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itsworn · 6 years

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Randi Lyn Shipp is Fearless in Her Wheel-standing 1967 Firebird!

You’d be hard-pressed to find someone more deeply immersed in the sport of drag racing than Indiana’s Randi Lyn Shipp. “Rocket” Shipp, as she’s known, has been strapping herself to racecars since the age of 8, and since then her entire life has revolved around the straight-line sport. Her father Randy, brother Joey, and sister Kristi all race—as does her fiancée—the reigning NHRA Pro Stock champion, Bo Butner. Even her mom Jackie is a huge supporter.

In more than two decades of competition, Randi Lyn has wheeled cars in Jr. Dragster, local Brackets, along with NHRA Super Comp and Super Street. These days, the Hoosier is a regular on the NHRA Mello Yello national event tour, where she’s scored four event victories in Stock Eliminator. By day, Randi Lyn works at the family business, Jim Butner Auto Sales, but at the track she’s focused on running her Stocker, serving as a crew member on the Pro Stock team, and growing their apparel company, Nitro Fish Racing.

“My dad was always into cars and drag racing,” she told us. “He’s friends with Pro Mod racer Billy Glidden, and many years ago he went with Billy’s father, legendary racer Bob Glidden, to Gainesville Raceway for the Gatornationals. That was all it took for him to get heavily involved in drag racing,” she explained. “We’re from a small town outside of Indianapolis, and every car guy knows each other. I was like 7 at the time and there was a raffle for a Jr. Dragster. The guy who won didn’t have kids so my dad bought it from him. He didn’t expect me to do well with it, but I won my third race. After that my dad was thinking ‘she could really be good’ and it turned into a whole childhood of racing.

“When I turned 16 I got a Super Comp dragster and I won a national open at Indy, which is my home track, but my dad was more into full-bodied door cars, so he bought a 1969 Camaro for us to race. We brought it home in boxes and built it for NHRA Super Street, which is on a 10.90 index. At the time my dad and brother raced in Super Street so that made it a lot of fun.”

The ’69 Camaro brought Randi Lyn a win at Summit Motorsports Park in 2009, but what made that race extra special was her final-round opponent. “That weekend I ended up racing my brother for the trophy,” she said. “It was really exciting and kind of careless since we were both in the final. It was as far as you can go, so we were both cheering for each other. If he beat me I would have been just as excited for him.”

Looking to move from Super Street to Stock Eliminator, Randi Lyn and Bo found a clean ’67 Firebird that was already in race trim. “I was 21 when we bought it and I was not at all about the Firebird,” she admitted. “I was a ’69 Camaro girl, but now I’m a certified Pontiac maniac,” she said with her trademark smile. “Bo knew I’d love my Pontiac even before I did. He is supportive and keeps my car going week after week. I couldn’t own and race a car like this without him. People love the car and fans always come up and share Firebird history with me. It’s really special because it took me to my first national event win.”

The Bird was purchased from fellow racer Tony DeFrank, but before hitting the track it went through an extensive restoration and rebuild. John Howard handled the rust and metal repair and he sprayed the Pontiac in Axalta Herr’s Potato Chip White. And since the F-Body was originally equipped with a 285 horsepower 326 H.O. engine, they kept the factory H.O. stripe.

Underneath, the front subframe was cleaned, painted, and reinstalled with a complete quarter-mile suspension consisting of Santhuff springs and shocks. The rear consists of Calvert Racing Suspension CalTracs and Santhuff shocks. With the ’bird rolling, all new wiring was laid in along with the 400-cube Poncho mill, GM Metric automatic, and a 12-bolt rear. Inside, Randi Lyn set up her office with a Sparco wheel, Turbo Action shifter, a VDO tach, and she added a cup holder because, as she stated, “the new Cobra Jet Mustangs have a cup holder and I was jealous.

“Once I got it repainted it looked so good that I left the stickers off the car. It stings when you win without the stickers because you miss out on contingency money, but I’ve come to terms with it because it looks so good. I love muscle cars and the factory look,” she added.

Stock Eliminator is one of the longest-standing classes in the sport and winning is ultra tough. Success requires a car that runs well under the Class index, and drivers must be prepared for both bracket and heads-up competition.

With four NHRA national event wins, Randi Lyn has proven herself as a driver, and her team, including fiancée Bo, Darrel Herron, Greg Esarey, and her entire family have made the Firebird a real flyer. Running at 3,210 lbs. (with driver) in D/SA (11.55 index), the Pontiac has run 10.40 at 124 mph. And when set up lighter for C/SA, it’s run a best of 10.31 at over 125 mph.

