

A black Pontiac Firebird Trans Am built to mimic KITT from the TV series Knight Rider.

The new version of the Trans Am Pontiac's infamous "RPO Y84" Black and Gold Trans Am S/E, made famous by Burt Reynolds and Jackie Gleason in 1977's "Smokey and the Bandit", carried on into 1982 as the limited edition "Recaro T/A". It came standard with a host of options and featured Dark Gray Parella-Cloth Recaro seats topped by a Pontiac-unique slightly Squared headrest with an large open center area filled by a mesh-net, T-tops, a Black exterior with a Gold painted lower portion, a Gold Firebird logo between the tail lights, and Black "Bowling Ball" hubcaps with special Gold Pontiac Arrowhead emblems on its center, mounted on Gold painted 15" Turbocast rims.


A modified black 1982 Firebird Trans Am appeared in the new for 1982 television series Knight Rider as KITT, voiced by William Daniels. For the reunion movie Knight Rider 2000, KITT underwent a makeover and became the "Knight Industries 4000," a vehicle resembling the Pontiac Banshee concept car.

1983

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

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

The RPO "Y84" Recaro Trans Am or "Recaro T/A", was revised for 1983. It was now built to the owner's tastes, including many more, or less options. The LG4 was standard as was the WS6 package. The exterior remained virtually the same, except now the Firebird logo decals on the sail panels were replace with Black and Gold Firebird Logo Medallions. The interior now featured Tan leather Recaro seats, carpeting, side panels, and the headliner.

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

1984

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

The Firebird's interior options and design remained virtually unchanged for 1984, the only exceptions being a slightly revised dashpad, with screwed-in speaker grilles, an optional driver's knee pad bolster on the left side of the center console for manual cars, and a new 1 piece horncap embossed with the Firebird logo. Base model Firebird production increased to 62,621 units.

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

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

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

For the 15th Anniversary of the Trans Am, Pontiac released a stunning, White and Blue Trans Am, following in the original 1969 Trams Am's striking color scheme for $3499 over the base $10,699, and limited to just 1500 units. It also only utilized the H.O. 305 L69, with 1000 automatics and only 500 with the T-5 Borg-Warner 5 speed. The exterior featured a White painted body, T-tops, White painted RPO W62 ground effects, special Blue "TRANS AM" decals on the lower rear half of the doors, Blue pinstripes similar to the Recaro T/A except they extend around the entire body, special Blue and White 15th ANNIVERSARY medallions on the sail panels, a functional cold air induction "Turbo Hood", with a Blue "fade" decal and Blue "H.O. 305" script on the turbo hood's bulge. The Black tinted Trans Am tail lights featured White paint on the horizontal bars, and a stunning Blue on White Firebird logo on the tail light center panel. Another special item featured only on the 15th Anniversary cars was the all new "Aero-Tech" 16-inch convex aluminum wheels, (front/rear specific). They wheels were painted White, with Blue pinstripes around the outer perimeter, and were shod with Goodyear P245/50VR16 uni-directional tires (the new wheel/tire combo very similar to the Corvette's P255/50ZR16 arrangement), marking the first appearance of 16-inch wheels on any F-body and a first for Pontiac. The WS6 package was standard with a 15th Anniversary Only 25 mm rear sway bar, (as opposed to the ordinary WS6's 23 mm bar). Interior features included: Grey and Off-White leather Recaro seats with repeating "TRANS AM' script on the center portions, a special Off-White Leather wrapped steering wheel with a special Blue and White medallion, Off-White leather shifter knob and parking brake handle, and Off-White pass side map pocket w/ a Blue Firebird logo and Blue "TRANS AM" script.

1985

1985 Firebird Trans Am: Pontiac would use this 15-inch "High Tech" aluminum wheel pattern until 1992.
1985's benchmark makeover: restyled nose with integrated fog lights and slightly-functional hood "nostrils" and rear edge vents to vent unwanted engine heat out of the engine bay

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

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

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

The Trans Am also underwent changes. The LG4 & L69 continued on, but a new fuel injected 305ci was now available in the Trans Am. The LB9 Tuned Port Injection (TPI) 305 was released, using a tuned runner design. The LB9 produced 210 hp, which brought it suitable attention from buyers despite being unavailable with a manual transmission. The "Turbo Bulge" hood was discontinued in favor of a new flat hood with twin louvered vents or "nostrils" that were slightly-functional, with heat exhaust vents on the rear edges. The Trans Am also received a restyled nose, integral fog lights, and newly redesigned ground effects. It utilized new "low density" taillight lenses with a grid-style pattern rather than the "louvered" pattern in use since 1982. The Trans Am came standard with the "High Tech" 15-inch concave aluminum wheels from the previous year, but it was also now available with the a version of the 15th Anniversary's WS6 suspension and its "Aero Tech" 16-inch aluminum wheels, but in finished Natural Silver. A Borg-Warner 9-bolt differential was made available for the first time, and was said to be stronger than the standard corporate 10 bolt axle. Further attempts to put the Trans Am into higher regard included the newly optional digital dash and overhead console from the Camaro lineup, which included two manually adjusted reminder wheels, a positionable map light, a removable flashlight with "FIREBIRD" script, and a small pocket for a garage door opener or sunglasses. The T-tops were also redesigned to use a pin-mounting arrangement, rather than the earlier latch-based setup. The standard rear spoiler from previous years was still standard, but an optional wrap-around "Aero Spoiler" was now available in black and gave the car a new more modern look, (it is unique for 1985 & 1986 as it had a texture). The Trans Am drag coefficient was measured at 0.32 but was as low as 0.29 with the standard Aero wheels instead of the High-Tech turbo aluminum wheels. At the time, it was the most aerodynamically-efficient car GM ever produced.

