Pontiac Firebird

Pontiac Firebird/Trans Am
Overview
Manufacturer	Pontiac
Production	1967-2002 (1969-2002 Trans Am)
Body and chassis
Class	Pony car, Muscle car
Layout	FR layout
Platform	F-body
Related	Chevrolet Camaro
Chronology
Successor	Pontiac GTO (2004)

The Pontiac Firebird was a sports/muscle car built by the Pontiac division of General Motors between 1967 and 2002.

The Firebird was introduced in the same year with its platform sharing cousin the Chevrolet Camaro. This coincided with the release of the Mercury Cougar, which shared its platform with another well-known pony car, the Ford Mustang.

The vehicles were, for the most part, powered by various V8 motors of different GM divisions. While primarily Pontiac-powered until 1977, Firebirds were built with several different engines from nearly every GM division until 1982 when all Pontiac motors were dropped in favor of corporate motors.

Firebirds had traditionally utilized solid rear axles, also referred to as live axles, but Pontiac switched to a coil spring/torque arm rear suspension design in 1982.

First generation (1967–1969)

First Generation
Overview
Production	1967-1969 (Firebird) 1969 (Trans Am)
Body and chassis
Body style	2-door coupé 2-door convertible
Powertrain
Engine	230 in³ Pontiac OHC I6 326 in³ Pontiac V8 400 in³ Pontiac V8

The First Generation Firebirds had a characteristic "coke-bottle" styling. Unlike its sister-car, the Chevrolet Camaro, its bumpers were integrated into the design of the front end and its rear "slit" taillights were inspired by the Pontiac GTO. Both a two-door hardtop and a convertible were offered through the 1970 model year (the next generation, minus the convertible, being announced as 1970½ models). Originally the car was a "consolation prize" for Pontiac, who had initially wished to produce a two-seat sports car of its own design, based on the original Banshee concept car. However, GM feared such a vehicle would directly compete with Chevrolet's Corvette, and the decision was made to give Pontiac a piece of the pony car market by having them sharing the F-body platform with Chevrolet. Somewhat disappointed at management's decision, Pontiac went about re-making the F-body in their own image with both styling and engineering changes.

The base model had a 230 in³ (3.8L) OHC six-cylinder engine, with a single-barrel carburetor and developing 165 hp (123 kW). The next model, the Sprint, had a four-barrel carburetor, developing 215 hp (160 kW). But most buyers opted for one of the V8's: the 326 in³ (5.3L) with a two-barrel carburetor producing 250 hp (186 kW); the "H.O." (High Output) engine of the same displacement, but with a four-barrel carburetor and producing 285 hp (213 kW); or the 400 in³ (6.6L) from the GTO with 325 hp (242 kW). A "Ram Air" option was also available, providing functional hood scoops, higher flow heads with stronger valve springs, and a different camshaft. Power for the Ram Air package was the same as the conventional 400 H.O., but the engine peaked at a higher RPM. The 230 in³ (3.8L) engines were subsequently replaced by 250 in³ (4.1L) ones, the first developing 175 hp (130 kW) using a single barrel carburetor, and the other a 215 hp (160 kW) engine with a four-barrel carburetor. Also for the 1968 model, the 326 in³ (5.3L) motor was replaced by one with a displacement of 350 in³ (5.7L). A "H.O." version of the 400 in³ (6.6L) with a revised cam was also offered starting in that year, developed 330 hp (246 kW). Power output of the other engines was increased marginally. In 1969, a $725 optional handling package called the "Trans Am Performance and Appearance Package," which included a rear spoiler, was introduced. Named after the Trans-Am Series, the name was used without permission and the SCCA threatened to sue. But GM settled the deal by paying $5 to the SCCA for every car sold. Of these first "Trans Ams," only 689 hardtops and eight convertibles were made. There was an additional Ram Air IV option for the 400 in³ engine during that year, complementing the Ram Air II; these generated 345 and 335 hp respectively.

