Pontiac Firebird (third Generation) - 1989

1989

1989 was the biggest year for Pontiac with respect to press coverage, promotions, and performance. It was not well known at the time, but in 1989, Pontiac produced the quickest and fastest American production car. The "Excitement Division" was also asked to provide a car to pace the 73rd running of the Indianapolis 500; sadly, it would be the final time a Pontiac would ever receive that honor. The Trans Am model was now 20 years old, and it was time for another anniversary edition, with this special 20th Anniversary Trans Am to be based on the existing Trans Am GTA. Through a unique partnership between Pontiac and an engineering firm called Prototype Automotive Services (PAS), the Trans Am GTA was equipped with a more powerful version of the turbocharged Buick 3.8L V6, originally developed for the Buick Regal Grand National, and the Turbo Trans Am (TTA) became the vehicle Pontiac supplied to pace the Indianapolis 500. Ultimately, 1,555 TTA replicas, rated at 250 hp, were produced for sale, five of those being test cars. But after Car and Driver magazine tested the car, logging a 0–60 mph run in 4.6 seconds, and a standing quarter-mile in 13.4 seconds at 101 mph, they called the 250 hp rating "exceedingly modest," estimating the actual output to be "closer to 300 hp." They also subsequently reported that it was the "quickest 0–60 sprinter available in any US production-car showroom – at any price." The Car and Driver evaluation produced the best acceleration performance of any main stream publication to test a regular TTA press car from the Pontiac fleet, partly because Car and Driver realized that the turbo boost must be "preloaded" to get maximum performance figures. But short-distance sprinting was not all this car could do well. Early in 1989, Motor Trend ran their top speed test article "Flat-out Fastest American Cars II-the Sequel." During this test, the TTA did 162 mph, and was the fastest production car evaluated in the test. However, Motor Trend declared the winner to be a 1989 Corvette ZR-1, which went much faster, but was not a production car (it was a prototype that Chevrolet intended to release for production in 1989, but did not come out until 1990). So by a slight technicality, the TTA could be called the flat-out quickest (0–60 4.6 sec.) and fastest (162 mph) American production car in 1989. It is interesting to note that the only constraint on the top speed of 162 mph was that the TTA was being limited by the engine redline and automatic transmission (with which all TTA's were equipped). When PAS installed a ZF 6-speed manual transmission into one of the cars, they were able to reach 181 mph. Perhaps more importantly than the performance tests provided by the industry magazines was the fact that these cars were capable of much faster acceleration times – with minimal modifications. In fact, with $300 in new parts installed, 12.5-second quarter-mile runs were achievable – without manually shifting gears or the need to trailer the vehicle to the track! Because of this, the TTA has gained a cult following among amateur racing enthusiasts.

Pontiac sub-contracted the job of engineering the TTA engine modifications to PAS. The narrow engine bay of the Trans Am required the use of different cylinder heads, which happened to have better flow characteristics than the old Buick heads. Special stainless steel headers were made specifically for the project as well. The heads, headers, along with more refined tuning of the boost and fuel curves, all added up to a more powerful package than the older Buicks. PAS was also in charge of testing and assembling the engines. Most TTA's came with T-tops and leather interior, but there were also hardtops and cloth-interior cars. And every TTA had an automatic transmission – the TH200-4R, equipped with overdrive and a torque converter clutch. The three actual pace cars were randomly selected from the production run, and sent to Indianapolis to pace the race. Thus, the pace car replicas were closer to the actual pace cars than any replica previously offered; the only difference between the replicas and the three actual pace cars was the addition of strobe lights and safety equipment to the latter. In addition, the TTA was relatively economical to drive; it returned 24 mpg on the highway, while the only cars (besides the Lotus Esprit Turbo SE) that could approach its performance at the time (Ferraris, Lamborghinis, etc.) were far more costly, and providing only around 10 to 12 mpg. As has been proven to be the case in subsequent years, relying on a small engine for cruising, and a turbocharger for power, provides an exciting driving experience while returning impressive fuel mileage.

The rarest 20th Anniversary Turbo Trans Ams are the hardtops and convertibles. Only 40 hardtops were made. 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. Only two are generally known to exist, however, as the ASC order log shows records for only two TTA convertibles. 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.

As for the rest of the Firebird line, 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 TTA, 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.

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)
• 142 – GTA or Trans Am -w/L98 (350 TPI)
• 43 – 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?
• 4 – VIN was not determined
• 5 - No Information

– - – ASC Reported a total of 330 Firebird Convertibles in 1989

Data from 1989 ASC Dealer order logs shows 324 produced

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.