1986

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

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

In spite of rumors abound there were NO L98 (350ci TPI) cars made in 1986 according to Pontiac.

1987

Trans Am GTA

The Firebird body remained basically unchanged. All center, high-mounted stop lamps were relocated to a new position between the spoiler and the rear deck lid, and the large Firebird hood emblem disappeared forever. All V8's now received factory roller camshafts, and faced with consumer demands for more power, GM officially released the new 5.7L with tuned port fuel injection. Available only with an automatic transmission, it produced 210 hp and takes the top performance seat from the 5.0L TPI. L69 production is stopped, leaving the LG4 as the only remaining carbureted V8 used in the F-body. Trans Am GTA (Gran Turismo Americano) was introduced, available with the LB9 305 TPI engine (which was returned to 215 hp) or the L98 350 TPI. Gold 16-inch, flat-mesh, diamond-spoke wheels were standard on GTA, with 16-inch, 20-slot wheels standard on Trans Am.

Firebird Formula was re-introduced, available with a choice of V8's (LG4, LB9 305 TPI, or L98 350 TPI), 16-inch convex wheels, and the earlier Trans Am "Turbo Bulge" hood. The wrap-around wing was updated and now standard on Trans Am and Formula; the regular, flat-surfaced spoiler from earlier Trans Am models was now made standard on Firebird. Trans Am and Formula were also offered with an optional 140 mph speedometer.

WS6 was standard equipment on the Formula and GTA from 1987 - 1992, and optional on the Trans Am. WS6 from 1987 thru 1992 included 36mm front sway bars, 24mm rear sway bars, high speed steering box, gas filled struts and 16" Wheels with 235/50R16 Tires. Later WS6 cars used ZR rated tires.

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

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

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

1988

1988 Trans Am GTA equipped with a 305 TPI V8, and rare 5-speed manual transmission.

The Firebird remained basically unchanged. The 170 hp LG4 carbureted 5.0L V8 was dropped in favor of the new 170 hp L03 5.0L V8 with throttle body injection. All V8's engines received serpentine belt systems and the A/C compressors were moved to the passenger's side of the engine, de-cluttering the engine compartment. The Firebird Formula received new high tech 16x8" aluminum wheels with distinctive silver "WS6" center caps. The GTA wheels were slightly restyled, and the convex 16-inch wheels were dropped as all Trans Ams received the 16x8" diamond-spoke aluminum wheels, available in different colors (white, red, charcoal, and black) in addition to the GTA's gold. The GTA received new a steering wheel with integral radio controls. The Trans Am was made available with body-colored ground effects like those on the GTA. The optional convertible model also carried over, and now optional on the GTA was a new "notchback" hatch: rather than the large, glass hatchback that had been common to the Third Generation Firebird, the optional notchback consisted of a fiberglass trunk lid with a small, flat, vertical glass window. The notchback also incorporated redesigned rear seatbacks with integral headrests. The notchback became popular with onlookers, who often assumed the notchback-equipped GTA was a Ferrari, thereby encouraging some owners of the type to dub their GTA the "Ferrari Back." Many Trans Am owners were unaware that the $800 notchback option was even available, and for those who were, the vehicle typically had to be ordered from the factory, on a six-month waiting list, as the notchback was retrofitted to the vehicle. In rare instances, a dealership would get a notchback-equipped GTA on their lot. Another reason for the relative obscurity of the notchback is that the sales information was not very well disseminated to Pontiac salespeople, so many of them had no idea it was available as an option. As attractive as the notchback was, GTA owners were constantly plagued with structural and cosmetic issues with the design. The fiberglass would blister, causing surface bubbles resembling a bad case of acne. The Pontiac repair solutions were simply to sand the notchback down and repaint it, but the problem would always return, and GTA owners could expect multiple trips in order to achieve a final repair of the problem, or to have a new notchback installed. The notchback was intended to carry over and be standard-issue on the 1989 20th Anniversary GTA, but the plan never materialized; the aforementioned quality control issues apparently caused GM not to carry it over to the next year..