Bodywise, the styling difference from the 1967 to the 1968 model was the addition of Federally-mandated side marker lights: for the front of the car, the blinkers were made larger and extended to wrap around the front edges of the car, and on the rear, the Pontiac (V-shaped) Arrowhead logo was added to each side. Also, Pontiac stopped using wing-windows and started using single panes on the doors. The 1969 model received a major facelift with a new front end design made of an Endura bumper housing the headlights and grilles. Inside, there was a revised instrument panel and steering wheel. Also, the ignition switch was moved from the dashboard to the steering column with the introduction of GM's new locking ignition switch/steering wheel.

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

The First Generation Firebird could be easily distinguished from the Camaro with its four round headlamps, whereas the Camaro only had two. Although not apparent at the time, the Pontiac Firebird Trans Am, along with (ironically) the Chevrolet Corvette, would become the only American high-performance cars that would remain in continuous production since their inception.

Second generation (1970–1981)

Second Generation
Overview
Production	1970-1981 (all models)
Body and chassis
Body style	2-door coupé
Powertrain
Engine	301 in³ Pontiac turbo V8 305 in³ Chevrolet V8 350 in³ Pontiac V8 400 in³ Pontiac V8 403 Oldsmobile V8 455 in³ Pontiac V8

The Second Generation appeared for the 1970 model year as a mid-year introduction on February 26, 1970 — but was officially designated by Pontiac as a 1970 model, not a 1970-1/2 as many sources have reported through the years. Replacing the "Coke bottle" styling was a more "swoopy" body style, with the top of the rear window line going almost straight down to the lip of the trunk lid — a look that was to epitomize F-body styling for the longest period during the Firebird's lifetime. The new design was initially characterized with a large C-pillar, until 1975 when the rear window was enlarged. There were two Ram Air 400 engines for 1970: the Ram Air III (335 hp, 366 hp in GTO) and the Ram Air IV (345 hp, 370 hp in GTO) which were carried over from 1969. A distinctive, slant-nose facelift occurred in 1977, redone somewhat in 1979. From 1977 to 1981, the Firebird used four square headlamps, while the Camaro continued to retain the two round headlights that had previously been shared by both Second Generation designs.

The 455 engine available in the Second Generation Firebird Trans Am was arguably the last high-performance engine of the original muscle car generation. The 455 engine first made its appearance in 1971 as the 455-HO. In 1973 and 1974, a special version of the 455, called the SD-455, was offered. The SD-455 utilized leftover components from Pontiac's 366 NASCAR engine, and was built as a full-bore racing engine that produced over 540 hp; the engine was subsequently "toned down" to appease the EPA and to meet GM's own strict power policy, which at the time required that no GM vehicle exceed 300 hp. As a result, the PMD engineers listed the SD-455 at 290 hp, but in reality it was producing, in final form, 371 hp SAE NET (or approximately 440 gross horsepower). What made this engine even more appealing was the ease with which it could be returned to its 500+ horsepower form. The SD-455 is often considered the last of the true muscle car engines and, by many, considered to be the most powerful factory Pontiac engine ever produced. Pontiac offered the 455 for a few more years, but tightening restrictions on vehicle emissions guaranteed its demise. Thus, the 1976 Trans Am was the last of the "Big Cube Birds," with only 7,100 units produced with the 455 engine.

The 1974 Firebird Formula optioned with a 400 4-bbl

File:1978 Trans-Am.jpg

The 1978 Firebird Trans-Am, one of the more popular of the 2nd Generation cars

In 1974, Pontiac offered an inline-6, a 185 hp 350 in³ V8, and 175 to 225 hp 400 in³ V8 engines. The 455 produced 215 and 250 hp while the SD-455 produced 290 hp. The 400, 455, and SD-455 engines were offered in the Trans Am during 1974, but the 400 and 455 engines were the only other options in the 1975 and 1976 models. In 1976, Pontiac celebrated their 50th Anniversary, and a special edition of the Trans Am was released. Painted in black with gold accents, this was the first anniversary Trans Am package and the first production Black and Gold special edition. In 1977, Pontiac offered the T/A 6.6 Litre 400 (option W72) rated at 200 hp, as opposed to the regular 6.6 Litre 400 (option L78) rated at 180 hp. In addition, California and high altitude cars received the Olds 403 engine, which offered a slightly higher compression ratio and a more usable torque band than the Pontiac engines of 1977. Beginning in 1978, Pontiac engineers reversed years of declining power by raising the compression ratio in the Pontiac 400 through the installation of different cylinder heads with smaller combustions chambers (taken from the Pontiac 350). This increased power by 10% for a total of 220 during the 1978-79 model years. The 400/403 options remained available until 1979, when the 400 in³ engines were only available in the 4-speed transmission Trans Ams and Formulas (the engines had actually been stockpiled from 1978, when PMD had cut production of the engine). 1979 marked the 10th Anniversary of the Trans Am, and a special anniversary package was made available: silver paint with a silver leather interior. The 10th Anniversary cars also featured a special Firebird hood decal, which extended off of the hood and onto the front fenders. In 1979 Pontiac sold 116,535 Trans Ams which still holds the record to this day. In 1980, due to ever-increasing emissions restrictions, Pontiac dropped all of its large displacement engines.