Randi Lyn told us she loves every part of the sport including the car prep, the racing, and most importantly the people. In addition to competing in Stock and Pro Stock, they’ve ventured into the world of No Prep outlaw style racing along with NMRA and NMCA action.

But for Randi Lyn, nothing compares to going wheels-up in the Firebird. On a typical pass, she does a burnout, stages, and brings the engine to 3,600 rpm before cutting it loose. The F-body leaves like a “rocket” hiking the hoops sky high en route to 1.28 60-foot times. Amazingly, the Poncho sings to 6,800 before she clicks the gears, and it buzzes across the stripe where no Pontiac should go—revving to 7,800-8,000 rpm! “It’s a lot,” she says, “but it stays together and it’s so much fun to drive.” And by the looks of those monster wheelies, we’d agree. Randi Lyn’s Pontiac chariot is mighty quick and one she’ll ride to victory many more times.

Tech Notes:

Who: Randi Lyn Shipp

Where: Floyds Knobs, IN, but she can be found wherever there’s an NHRA national event

What: 1967 Pontiac Firebird

Engine: Randi Lyn’s Bird was originally equipped with a 326 H.O. engine developing 285 hp, but these days it makes much more power. To fit in D/SA, Randi Lyn chose the 400-cube engine combination, rated by Pontiac at 325 hp and factored to 338 hp by NHRA. It’s meticulously prepared to take full advantage of the Stock Eliminator guidelines and produces north of 500 hp.

Stock rules require the factory carburetor, intake manifold and cylinder heads (with correct casting numbers and no porting), along with stock valves and combustion chamber sizes. Her short-block consists of a factory block and crank with a 4.125×3.750-inch bore and stroke along with Crower rods, CP pistons with Total-Seal rings, a Melling oil pump, and a pan from Stef’s Fabrication.

The D-Port heads feature 65cc closed chambers fitted with 2.11-/1.77-inch valves that are activated by a 0.424-inch lift camshaft. There are no rules dictating duration or overlap, so special attention was paid to the cam to maximize breathing at high rpm. The 400 also uses PSI valve springs, Cometic head gaskets; fire in the hole comes from a MSD Digital 7 ignition with Denso plugs.

A Weldon pump feeds a strict diet of high-octane race fuel to the 750 Q-Jet that was set up by Jason Line and Danny Ashley. Expelling the burnt gasses are stainless headers, bent and TIG welded by Mark Lelchook of Performance Welding. Other essentials are the Butler Performance valve covers, Meziere water pump, and C&R Racing radiator and electric fan.

Transmission/Rearend: The torquey mill sends its power through a Coan Engineering converter and a GM Metric 200 three-speed automatic prepared by ReMax Transmissions. A Turbo 400 would be stronger, but the Metric is lighter and quicker on track. Converter stall is roughly 3,500 rpm.

Chassis/Suspension: Stock Eliminator rules are very specific about what’s legal and what’s not. Bolt-in aftermarket suspension is okay, as long as it mounts in the stock location. The Firebird has a roll bar and frame connectors for safety and chassis stiffening. Its suspension consists of CalTracs leaf springs and traction bars from Calvert Racing Suspensions and adjustable Santhuff shocks for control. Up front you’ll find Santhuff springs and shocks that allow the nose to snap into action.

Brakes: Lightweight Lamb 11-inch manual disc brakes are used to reduce parasitic drag and haul the Poncho from buck-and-a-quarter speeds. The team has employed a dual caliper setup on the rear to more solidly hold the car when she “torque brakes” on the starting line.

Wheels/Tires: Traction and reduced weight is the name of the game for drag racing. Randi Lyn fitted her Bird with lightweight Pro 5 wheels from Mickey Thompson (15×4- and 15-10-inch), along with 9×30-inch radial slicks and short 25-inch tall skinnies from M/T. The short front tires are used to help dial in her reaction time.

Interior: The classic look of the ’67 Firebird interior has been retained, save for the necessary racing items. There’s a roll bar and harness for safety, and Dick Jones from KB Racing wired the F-body, adding a switch panel to simplify the electrical system. Randi Lyn relies on a Turbo Action Cheetah shifter that she clicks when the VDO tach reaches 6,800 rpm. Those rectangular black panels you see are used to “block” the first two amber lights on the tree. That allows Randi Lyn to focus 100-percent on the last amber, without distraction from the tree coming down. This is done to prevent her from anticipating the last amber. You’ll also note the Sparco wheel, Auto-Meter gauges on the cowl, and that blue cup holder.