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

Trans Am GTA production figures US:9765 Canadian:1261

1989

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

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

1989 20th Anniversary Turbo Trans Am (TTA)

The Trans Am was selected to pace the Indianapolis 500, and Pontiac marketed another pace car replica. This special, 20th Anniversary Turbo Trans Am (TTA), based on the GTA, was only available in white with a tan interior, and came equipped with the turbocharged Buick 3.8L V6, originally developed for the Buick Regal Grand National. At the time, these replicas were as close to the actual pace car as any replica previously offered; the only differences between the replica cars and those that actually were on the track during the race were the additions of strobe lights and safety equipment to the latter. 1,555 were produced, 5 of those being test cars. Out of 1,550 cars produced by PAS, the actual pace cars were randomly selected and sent to Indy for testing and modification, and when the TTA was released to the public, they were underrated in power. Not all came with T-tops or with leather interior; there were hardtops and cloth-interior cars. But every TTA had an automatic transmission — the TH2004R. Still, the TTA was, at the time, widely regarded as the fastest production car in existence — ironically a title it had briefly (at least for 1989) usurped from its GM stablemate that had supplied the engine: the Buick Regal Grand National (although as noted above, the LB9/N10/MM5/GM3-equipped Formula was quite possibly a close contender as well). Performance numbers obtained by Car and Driver during a June 1989 test of the TTA seemed to support such a claim. The five test TTA's, because they were for pre-production use, were pulled off of the assembly line without regard to color, and therefore were not necessarily white. At least two of these test cars were sold to private individuals, so there are at least two extremely rare, non-white, factory TTA's in existence; in fact, one is known to be red. Only three convertible TTA's were built by ASC, one of which was bought by the president of PAS, with the other two falling into private hands.

TTA production figures:

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

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

1989 Firebird Convertible production figures From 1989 ASC order logs

  • 2 - TURBO TRANS AM (V6 Turbo)
  • 141 - GTA or Trans Am -w/L98 (350 TPI)
  • 42 - FORMULA 350 - w/L98 (350 TPI)
  • 9 - GTA or Trans Am LB9 "F" (305 TPI)
  • 16 - FORMULA - W/LB9 (305 TPI)
  • 4 - Trans Am LO3 "E" (305 TBI)
  • 58 - Firebird or Formula - W/LO3 (305 TBI)
  • 37 - Firebird - W/LB8 (2.8L V6)
  • 10 - Exported
  • 5 - Unknown

- - -

324 Produced (Data from 1989 ASC order logs)

As a side note there are a known 4 L98 Powered Camaros made in 1987, making the total number of L98 Powered Firebird and Camaro Convertibles produced some of the rarest and sought after third Gens made with a total of under 200 produced for both lines all years combined.

1990

A driver’s side air bag was made standard. The Firebird interior again received a re-design, this time the changes were much less drastic: the lower dash and under-dash panels were altered, and accessory switches were moved to a new panel above the heater and radio controls. The console got a new shift indicator and different leather boot, steering wheel mounted radio controls disappeared from the GTA (due to the addition of the airbag), and the L98 engine was no longer offered in the T-top cars due to fuel economy regulations. The LB9 and L98 platforms were updated with new speed density fuel injection, and the elimination of the MAF sensor reduced production costs and supposedly improved performance. All L98-equipped cars now received the N10 dual catalytic converters as standard, which technically was a mid year change for 1989.

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

ASC reported making no Firebird Convertibles for 1990.

1991

1991 Firebird with re-styled nose.
Firebird with re-styled nose (right)

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

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

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

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

Beginning in 1991, SLP (Street Legal Performance) modified a factory-built Formula into what they called the "Firehawk". Once a Formula had been order or purchased, this limited-availability option (RPO code B4U) could be specified, and the vehicle was sent to SLP to be modified. No two cars SLP produced were alike; they all were special orders. SLP had anticipated making 250 of these special Firebird Formulas, but in fact, only 27 were ordered; and of those, only 25 were ever built (numbered 1-25 for hardtops — with numbers 18 and 23 never being built — and the ONLY Firehawk Convertible was numbered 27 which was the only non-formula). Of those 25 Firehawks, 21 were "Mandatory" Red, 1 Aqua, 1 White, 1 Blue, and 1 Green; 11 had the Competition Package, 3 came with Aluminum Engine Blocks, 1 had T-Tops, and as previously stated, 1 was a Convertible.

FIREHAWK SPECIFICATIONS

Standard Features: $39,995

  • SLP modified 350 engine rated at 350 hp @ 5500 rpm and 390 ft·lbf (530 N·m) @ 4400 rpm
  • 17"X9.5" Ronal wheels with Firestone Firehawk SZ P275/275/40 ZR17 tires
  • ZF 6-speed manual transmission with carbon fiber clutch
  • Stainless catalytic converter exhaust system
  • A performance Dana 44 rear axle with 3.54:1 Posi-gears
  • Special Firehawk badging decals and numbered plaque

Competition Package: $9,995

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

Engine:

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

Performance:

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

1992

This marked the final production year for the Third Generation platform, and as release of the Fourth Generation model was imminent, Pontiac made few changes to the Firebird. One improvement was made on all 1992 Third gens was the addition of some extra bonding agents to stiffen up the cars. The extra bonding was an attempt to correct a long time complaint of many owners was the squeeks and rattles the car made, This also allowed GM to experiment on third gens some of the new technologies which were to be implemented on the fourth generation cars which would be introduced for 1993. Mid-year, TPI-equipped cars only received blank throttle body plates rather than ones that had been marked "TUNED PORT INJECTION" on similar engines in prior model years; and black-painted valve covers replaced the silver components from previous years. As use of the L98 in the Corvette had come to an end, rough-cast runners found their way into L98-equipped Firebirds, and some cars received special rubber snubbers on the rear hatch frame that were designed to make the hatch more stable. Ultimately, very few Trans Ams, GTA's, and Formulas were produced in this model year, as most buyers were waiting for the next-generation models.