1980 therefore saw the biggest engine changes for the Trans Am. The 301, offered in 1979 as a credit option, was now the standard engine. Options included a turbocharged 301 or the Chevrolet 305 small block.

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

Third generation (1982–1992)

Third Generation
Overview
Production	1982-1992
Assembly	Van Nuys, California Norwood, Ohio
Body and chassis
Body style	3-door hatchback coupé
Powertrain
Engine	151 in³ Pontiac I4 173 in³ "X" V6 191 in³ "X" V6 231 in³ Buick Turbo V6 305 in³ Chevrolet V8 350 in³ Chevrolet V8
Transmission	4-speed automatic 5-speed manual
Dimensions
Wheelbase	101 in
Length	1990-92 Firebird: 195.1 in 1990-92 Trans Am: 195.2 in Pre-1988 Firebird: 190.5 in Pre-1988 Trans Am: 191.8 in
Width	72.4 in
Height	49.7 in

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

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 were the primary distinguishing characteristic of the Firebird from its Camaro cousin.

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 sister, the Camaro). It won "Best Sports GT" category in the $11,000 to $14,000 range (also along with the Camaro).

A black modified 1982 Firebird Trans Am appears in Knight Rider as KITT, voiced by William Daniels.

A black Pontiac Firebird Trans Am built to KITT in Knight Rider.

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 15^th 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 'Bird

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 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. 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, 20^th 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·lbf_f @ 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

Fourth generation (1993–2002)

Fourth Generation
Overview
Production	1993-2002
Assembly	Sainte-Thérèse, Quebec, Canada
Body and chassis
Body style	3-door hatchback coupé 2-door convertible
Powertrain
Engine	3.4 L L32 V6 3.8 L Buick V6 5.7 L LT1 V8 5.7 L LS1 V8
Transmission	4-speed (TH700R4 93, 4L60E 94-02) automatic 5-speed 93-97 Borg Warner (V6 models), 93-97 Borg Warner T56 manual 6-speed manual 99-02 WorldClass Tremec T56
Dimensions
Wheelbase	101.1 in
Length	1998-2002 Firebird: 193.3 in 2000-02 Trans Am: 193.7 in 1998-99 Trans Am: 193.8 in 1998-99 Firebird: 193.3 in 1993-97 Firebird: 195.6 in 1993-97 Trans Am: 197 in
Width	1998-2002: 74.4 in 1993-97: 74.5 in
Height	2000-02 Convertible & Trans Am: 51.8 in 2000-02 Coupe: 51.2 in 1993-99 Coupe & 1996-99 Trans Am: 52 in Convertible: 52.7 in 1994-99 Trans Am Convertible: 52.4 in 1993-95 Trans Am: 51.7 in

The Fourth Generation F-body continued the aerodynamic formula initiated by the previous generation, but while still a desirable sports car, it fell victim to declining sales. As before, the Camaro kept the exposed headlights and the Firebird its pop-up units, with some minor changes. The overall styling of the Firebird more strongly reflected the "Banshee IV" concept car than the 1991 "face lift" received by the Third Generation model.