Multimedia: Randi Lyn spends her time at Jim Butner Auto Sales (jimbutnerauto.com) and Nitro Fish Racing (nitrofish.com). You can follow Randi Lyn on Instagram at @rockitt_shipp and her YouTube channel is “Randi Shipp.”

The post Randi Lyn Shipp is Fearless in Her Wheel-standing 1967 Firebird! appeared first on Hot Rod Network.

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markgreeley576 · 7 years

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The Gas Monkey Holy Grail Firebirds to Be Auctioned off at Barrett-Jackson Scottsdale 2017

The two “Holy Grail Firebirds” the Gas Monkey Garage crew restored on a past episode of Fast N’ Loud will be auctioned off at no reserve this weekend at Barrett-Jackson Scottsdale by Richard Rawlings’ friend and auction regular, JD Pass. JD bought the cars from Richard once the Firebirds were restored to his liking. Both cars will be sold as a pair on Saturday January 21st lot #1377 and #1377.1. Richard, JD and Dennis Collins are fired up for this weekend and are confident the competition for these cars will be strong.

THE HOLY GRAIL FIREBIRDS

For a little refresher, Richard bought the cars from Chuck Aleksinas, a former basketball star from University of Kentucky, UCONN and the Golden State Warriors, for $70,000. Gas Monkey Garage completed a ground-up restoration, led by Jason Aker, who Richard hired due to his extensive experience completing concours-quality restorations. As stated in a prior article on GasMonkeyGarage.com, when Pontiac introduced the Firebird in ’67, they promoted five distinct models and called them the “Firebird Magnificent Five.” These two Firebirds are two original show cars that made up the Magnificent Five, serial numbers 100001 and 100002, built at the Pontiac Lordstown, OH, assembly plant in early 1967.

BUILD SHEETS

100001

100002

The first Firebird is the 326 Convertible, painted in its original Regimental Red with cruise control, deluxe interior package in red and a very rare floor-mounted clock. The second Firebird is a four-speed High Output Coupe in Silverglaze and is also the first HO car built with a factory-mounted tachometer, Rally II wheels and deluxe black interior. Both vehicles have also been certified by Jim Mattison of Pontiac Historic Services and according to PHS, these two cars are the most significant Firebirds ever produced and a huge piece of GM and automotive history.

These Firebirds were supposed to sell at Barrett-Jackson Las Vegas last year, but a delay on the auction block caused a change in plans. Right before the Firebirds were due to cross the stage, the electronic transmission on the car in front of the Firebirds — a 1970 Chevelle Custom Coupe — locked up on the block causing a 20-minute delay. The delay not only took the excitement out of the room at Mandalay Bay, but also with online and phone bidders. Therefore, when the Firebirds hit the block, they didn’t meet reserve. JD and the team at Barrett-Jackson decided to give the cars their proper due by selling them at no reserve at the bigger event in Scottsdale this weekend.

JD PASS

In addition to being one of Richard’s closest friends, JD is a true renaissance man, boasting a resume that includes asset management, auctioneer, rodeo promoter, classic car collector and race car driver. JD races Super Late Models on the dirt track and holds a fastest lap record for that class at Whynot Motorsports Park in Whynot, Mississippi. Check out JD crashing and getting T-boned by another car 5 minutes into this video below.

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JD also promotes and has competed in XETC, or Extreme Elapsed Time Championships, which is essentially a drag racing style calf-roping competition that pits two World Class cowboys side by side in the same arena for prize money upwards of $50K – $100K.

JD in red.

We’re looking forward to an exciting weekend and JD selling these two amazing Firebirds to a deserving classic car collector or museum.

PHOTO GALLERY

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hamiltonspeedshop · 4 years

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#1967 #pontiac #firebird #hd #pontiacfirebird #convertible #numbersmatching #326 #4speed #buildsheet #protectoplate #originalinvoice #documented #restoration #besofshow #pmd #l76 #nofilter #forsale @hamiltonspeedshop #hamiltonspeedshop #2697516666 [email protected] (at Hamilton Speed Shop, LLC) https://www.instagram.com/p/B8RvneRpjJu/?igshid=1f4zyhav7bgwb