GTA production figures: US:226/ Canadian:48

Third-generation engines

Starting in 1982, all engines were manufactured by Chevrolet unless otherwise indicated.

  • 1982: 2.5L 2-barrel, 2.5L Throttle Body Injection, 2.8L 2-barrel, 5.0L 4-barrel, 5.0L Cross-Fire Injection (first year for fuel injection in Trans Am)
  • 1983: 2.5L 2-barrel, 2.5L Throttle Body Injection, 2.8L 2-barrel, 5.0L 4-barrel, 5.0L Cross-Fire Injection, 5.0L 4-barrel H.O. (only 662 were made, all 5-speeds)
  • 1984: 2.5L Throttle Body Injection, 2.8L 2-barrel, 5.0L 4-barrel, 5.0L 4-barrel H.O.
  • 1985: 2.5L Throttle Body Injection, 2.8L 2-barrel, 5.0L 4-barrel, 5.0L Tuned Port Injection, 5.0L 4-barrel H.O. (5-speed only)
  • 1986: 2.8L Multi-port Fuel Injection, 5.0L 4-barrel, 5.0L Tuned Port Injection, 5.0L 4-barrel H.O. (5-speed only)
  • 1987: 2.8L Multi-port Fuel Injection, 5.0L 4-barrel, 5.0L Tuned Port Injection, 5.7L Tuned Port Injection
  • 1988: 2.8L Multi-port Fuel Injection, 5.0L Throttle Body Injection, 5.0L Tuned Port Injection, 5.7L Tuned Port Injection
  • 1989: 2.8L Multi-port Fuel Injection, 5.0L Throttle Body Injection, 5.0L Tuned Port Injection, 5.7L Tuned Port Injection, 3.8L Sequential Port Fuel Injection Turbocharged (Buick)
  • 1990: 3.1L Multi-port Fuel Injection, 5.0L Throttle Body Injection, 5.0L Tuned Port Injection, 5.7L Tuned Port Injection
  • 1991: 3.1L Multi-port Fuel Injection, 5.0L Throttle Body Injection, 5.0L Tuned Port Injection, 5.7L Tuned Port Injection
  • 1992: 3.1L Multi-port Fuel Injection, 5.0L Throttle Body Injection, 5.0L Tuned Port Injection, 5.7L Tuned Port Injection

References

External links


Third-generation Pontiac Firebird
Production 1982–1992
Assembly Van Nuys, California, USA
Norwood, Ohio, USA
Body style(s) 3-door hatchback coupe
Engine(s) 151 CID (2.5 L) Pontiac I4
173 CID (2.8 L) "X" V6
191 CID (3.1 L) "X" V6
231 CID (3.8 L) Buick Turbo V6
305 CID (5.0 L) Chevrolet V8
350 CID (5.7 L) Chevrolet V8
Transmission(s) 4-speed automatic
4-speed manual
5-speed manual
Wheelbase 101 in (2565 mm)
Length 1990–92 Firebird: 195.1 in (4956 mm)
1990-92 Trans Am: 195.2 in (4958 mm)
Pre-1988 Firebird: 190.5 in (4839 mm)
Pre-1988 Trans Am: 191.8 in (4872 mm)
Width 72.4 in (1839 mm)
Height 49.7 in (1262 mm)
Fuel capacity 15.5 US gal (58.7 L; 12.9 imp gal)
Related Third-generation Chevrolet Camaro

The third generation F-body weighed less than its predecessor and offered sleek, aerodynamic styling that was particularly reflected by the Firebird. GM's CCC (Computer Command Control) engine control system also continued to evolve, simultaneously increasing engine performance, raising fuel economy, and lowering emissions. This combination of factors helped the Third Generation Firebird to re-energize its fading pony car image.

Engine Summary (with corresponding RPO code):

  • 1982–1983: LU5 5.0L V8, 165–175 hp and 240–250 ft·lbf
  • 1982–1984: LC1 2.8L V6, 102–107 hp and 142–145 ft·lbf
  • 1982–1985: LQ8 2.5L I4, 88–92 hp and 132–134 ft·lbf
  • 1982–1987: LG4 5.0L V8, 145–170 hp and 240–250 ft·lbf
  • 1983–1984: LL1 2.8L V6, 125 hp and Template:Convert/ft.lbf
  • 1983–1986: L69 5.0L V8, 190 hp and Template:Convert/ft.lbf
  • 1985–1989: LB8 2.8L V6, 135 hp and Template:Convert/ft.lbf
  • 1985–1992: LB9 5.0L V8, 190–230 hp and 275–300 ft·lbf
  • 1987–1992: L98 5.7L V8, 210–240 hp and 315–340 ft·lbf
  • 1988–1992: L03 5.0L V8, 170 hp and Template:Convert/ft.lbf
  • 1989: LD5 (LC2) 3.8L V6, 250 hp and 340 ft·lbf (turbocharged engine)
  • 1990–1992: LH0 3.1L V6, 140 hp and Template:Convert/ft.lbf

Contents

1982

The third generation Firebirds took flight with three models: Firebird, Firebird S/E, and Firebird Trans Am. The Firebird was the base model, equivalent to the Camaro Sport Coupé; the Firebird S/E was the mid-trim-level version, which could actually be loaded with as many options as the Trans Am; and the Trans Am, of course, was the performance-level Firebird. The Firebird and Camaro had been completely restyled, with the windshield slope set at 60 degrees (about 3 degrees steeper than anything GM had ever tried before) and for the first time, a large, glass-dominated rear hatchback. Two pop-up headlights, a first on the F-Body cars, were the primary characteristic that distinguished the Firebird from its Camaro cousin; the Firebird would retain this styling characteristic until the end of production in 2002.