From 1993 until 1995 (1995 non-California cars), Firebirds received a 3.4L V6 with 160 hp, or the 5.7L 275 hp LT1 V8. The 1993 Firehawk (only available in Formula trim for 1993) received the SLP package with a functional hood scoop and other performance enhancements that increased power to 300 hp. Only 201 were built for 1993, and they routinely out-performed 1993 Corvettes, leading many to believe that the power rating was purposely underrated to allow the Corvette (also rated at 300 hp for the 1993 model year) to be the listed "king of power" (and price tag) for that year. In fact, the LT1 in the Formula and Trans Am was very similar to the one in the Corvette C4, except with 2-bolt mains and a more restrictive intake/exhaust system.

1994 marked the 25^th Anniversary of the Trans Am, and another Anniversary Edition was released, painted white with a single blue stripe down the center of the vehicle — clearly reminiscent of the 1970 Trans Am.

1995 models were the same as that of previous years, but traction control (ASR: Acceleration Slip Regulation) was now available. A freer intake/exhaust was available similar to that of the Chevrolet Corvette giving 310hp on very few models.

File:DSCN5164.JPG

1993-1997 Trans Am Convertible

1996 and later models had a 200 hp 3.8L V6 as the base engine, and the power rating of the LT1 had been raised to 285, thanks to a new dual catalytic converter exhaust system which was offered in previous years by order only.

The very rare 1997 Firehawk LT4 model made by SLP Performance Parts and sold through Pontiac dealerships had 330 hp (243 kW) and 340 ft·lbf_f (459 Nm) of torque.

File:Purple98ta.jpg

One of 12 1998 Pontiac Trans Ams in factory "Bright Purple Metallic"

In 1998, the Firebird received a "face lift" dominated by a new front fascia (now with four pop-up headlights) as well as other modifications, the most significant of which was the introduction of the latest Corvette small block V8 engine, the LS1. Initially, the color "Bright Purple Metallic" had been available, however it was discontinued due to production issues with the paint. The color was replaced with "Navy Blue Metallic," but not before a total of 12 Trans Am models (10 coupés and 2 convertibles) made it out of the factory dressed in "Bright Purple Metallic."[1] For 1998-2002 Pontiac utilized the same heavy duty brakes, steering ratios, fuel pumps and shocks (non-WS6) on both V6 and V8 models.

The 1999 30^th Anniversary Trans Am

1999 marked the 30^th Anniversary of the Trans Am, commemorated by another white Anniversary Edition, this time with twin blue stripes which more closely patterned the original paint scheme of the 1969 Trans Am.

The final model year of the Firebird, 2002, offered a distinctive "Collector's Edition" Trans Am, painted yellow. Like the Chevrolet Camaro, the Fourth Generation Firebird and Trans Am were built in Sainte-Thérèse, Quebec, and the plant closed down after producing the last F-body cars.

The LS1 Firebirds, despite their poor sales, were among the fastest ever produced. Outfitted with the all-aluminum 5.7L V8 from the Corvette C5, and producing 305 hp (310 after 2000) or 320 hp (325 after 2000) in the WS-6 "Ram Air" version, these Fourth Generation Firebirds could out-perform just about any of their predecessors (including the original "muscle car" Firebirds). In 2001 and 2002, models equipped with a V8 received the higher-flow LS6 intake manifold and a higher-performance clutch. Firebird enthusiasts believe these engines were underrated by the factory, and that these cars often produce up to 40 horsepower (30 kW) more than rated. The rare Firehawk model, made by SLP and sold through Pontiac dealerships, had 330 hp (335 after 2000, 355 in late 2002 models). Even the last of the V6-equipped Firebirds were rated at an impressive 205 hp, which was more than some of the earlier-generation V8's could muster (in fact, the final V6 Firebirds are as quick as almost any V8-equipped Firebird produced before 1990). Average quarter-mile elapsed times for the Fourth Generation Firebirds were reported as 15.2 seconds at 90 mph for V6-equipped vehicles, and 13.2 seconds at 110 mph for those with the V8; in the hands of an experienced driver, the latter cars have even been known to "crack" the 12-second quarter mile mark. Top speeds for both the V6 and V8 versions were generally governed according to their factory tire ratings, which were typically 118 mph for the V6 models. However, with the governor programmed out and applying V8 speed rated tires, V6 Firebirds will reach in excess of 130 mph (4th gear limited) with the Y-87 performance package and a 5-speed transmission, whereas V8 models that had Z-rated tires had a speed limiter set to 167 mph.