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hamiltonspeedshop · 4 years

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Which wheels look better? #1967 #pontiac #firebird #hd #convertible #326 #4speed #numbersmatching #protectoplate #original #buildsheet #pmd #firestone #redline #pontiacfirebird #forsale @hamiltonspeedshop #nofilter #hamiltonspeedshop #2697516666 [email protected] (at Hamilton Speed Shop, LLC) https://www.instagram.com/p/B4ijwe0gykh/?igshid=6g3uso9flrnc

#1967 #pontiac #firebird #hd #convertible #326 #4speed #numbersmatching #protectoplate #original #buildsheet #pmd #firestone #redline #pontiacfirebird #forsale #nofilter #hamiltonspeedshop #2697516666

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hamiltonspeedshop · 4 years

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hamiltonspeedshop · 4 years

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hamiltonspeedshop · 4 years

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itsworn · 7 years

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Looking back at the Pontiac Firebird

As 2017 nears its close, so does the 50th anniversary of the introduction of Pontiac’s Firebird. In that half century, GM’s F-car forged an indelible impression on American drivers and Pontiac’s variant ultimately became the hottest car on the planet within a few short years. The road to get there wasn’t easy, however.

Pontiac was dying a slow death during early ‘50s. In July 1956 GM assigned Bunkie Knudsen the task of rejuvenating the ailing division. He transformed the conservative Pontiac into one that exuded youthful appeal and accomplished that by staffing his engineering team with two up-and-coming stars within the GM ranks—Pete Estes and John DeLorean. The team created exciting engines like the Super Duty 421 and vehicles like the ‘62 Grand Prix and ‘64 GTO. Consumers began looking to Pontiac for performance and innovation.

John DeLorean, who became Pontiac’s general manager in 1965, championed Pontiac’s need for a two-seat sports car. It was, however, met with contempt from Chevrolet, who argued such as vehicle would only erode Corvette sales. Concurrently GM realized just how successful Ford’s sporty, four-seat Mustang became since its 1964 introduction. In response GM commissioned the F-car platform for 1967 and placed Chevrolet and Pontiac in charge of development.

DeLorean excused Pontiac from the F-car program to continue pursuing its two-seater, but the corporation slapped his hand and in March 1966 gave him a nearly-complete 1967 Camaro in which to create Pontiac’s F-car. At first DeLorean scorned having a me-too Camaro, but wisely chose to make the best of the situation and developed a sporty Firebird that generally went one step beyond Chevrolet’s.

It resulted in Firebird’s staunch 35 year rivalry with Chevrolet and Ford. The race-bred Trans Am emerged as America’s 1970’s supercar and remained there throughout the 1980s. Consumer popularity toward the F-car began fading during the 1990s and GM formally cancelled the F-car program after 2002. It even dropped Pontiac in 2009 during its restructure.

Both Pontiac and its Firebird remain dear to enthusiast’s hearts. We provide a year-by-year rundown of how GM’s performance division kept its F-car hot over the decades. Join us as Car Craft celebrates 50 years of Firebird.

First Generation 1967-1969

1967 Pontiac’s all-new 1967 Firebird was introduced in February 1967 at the Chicago Auto Show. It was available in hardtop or convertible styling with two-plus-two seating. The series was comprised of five sporty levels—each separated by specific six-cylinder or V8 engines. Pontiac’s Overhead Cam 6-cylinder (or OHC-6) 1-barrel powered the entry-level Firebird. The Firebird Sprint included the peppy Sprint-6 4-barrel. The 326-ci 2-barrel was standard in the Firebird 326 and the Firebird H.O. was fitted with the 326 H.O. 4-barrel. The Firebird 400 included the basic-yet-powerful 400 4-barrel while the GTO’s 400 Ram Air was the top engine option.

1968 Firebird’s changes for 1968 were mostly related to new safety standards and custom interior enhancements. OHC-6 displacement increased from 230-ci to 250, and the 326 V8 grew to 350-ci for added performance and component commonality. In addition to the Firebird 400’s base 400-ci, the 400 H.O. became an up-level performance offering. The 400 Ram Air was superseded in May 1968 by the Ram Air II, which boasted round-port cylinder heads and the radical number-041 hydraulic camshaft with 308/320 degrees of duration and 0.470-inch valve lift.

1969 Interior and exterior updates for 1969 were complemented by the midyear addition of the new Firebird’s new race-bred Trans Am Option. The high-performance package boasted a Cameo White exterior accented with blue racing stripes, a specific Ram Air hood that fed the standard 400-inch Ram Air III, and a deck-mounted rear air spoiler. Suspension enhancements included a 1-inch diameter front sway bar with stiffer end link bushings, specific power brakes (front disc/rear drum) and power steering units, and 14 x 7-inch wheels with Goodyear F70-14 tires. Optional on Trans Am and Firebird 400 was Pontiac’s new 400-inch Ram Air IV that included an aluminum intake manifold, high-flow round-port cylinder heads, and .520-inch valve lift.