In addition to being 500 lb (227 kg) lighter, the Third Generation Firebird was the most aerodynamic production Firebird to date. Wind tunnels were used to form the body shape, and the aerodynamic developments extended to the finned aluminum wheels with smooth caps and a functional spoiler. The Trans Am received a "Turbo Bulge" hood, styled loosely after the earlier Turbo Trans Am. In fact, plans had originally been made to use the Pontiac 4.9 Turbo, but they were scrapped at the last minute. However, the hood bulge remained and was made functional for the Crossfire-injected 305. While the S/E could be had with every option the Trans Am could, it didn't use the bulged hood. Leather seating was also available on all models. Firebirds were available with several engines: the standard fuel-injected 90 hp 2.5L 4 cylinder Pontiac "Iron Duke" (this marked the first time a 4-cylinder engine was offered in the Firebird); a 102 hp 2.8L V6; and two 5.0L V8's. The first and most common was the LG4, a basic carburetor-equipped 305 producing 145 hp. The other was a new fuel-injected 305, which employed a fuel injection system similar to that used in the 1982 Corvette's 5.7L, and produced 165 hp. The base Firebird came standard with 14-inch steel wheels; 14-inch aluminum and 15-inch aluminum wheels were available on the S/E and Trans Am models. Pontiac had also hoped to drop all the "Trans Am" badges from the new cars to save royalties paid to the SCCA for use of the name. Early promotional cars were marked "T/A" as an alternative, however the production cars came marked as "Trans Am" regardless. The WS6 option, available on the S/E's and Trans Ams, included 4-wheel disc brakes, P215/65R15 Goodyear Eagle GT radials with 15-inch cast aluminum wheels, stiffer springs, thicker front and rear sway bars, a high ratio 12.7:1 steering box, and limited slip rear differential. There was also the WS7 option, which was the same as the WS6, except for the lack of the 4-wheel disc brakes.

from the TV series Knight Rider.]]

The Trans Am came standard with one of the two 305 Chevy V8's, as Pontiac V8's were no longer being produced. The four-speed manual transmission came mated to a four-barrel-carbureted V8 that put out 145 hp, while the Crossfire-injected 305 rated at 165 hp came with an automatic transmission. With either drive train, the newest Trans Am was still no match for the 5.0L Mustang GT that took the performance car revival by stampede that year thanks to its 157 hp High Output 302. The Mustang was also much lighter than the Camaro or Firebird, and the 302 engine had a much better assortment of high performance parts than the Chevy small block forced on Pontiac.

Still, with its dimensions reduced, wheel base shortened, and weight reduced, the Third Generation Firebird was also the closest yet in size to the original 1967 model. Road & Track selected the 1982 Firebird Trans Am as one of the "12 Best Cars" in the world (along with its cousin, the Camaro). It won "Best Sports GT" category in the $11,000 to $14,000 range (also along with the Camaro).

A modified black 1982 Firebird Trans Am appeared in the television series Knight Rider as KITT, voiced by William Daniels. For the reunion movie Knight Rider 2000, KITT underwent a makeover and became the "Knight Industries 4000," a vehicle resembling the Pontiac Banshee concept car.

1983

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

In its second year, the Third Generation Trans Am was selected as the Daytona 500 Pace Car, and Pontiac offered a total of 500 Daytona Pace Car replicas through their dealerships. The limited-edition cars featured full body ground effect skirts that extended around the entire car. The front bumper grills were replaced with molded plastic panels, with the "Trans Am" script on the right-hand panel. Also included were Recaro leather/suede seats, special 15-inch "AERO" wheels with smooth covers, red gauge lighting, leather appointments, "Daytona 500" graphics, and a unique white and charcoal paint scheme. The pace cars were only available with the LU5 Crossfire-injected 305 with an automatic, or the LG4 carbureted 305 mated to a 5-speed manual. Other special packages were also available such as the Recaro trim package, which included the Recaro seats, and black paint with gold highlights.

1984

The Trans Am was now available with the same ground effects package used on the 1983 Daytona Pace Car replica; the grill inserts in the front fascia were replaced with solid pieces, and new 20-slot, 15-inch aluminum wheels were also available. For the fifteenth anniversary of the Trans Am, Pontiac released another special, limited-edition Trans Am: using the same body as the 1983 Pace Car replicas, but with new 16-inch, 20-slot, convex aluminum wheels and Goodyear P245/50VR16 unidirectional tires (the new wheel/tire combo being very similar to the Corvette's P255/50ZR16 arrangement); it marked the first appearance of 16-inch wheels on the Third Generation F-body, and was also the first Pontiac to come with 16-inch wheels. The 1,500 15th Anniversary Trans Ams also included an upgraded WS6 suspension, with a new 25 mm rear sway bar (as opposed to the ordinary WS6's 23 mm bar). Other features included: gray multitone and white leather Recaro interior; a special steering wheel and shifter, and parking brake handle; white-striped taillight lenses; white wheels; special blue stripes and blue hood decal; 4-wheel disc brakes; and T-tops. The only available V8 engines were the LG4 and L69.