V6 Firebird

1993-1998 had angular cable driven throttle body units, which later changed in 1999 to a less restrictive drive by wire electronic controlled with 18 reference throttle position points. 1999-2002 also saw the change of mass airflow sensor technology. GM, ridding themselves of the cast rod Mass Airflow Sensor in the Throttle Body, chose the higher flow capacity of the top mount MAF sensor and eliminating the angled induction to a straight forward ram air style intake which removes a large portion of the restriction.

In 2000-2002 Firebird also received an upgraded exhaust manifold from rectangular cast Iron primaries to a round tubular style manifold giving further gains in performance.

Deliberately Underrated Power & Performance

Although all Fourth-Generation Firebird Formulas and Trans Ams are very powerful vehicles, claims abound from owners and aficionados that their true horsepower ratings were grossly underrated by GM. Reasons such as higher insurance rates for potential buyers are cited as affecting the company's decision to conceal the true horsepower output and acceleration times of the vehicles. Another major reason cited for such a deception was potential harm to the sales figures of GM's performance flagship, the Fifth-Generation Chevrolet Corvette. Since the Trans Am and Corvette powertrains were effectively identical (same engine & transmission), GM allegedly kept the Trans Am's true profile and performance numbers from the public. This, in turn, spawned better sales for the higher-priced Corvette even though the true performance figures of the Trans Am were purportedly the same with only minor differences in the ecu programming.

Burt Reynolds Edition Trans Am (2007)

For the thirtieth anniversary of the hit movie "Smokey and the Bandit", Year One, Burt Reynolds, and Pontiac produced three new Trans Ams ("Ban One", "Ban Two", and "Ban Three"). They are a restored 1977 Trans Am but with a twist. This new Trans Am has many new options.

The Ban One has a 462 cubic inch traditional Pontiac V8 with aluminum heads, 9.5:1 compression and a hydraulic roller camshaft. The engine made 496 horsepower on the dyno. The transmission is a five-speed manual, and the suspension system features upper and lower tubular control arms with coil springs up front, and performance leaf springs in the rear, with sub frame connectors keeping everything properly located. Wheels are 18” x 9” billet aluminum snowflakes all the way around.

The Ban Two has a 461 cubic inch, 430-horsepower traditional Pontiac V8, while optional powerplants include a 500-horsepower LS2 based fuel-injected engine, a 550-horsepower Pontiac V8 or a 600-horsepower supercharged LS2. A five-speed manual overdrive with short throw shifter is the standard transmission, and a four-speed automatic overdrive is optional. The suspension system is completely redesigned on Ban II-level cars, and features a tubular front subframe, rack-and-pinion steering, four-link rear suspension, with adjustable coil-over shocks all the way around. The chassis is reinforced with integrated subframe connectors and is mini-tubbed in the rear for additional wheel and tire clearance. Wheels are 18” x 10” billet aluminum snowflakes on all four corners, with 285-35-18 BFG tires. Brakes are from Baer Racing, with 13” two-piece front rotors.

The Ban Three has a 515-horsepower dry-sump LS7 7.0 liter engine, and upgrades include a 605-horsepower dry-sump LS7, or a monster 8.8 liter (540 cubic inch) Pontiac V8 making over 650 horsepower. A five-speed manual is the only transmission offered on the Ban III. Suspension consists of the Ban II’s tubular front subframe, rack-and-pinion steering, and four-link rear with adjustable coil-overs on each corner. Chassis reinforcements include integrated subframe connectors and a four-point roll bar with safety harnesses. Brakes are huge Baer Racing six-piston calipers with 14-inch two-piece rotors front and rear. The Ban III offers a level of performance rarely seen in a street-legal vehicle.