Second-generation 1970-1981

1970 Immediately upon the completion of its first-generation F-car, Pontiac co-developed a second-generation version with Chevrolet. Introduction was initially slated for September 1969 along with all other 1970 model year vehicles, but sheet metal stamping issues ultimately delayed the 1970 F-car’s release until February 26, 1970. The redesigned Firebird was beautifully-styled and its rounded shape was inspired by exotic Ferraris and Jaguars. The 1970 Firebird was available in four distinct levels—the base model, the Esprit, the Formula 400, and the Trans Am. Pontiac’s 6-cylinder was replaced by Chevrolet’s while its 350 and 400-inch V8s were carried over.

1971 The Firebird series went unchanged for 1971. All but Trans Am received new fender-mounted louvers located behind each front wheel. To ensure that all its divisions’ 1971 engines operated reliably on regular-grade gasoline, GM enacted a maximum compression ratio of 8.5:1. The 350 2-barrel became standard on Formula while the 400 and 455 4-barrels were optional. Borrowing its high-flow cylinder heads, and intake and exhaust manifolds, the new 455 H.O. replaced the Ram Air IV and became standard on Trans Am and optional on Formula. The 1971 model year also saw the introduction of Pontiac’s iconic Honeycomb wheel.

1972 The 1972 Firebird was essentially a carryover, save for the grille, where an elongated hexagonal grille texture replaced the tight square mesh used previously. The 1972 model year is best remembered for the UAW strike that halted F-car production at the Norwood, Ohio assembly plant. What officially began on April 8, 1972 raged on for a record-setting 174 days. The dispute effectively cancelled the remainder of the model year and new federal crash standards for 1973 forced GM to scrap any and all 1972 Firebirds suspended in any state of production.

1973 F-car-starved consumers flocked to Pontiac dealers to purchase new 1973 Firebirds when production resumed in October 1972. Though virtually undetectable to the average consumer, Firebird’s front and rear bumpers were modified to withstand new low-impact crash standards. A full-size hood decal of the Firebird logo was optional on Trans Am and more than half were equipped with it. The race-bred and near-bullet-proof Super Duty 455 (or SD-455) featuring 6,000-rpm capability finally reached production in late-May 1973. Less than 300 Formulas and Trans Ams received the optional mill.

1974 Even tougher bumper regulations for 1974 forced even more creativity from Pontiac’s for Firebird’s front and treatments. It was solved with a black rub strip and matching bumperettes, and that allowed for an aggressive “shovel nose” appearance, which continued for several years. Trans Am’s popularity was on the rise and the SD-455 remained the engine option.

1975 Firebird’s wraparound backlight glass improved visibility and maintained modernity for 1975. GM’s solution to the EPA’s stringent 1975 emissions standards was an exhaust catalyst that chemically-converted dangerous gas into harmless byproducts. Viewed by magazine writers as a “horsepower filter,” Pontiac’s V8s were further emasculated by a compression ratio reduction to just 7.6:1. The 455 was initially dropped from the Firebird line, but was revived midyear as part of Trans Am’s L75 455 H.O. package that included a 4-speed manual transmission, 3.23:1 rear axle ratio, specific exhaust, and “455 H.O.” decals on the Shaker scoop. Loyalists who expected that Pontiac resurrected its round-port 455 H.O. lamented when they found that Trans Am’s 455 wasn’t anything more than the same 200 hp d-port mill available in full-size models.

1976 Front and rear changes gave Firebird a fresh appearance for 1976. Black rub strips gave way to smoothly-contoured bumpers constructed of molded urethane, whose sculpted look improved integration into the vehicle’s overall appearance. Pontiac commemorated its 50th anniversary of vehicle production with an attractive black-and-gold appearance package for Trans Am. Removable Hurst Hatches were to be included with the Y82 Special Edition Trans Am package, but production holds related to reliability concerns resulted in most being equipped with solid roofs. To renew Formula interest, Pontiac released the W50 Formula Appearance Package that included an attractive two-toned paint scheme.