1985

All Firebird models underwent redevelopment to boost sales as a number of power train improvements were introduced. The LB9 Tuned Port Injection (TPI) 305 was released, replacing the 305 H.O. as the high-output engine: using a tuned runner design, the LB9 produced 210 hp, which brought it suitable attention from buyers despite being unavailable with a manual transmission. The carbureted V6 was replaced with a new, multi-port fuel-injected 2.8L V6 making 135 hp. A Borg-Warner 9-bolt differential was made available for the first time, and the new positive traction rear end was said to be stronger than the Dana 44. The interior evolved with the addition of new, Recaro-styled seats; a new dash with redesigned gauges that used an embossed graph patterned background; new door panels; a new T-handle shifter for automatics; a new, more ergonomic console; an updated stereo; a dash-mounted map pocket; and a new, more ergonomic steering wheel. Further attempts to put the Trans Am into higher regard included a new digital dash and a new overhead console. The console included two manually adjusted reminder wheels, a positionable map light, a removable "Firebird" flashlight, and a small pocket for a garage door opener or sunglasses. The T-tops were also redesigned to use a pin-mounting arrangement rather than the earlier latch-based setup. The Trans Am drag coefficient was measured at 0.32 but was as low as 0.29 with the standard Aero wheels instead of the High-Tech turbo aluminum wheels. At the time, it was the most aerodynamically-efficient car GM ever produced. The Aero (Wrap around rubber) Spoiler was introduced as an option in black only, the spoiler is unique for 1985 & 1986 as it had a texture. The wing type spoiler was standard. The Tailights were also all new on the Trans Am.

The Firebird received a restyled nose with wrap-around inserts known as "bumperettes" to replace the old grille/solid inserts; wrap-around "bumperettes" were also added to the rear bumper. The Trans Am "Turbo Bulge" hood was discontinued in favor of a new flat hood with twin louvered "nostrils" that were non-functional. Trans Am also received a restyled nose with integral fog lights and newly redesigned ground effects now standard, and its new "low density" taillight lenses have a grid-style pattern rather than the now-familiar "slit" or "louvered" pattern. The Trans Am now received the 15th Anniversary WS6 suspension as standard, which had been upgraded with the new, larger sway bars, and aluminum 16-inch, 20-slot wheels were made available on all Trans Ams. The Recaro option package was no longer available, but Recaro seats still were.

1986

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

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

In spite of rumors abound there were NO L98 (350ci TPI) cars made in 1986 according to Pontiac.

1987

The Firebird body remained basically unchanged. All center, high-mounted stop lamps were relocated to a new position between the spoiler and the rear deck lid, and the large Firebird hood emblem disappeared forever. All V8's now received factory roller camshafts, and faced with consumer demands for more power, GM officially released the new 5.7L with tuned port fuel injection. Available only with an automatic transmission, it produced 210 hp and takes the top performance seat from the 5.0L TPI. L69 production is stopped, leaving the LG4 as the only remaining carbureted V8 used in the F-body. Trans Am GTA (Gran Turismo Americano) was introduced, available with the LB9 305 TPI engine (which was returned to 215 hp) or the L98 350 TPI. Gold 16-inch, flat-mesh, diamond-spoke wheels were standard on GTA, with 16-inch, 20-slot wheels standard on Trans Am.

Firebird Formula was re-introduced, available with a choice of V8's (LG4, LB9 305 TPI, or L98 350 TPI), 16-inch convex wheels, and the earlier Trans Am "Turbo Bulge" hood. The wrap-around wing was updated and now standard on Trans Am and Formula; the regular, flat-surfaced spoiler from earlier Trans Am models was now made standard on Firebird. Trans Am and Formula were also offered with an optional 140 mph speedometer.

WS6 was standard equipment on the Formula and GTA from 1987 - 1992, and optional on the Trans Am. WS6 from 1987 thru 1992 included 36mm front sway bars, 24mm rear sway bars, high speed steering box, gas filled struts and 16" Wheels with 235/50R16 Tires. Later WS6 cars used ZR rated tires.

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

Dealerships could Finally order a Firebird Convertible from an approved manufacturer. ASC (American Sunroof Company, Later "American Specialty Cars")(of ASC McLaren fame) offered Pontiac Dealerships a Firebird/Formula/Trans Am/GTA convertible. ASC was contracted to do all of the official F-body Convertibles from 1987-1992. However due to fuel economy restrictions mandated by the EPA, a convertible Firebird would have been assessed a $1200 Gas guzzler tax because the LB9 & L98 when paired with a Trans Am or GTA would have been lower than 22.5 average MPG. For this reason Pontiac did not directly offer a convertible through dealers like the Camaro. The Conversion of the Firebird was identical to the "Factory" Camaros made the particular model year. The exception was the obvious cosmetic changes, the rear quarter caps, spoiler (Which was a Base spoiler Wing cut off) and the high mount 3rd brake light were Firebird convertible specific.