For more information and images of the Burt Reynolds Edition Trans Am visit: http://yearone.com/yodnn/Default.aspx?alias=yearone.com/yodnn/bandit

Firebird Engine Summary

First Generation

• 1967: OHC 6 & Sprint, 326 V8, 326 V8 H.O., 400, 400 Ram Air
• 1968: OHC 6 & Sprint; 350; 400; 400HO; Ram Air II 400 (Midyear release; Underrated)
• 1969: 350; 400; Ram Air III 400; Ram Air IV 400 (Underrated)

Second Generation

• 1970: 250 I6, 350 V8, 400 V8, Ram Air III 400 (Pontiac), Ram Air IV 400 (Pontiac)
• 1971: 250 six-cylinder, 350 V8, 400 V8, Base 455, 455 HO
• 1972: 250 six-cylinder, 350 V8, 400 V8, Base 455, 455 HO
• 1973: 250 six-cylinder, 350 V8, Base 455, 455 HO, 455 SD
• 1974: 250 six-cylinder, 350 V8, 400 V8, Base 455, 455 HO, 455 SD
• 1975: 250 I6, 350 V8, 400 V8, 455 V8
• 1976: 259 I6, 350 V8, 400 V8, 455 V8
• 1977: 231 V6, 301 V8, 302 V8, 350 V8, 400 V8 (Pontiac), 403 V8 (Oldsmobile)
• 1978: 231 V6, 301 V8, 302 V8, 350 V8, 400 V8 (Pontiac), 403 V8 (Oldsmobile)
• 1979: 231 V6, 301 V8, 305 V8, 350 V8, 400 V8 (Pontiac), 403 V8 (Oldsmobile)
• 1980: 301 (Pontiac), 305 (4 speed only) (Chevrolet), 301 Turbo (Pontiac)
• 1981: 301 (Pontiac), 305 (4 speed only) (Chevrolet), 301 Turbo (Pontiac)

Third Generation

From 1982 on all engines are Chevrolets unless stated otherwise.

• 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. (1500 anniversary editions, 500 of them 5 speed)
• 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), 5.7L Tuned Port Injection (Rumoured in 50 GM Test Cars)
• 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 Fuel Injection Turbocharged (Buick Grand National Engine for Turbo Trans Am)
• 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

Fourth Generation

• 1993: L32 3.4L, LT1 5.7L (350 in³ Iron block aluminum heads)
• 1994: L32 3.4L, LT1 5.7L (350 in³ Iron block aluminum heads)
• 1995: L32 3.4L, LT1 5.7L (350 in³ Iron block aluminum heads)
• 1996: L36 3.8L, LT1 5.7L (350 in³ Iron block aluminum heads)
• 1997: L36 3.8L, LT1 5.7L (350 in³ Iron block aluminum heads) / LT4 5.7L (350 in³ Iron block aluminum heads) in Firehawk by SLP
• 1998: L36 3.8L, LS1 5.7L (346 in³ Aluminum block and heads)
• 1999: L36 3.8L, LS1 5.7L (346 in³ Aluminum block and heads)
• 2000: L36 3.8L, LS1 5.7L (346 in³ Aluminum block and heads)
• 2001: L36 3.8L, LS1 5.7L (346 in³ Aluminum block and heads)
• 2002: L36 3.8L, LS1 5.7L (346 in³ Aluminum block and heads)

Performance

Year		Power	0-60 mph	Top Speed
5.7-16V V8	1993-1997	275-285 bhp	5.6 s.	155 mph / 250 km/h (electronically limited)
	1995(special)	310bhp	4.9 s.	155 mph / 250 km/h (electronically limited)
	1998-2002	305-330 bhp	5.4-4.9 s.	155 mph / 250 km/h (electronically limited)
	1996-1997(ram air)	305 bhp	5.0 s.	155 mph / 250 km/h (electronically limited)
	1998-2002(ram air)	330-355 bhp	5.0-4.5 s.	165 mph / 265 km/h (electronically limited)

Racing

Firebirds were used in the Trans-Am series in the 1960s and 1970s. When the Pontiac Firebird Trans Am came out, there was controversy over the model's inability to compete in the Trans-Am due to its smallest engine being too large for the series. When the Trans-Am was last seen, model year 2002 Firebirds were in use. A Firebird is currently in use in the KONI Challenge Series. Firebirds have also for years been used in the IROC Series.

References

• In the TV series, The Office, Dwight drives a 1987 Trans Am Pontiac Firebird.

External links

• Firebird Heritage official Pontiac site
• Template:Dmoz
• TransAm GTA- Website dedicated to GTA Trans Am Limited Edition