Calgary Firebird Club - The Largest Firebird Club in Canada

The Third Generation F-body weighed in quite a bit lighter 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·lbff
- 1982-1984: LC1 2.8L V6, 102-107 hp and 142-145 ft·lbff
- 1982-1985: LQ8 2.5L I4, 88-92 hp and 132-134 ft·lbff
- 1982-1987: LG4 5.0L V8, 145-170 hp and 240-250 ft·lbff
- 1983-1984: LL1 2.8L V6, 125 hp and 145 ft·lbff
- 1983-1986: L69 5.0L V8, 190 hp and 240 ft·lbff
- 1985-1989: LB8 2.8L V6, 135 hp and 165 ft·lbff
- 1985-1992: LB9 5.0L V8, 190-230 hp and 275-300 ft·lbff
- 1987-1992: L98 5.7L V8, 225-245 hp and 330-345 ft·lbff
- 1988-1992: L03 5.0L V8, 170 hp and 255 ft·lbff
- 1989-1989: LD5 3.8L V6, 250 hp and 340 ft·lbff (turbocharged engine)
- 1990-1992: LH0 3.1L V6, 140 hp and 180 ft·lbff

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 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 it was 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.

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 the four-barrel-carbureted version that put out a milquetoast 145 hp, while the Crossfire-injected 305, rated at 165 hp, came with the automatic transmission. But 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 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.

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

1985 Firebird Trans Am: Pontiac would use this wheel pattern until the early '90s on many other models as well.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 215 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.

1985's benchmark makeover: restyled nose, hood "nostrils," and return of the full hood 'BirdThe 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 rims. At the time, it was the most aerodynamically-efficient car GM ever produced.

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. A new, optional rubber/vinyl wrap-around rear spoiler was introduced on Trans Am (available only in black; as they aged, these and subsequent model-year spoilers would suffer from cracking and splitting problems). 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. The previously optional rubber/vinyl wrap-around rear spoiler was the standard spoiler for 1986 Trans Ams and the pedastal spoiler became optional. Mid year, Pontiac introduced a new light-weight, cross-lace wheel rim, 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 boiling problems[citation needed]. The 305 TPI engine output was decreased from 215 hp to 190 hp, however, the L98 TPI 350, rated at 225 hp, made its mid-year appearance in the Trans Am. 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 3 1986 Trans Am convertibles as a "design exercise."

1987

The Firebird body remained basically unchanged. All center, high-mounted stop lamps were relocated to a new position between the spoilers 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 225 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 spoiler was updated and now standard on Trans Am and Formula; the regular, flat-wing 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.

The Trans Am GTA was Pontiac's pride and joy with a standard 5.7L 350 Tuned Port Injection (TPI). The engine itself was pulled directly out of the C4 Corvette, which itself began using the engine in 1985, and gave 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. Finally, Pontiac offered a Firebird/Trans Am convertible, built after-market by ASC (of ASC McLaren fame) along-side the new Camaro convertible.

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 rims, 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 notchback owners to dub their GTA notchback 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 the notchback was available as an option. As attractive as the notchback was, GTA owners were constantly plagued with structural and cosmetic issues with the notchback. 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 to discontinue the notchback forever.

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 230 hp while the L98 increased to 240 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 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 300-pounds-lighter Formula body, which shared same WS6 suspension with the top-end Trans Am GTA, it created a high-performance "sleeper" that could out-perform the heavier Trans Am GTA (even when equipped with the L98 engine) — at a roughly 30% lower sticker price. 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 230 hp Formula at a curb weight of 3,300 lb. versus a 240 hp Trans Am GTA at a curb weight of 3,600 lb.; the weight-to-power ratio for the Formula is 14.3 lb/hp compared to 15.0 lb/hp for the Trans Am GTA. According to the same Car and Driver article, very few of these "hopped-up" 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 Lexan plastic tops. 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 Lexan 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 2004-r. 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). 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:

1,321 T-Top & Leather Interior
187 T-Top & Cloth Interior
24 Hardtop & Leather Interior
15 Hardtop & Cloth Interior (Base)
3 Convertible (prev. T-Top) & Leather int.
4 Test Cars with T-Top & Cloth Interior
1 Test Car with Hardtop & Leather Interior

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 convertible due to purported torque limitations in the unibody construction. 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. Like the Camaro, the 1990 Firebird only received a half-year production run, as Pontiac labored to release the re-styled 1991 model.

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. The Trans Am and Firebird Formula received a new fiberglass-constructed, flat, wrap-around wing, and all L98-equipped cars now received the N10 dual catalytic converters as standard. 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 Firebird convertible was now being built on the same production line as the coupés (previously, ASC had been converting customer/dealer ordered T-top cars, and the convertible option was not officially offered through GM), and was offered with one of three engine options: the LHO 3.1L V6, the L03 5.0L V8, or the LB9 5.0L V8. Production improvements led to use of new body sealants that improved body rigidity, long a source of complaints with the Third Generation F-body. The new styling brought higher sales figures, up from the previous model year.

1992

This marked the final production year for the Third Generation platform, and as the Fourth Generation model was imminent, provided few changes for the Firebird. Mid-year, TPI-equipped cars only received blank throttle body plates rather than ones that had been marked "TUNED PORT INJECTION" on similar engines from 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-generaion models.

Beginning in this year, a company named SLP Performance Parts 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). 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·lbff @ 4400 rpm
17"X9.5" Ronal Rims 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
Top speed: 160 mph
Skid pad: 0.88g on full tread

- Courtesy of Wikipedia