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

1988

The Firebird remained basically unchanged. The 170 hp LG4 carbureted 5.0L V8 was dropped in favor of the new 170 hp L03 5.0L V8 with throttle body injection. All V8's engines received serpentine belt systems and the A/C compressors were moved to the passenger's side of the engine, de-cluttering the engine compartment. The Firebird Formula received new high tech 16x8" aluminum wheels with distinctive silver "WS6" center caps. The GTA wheels were slightly restyled, and the convex 16-inch wheels were dropped as all Trans Ams received the 16x8" diamond-spoke aluminum wheels, available in different colors (white, red, charcoal, and black) in addition to the GTA's gold. The GTA received new a steering wheel with integral radio controls. The Trans Am was made available with body-colored ground effects like those on the GTA. The optional convertible model also carried over, and now optional on the GTA was a new "notchback" hatch: rather than the large, glass hatchback that had been common to the Third Generation Firebird, the optional notchback consisted of a fiberglass trunk lid with a small, flat, vertical glass window. The notchback also incorporated redesigned rear seatbacks with integral headrests. The notchback became popular with onlookers, who often assumed the notchback-equipped GTA was a Ferrari, thereby encouraging some owners of the type to dub their GTA the "Ferrari Back." Many Trans Am owners were unaware that the $800 notchback option was even available, and for those who were, the vehicle typically had to be ordered from the factory, on a six-month waiting list, as the notchback was retrofitted to the vehicle. In rare instances, a dealership would get a notchback-equipped GTA on their lot. Another reason for the relative obscurity of the notchback is that the sales information was not very well disseminated to Pontiac salespeople, so many of them had no idea it was available as an option. As attractive as the notchback was, GTA owners were constantly plagued with structural and cosmetic issues with the design. The fiberglass would blister, causing surface bubbles resembling a bad case of acne. The Pontiac repair solutions were simply to sand the notchback down and repaint it, but the problem would always return, and GTA owners could expect multiple trips in order to achieve a final repair of the problem, or to have a new notchback installed. The notchback was intended to carry over and be standard-issue on the 1989 20th Anniversary GTA, but the plan never materialized; the aforementioned quality control issues apparently caused GM not to carry it over to the next year..

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

Tuned Port Injection L98 350ci factory under rated at 230hp and 330ft.lbs of torque. 0-60 5.4 sec, standing quarter mile 13.6 @ 103mph.

Trans Am GTA production figures US:9765 Canadian:1261

1989

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

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

The Trans Am was selected to pace the Indianapolis 500, and Pontiac marketed another pace car replica. This special, 20th Anniversary Turbo Trans Am (TTA), based on the GTA, was only available in white with a tan interior, and came equipped with the turbocharged Buick 3.8L V6, originally developed for the Buick Regal Grand National. At the time, these replicas were as close to the actual pace car as any replica previously offered; the only differences between the replica cars and those that actually were on the track during the race were the additions of strobe lights and safety equipment to the latter. 1,555 were produced, 5 of those being test cars. Out of 1,550 cars produced by PAS, the actual pace cars were randomly selected and sent to Indy for testing and modification, and when the TTA was released to the public, they were underrated in power. Not all came with T-tops or with leather interior; there were hardtops and cloth-interior cars. But every TTA had an automatic transmission — the TH2004R. Still, the TTA was, at the time, widely regarded as the fastest production car in existence — ironically a title it had briefly (at least for 1989) usurped from its GM stablemate that had supplied the engine: the Buick Regal Grand National (although as noted above, the LB9/N10/MM5/GM3-equipped Formula was quite possibly a close contender as well). Performance numbers obtained by Car and Driver during a June 1989 test of the TTA seemed to support such a claim. The five test TTA's, because they were for pre-production use, were pulled off of the assembly line without regard to color, and therefore were not necessarily white. At least two of these test cars were sold to private individuals, so there are at least two extremely rare, non-white, factory TTA's in existence; in fact, one is known to be red. Only three convertible TTA's were built by ASC, one of which was bought by the president of PAS, with the other two falling into private hands.

TTA production figures:

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

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

1989 Firebird Convertible production figures From 1989 ASC order logs

  • 2 - TURBO TRANS AM (V6 Turbo)
  • 141 - GTA or Trans Am -w/L98 (350 TPI)
  • 42 - FORMULA 350 - w/L98 (350 TPI)
  • 9 - GTA or Trans Am LB9 "F" (305 TPI)
  • 16 - FORMULA - W/LB9 (305 TPI)
  • 4 - Trans Am LO3 "E" (305 TBI)
  • 58 - Firebird or Formula - W/LO3 (305 TBI)
  • 37 - Firebird - W/LB8 (2.8L V6)
  • 10 - Exported
  • 5 - Unknown

- - -

324 Produced (Data from 1989 ASC order logs)

As a side note there are a known 4 L98 Powered Camaros made in 1987, making the total number of L98 Powered Firebird and Camaro Convertibles produced some of the rarest and sought after third Gens made with a total of under 200 produced for both lines all years combined.

1990

A driver’s side air bag was made standard. The Firebird interior again received a re-design, this time the changes were much less drastic: the lower dash and under-dash panels were altered, and accessory switches were moved to a new panel above the heater and radio controls. The console got a new shift indicator and different leather boot, steering wheel mounted radio controls disappeared from the GTA (due to the addition of the airbag), and the L98 engine was no longer offered in the T-top cars due to fuel economy regulations. The LB9 and L98 platforms were updated with new speed density fuel injection, and the elimination of the MAF sensor reduced production costs and supposedly improved performance. All L98-equipped cars now received the N10 dual catalytic converters as standard, which technically was a mid year change for 1989.

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

ASC reported making no Firebird Convertibles for 1990.

1991

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

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

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

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

Beginning in 1991, SLP (Street Legal Performance) modified a factory-built Formula into what they called the "Firehawk". Once a Formula had been order or purchased, this limited-availability option (RPO code B4U) could be specified, and the vehicle was sent to SLP to be modified. No two cars SLP produced were alike; they all were special orders. SLP had anticipated making 250 of these special Firebird Formulas, but in fact, only 27 were ordered; and of those, only 25 were ever built (numbered 1-25 for hardtops — with numbers 18 and 23 never being built — and the ONLY Firehawk Convertible was numbered 27 which was the only non-formula). Of those 25 Firehawks, 21 were "Mandatory" Red, 1 Aqua, 1 White, 1 Blue, and 1 Green; 11 had the Competition Package, 3 came with Aluminum Engine Blocks, 1 had T-Tops, and as previously stated, 1 was a Convertible.

FIREHAWK SPECIFICATIONS

Standard Features: $39,995

  • SLP modified 350 engine rated at 350 hp @ 5500 rpm and Template:Convert/ft.lbf @ 4400 rpm
  • 17"X9.5" Ronal wheels with Firestone Firehawk SZ P275/275/40 ZR17 tires
  • ZF 6-speed manual transmission with carbon fiber clutch
  • Stainless catalytic converter exhaust system
  • A performance Dana 44 rear axle with 3.54:1 Posi-gears
  • Special Firehawk badging decals and numbered plaque

Competition Package: $9,995

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

Engine:

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

Performance:

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

1992

This marked the final production year for the Third Generation platform, and as release of the Fourth Generation model was imminent, Pontiac made few changes to the Firebird. One improvement was made on all 1992 Third gens was the addition of some extra bonding agents to stiffen up the cars. The extra bonding was an attempt to correct a long time complaint of many owners was the squeeks and rattles the car made, This also allowed GM to experiment on third gens some of the new technologies which were to be implemented on the fourth generation cars which would be introduced for 1993. Mid-year, TPI-equipped cars only received blank throttle body plates rather than ones that had been marked "TUNED PORT INJECTION" on similar engines in prior model years; and black-painted valve covers replaced the silver components from previous years. As use of the L98 in the Corvette had come to an end, rough-cast runners found their way into L98-equipped Firebirds, and some cars received special rubber snubbers on the rear hatch frame that were designed to make the hatch more stable. Ultimately, very few Trans Ams, GTA's, and Formulas were produced in this model year, as most buyers were waiting for the next-generation models.

GTA production figures: US:226/ Canadian:48

Third-generation engines

Starting in 1982, all engines were manufactured by Chevrolet unless otherwise indicated.

  • 1982: 2.5L 2-barrel, 2.5L Throttle Body Injection, 2.8L 2-barrel, 5.0L 4-barrel, 5.0L Cross-Fire Injection (first year for fuel injection in Trans Am)
  • 1983: 2.5L 2-barrel, 2.5L Throttle Body Injection, 2.8L 2-barrel, 5.0L 4-barrel, 5.0L Cross-Fire Injection, 5.0L 4-barrel H.O. (only 662 were made, all 5-speeds)
  • 1984: 2.5L Throttle Body Injection, 2.8L 2-barrel, 5.0L 4-barrel, 5.0L 4-barrel H.O.
  • 1985: 2.5L Throttle Body Injection, 2.8L 2-barrel, 5.0L 4-barrel, 5.0L Tuned Port Injection, 5.0L 4-barrel H.O. (5-speed only)
  • 1986: 2.8L Multi-port Fuel Injection, 5.0L 4-barrel, 5.0L Tuned Port Injection, 5.0L 4-barrel H.O. (5-speed only)
  • 1987: 2.8L Multi-port Fuel Injection, 5.0L 4-barrel, 5.0L Tuned Port Injection, 5.7L Tuned Port Injection
  • 1988: 2.8L Multi-port Fuel Injection, 5.0L Throttle Body Injection, 5.0L Tuned Port Injection, 5.7L Tuned Port Injection
  • 1989: 2.8L Multi-port Fuel Injection, 5.0L Throttle Body Injection, 5.0L Tuned Port Injection, 5.7L Tuned Port Injection, 3.8L Sequential Port Fuel Injection Turbocharged (Buick)
  • 1990: 3.1L Multi-port Fuel Injection, 5.0L Throttle Body Injection, 5.0L Tuned Port Injection, 5.7L Tuned Port Injection
  • 1991: 3.1L Multi-port Fuel Injection, 5.0L Throttle Body Injection, 5.0L Tuned Port Injection, 5.7L Tuned Port Injection
  • 1992: 3.1L Multi-port Fuel Injection, 5.0L Throttle Body Injection, 5.0L Tuned Port Injection, 5.7L Tuned Port Injection

References

External links

Template:Commonscat


Advertisements






Got something to say? Make a comment.
Your name
Your email address
Message