1977 GM was moving toward rectangular headlights during the mid-1970s and that feature was incorporated into Firebird for 1977. The front was redesigned to follow that theme, gaining an aggressive appearance inspired by Detroit Lion’s great, Mike Lucci. The Trans Am’s Special Edition was immortalized in the motion picture Smokey and the Bandit where it practically costarred alongside Burt Reynolds and Jackie Gleason. Availability of Hurst’s removable-glass-panel option (UPC CC1) was expanded to all 1977 Firebirds. The 455 was dropped and replaced by a new high-performance 400-ci that matched its performance capability. The new T/A 6.6 borrowed its cylinder heads from the 350-ci to boost compression and specific camshafts complemented it. The popular Honeycomb wheel was replaced by a real cast-aluminum wheel with a snowflake-appearance.

1978 The exterior was completely carryover for 1978 and Custom Trim seats received new patterns. Revised camshaft timing and a dual-resonator exhaust system improved the T/A 6.6 by 20 hp. An up-level suspension option that included a 15 x 8-inch cast-aluminum wheel was released for Trans Am as the WS6 Trans Am Performance Package. The popular black-and-gold Special Edition package was replaced midyear by an attractive Gold Special Edition package (UPC Y88) that included a Solar Gold exterior with dark gold accents and Camel Tan interior. Removable roof panels developed by Fisher Body and Hurst Hatches were phased out.

1979 With new front and rear treatments, Firebird volume peaked in 1979 with more than 211,000 units produced, and over half were Trans Ams. The popular Black Special Edition Trans Am package returned. To celebrate a decade of the Trans Am, Pontiac developed a silver-themed appearance package marketed as the Y89 Tenth Anniversary Trans Am package. WS6 availability expanded to Formula. Pontiac’s 400-ci was dropped from production during the 1978 model year and roughly 10,000 T/A 6.6 engines were stockpiled for 1979 vehicles. Most were allocated to the Trans Am, but 367 went into 1979 Formulas. The T/A 6.6 was only available with the 4-speed manual transmission while Olds’ 403-ci backed by an automatic went into most Trans Am’s that year.

1980 Pontiac developed and released a small-cube economy engine displacing 301-ci V8 during the late-‘70s. It remained the Division’s sole V8 going into the 1980 model year. To thwart being forced to offer a Chevrolet V8 as the 1980 Trans Am’s top performance engine, Pontiac dramatically increased the 301’s performance to near-400-ci levels with the addition of a turbocharger. Optional on Formula and Trans Am, the 301 Turbo was only available with an automatic transmission and 3.08:1 rear gearing. The Black Special Edition Trans Am package continued, and the new Y85 Limited Edition Turbo Trans Am, which featured an attractive white-and-charcoal exterior scheme paced that year’s Daytona 500 and Indianapolis 500 events.

1981 The 1981 model year signaled the end of the second-generation Firebird. After 12 successful years and several updates aimed at keeping styling fresh, popularity waned as consumers awaited the release of GM’s highly-touted third-generation F-car. Thus, the entire 1981 Firebird was completely carryover. Trans Am’s exterior graphics were mildly redesigned to add an air of sophistication. The turbocharged 301 remained the top engine option, but Pontiac’s V8 would be dropped by the end of the model year. The Black Special Edition Trans Am package continued and the Y85 Turbo Trans Am Special Edition package was modified to include a white, black, and red theme and Recaro race seats.

Third-generation 1982-1992

1982 GM’s third-generation F-car was introduced in January 1982. The Firebird featured an aerodynamic silhouette with hidden headlights and hatchback backlight glass with fold-down rear seat to maximize storage capacity. MacPherson struts were used up front, while coil springs replaced leaf springs at rear. A torque arm/track bar combination maintained the 7.5-inch GM 10-bolt rear axle’s position. The Firebird series was limited to three models—the sporty base Firebird, the sophisticated Firebird S/E, and Trans Am. A small 5-inch decal was positioned on the leading edge of Trans Am’s hood and a larger 10-inch decal appeared as a no-cost option mid-model year. Engines included Pontiac’s durable 2.5L 4-cylinder and Chevrolet’s 2.8L V6, 5.0L 4-barrel V8 and the Crossfire Injected 5.0L V8 with dual throttle bodies. The Y84 Recaro Trans Am package was announced shortly after product began and was limited to 2,000 vehicles. It retained Firebird’s popular black-and-gold paint scheme and incorporated cloth-covered Recaro racing seats.

1983 Despite availability of another optional Trans Am hood decal, the greatest changes for the 1983 Firebird were beneath the surface. Overdriven five-speed manual and four-speed automatic transmissions increased fuel economy and allowed for rear axle ratios as deep as 3.73:1 for improved acceleration. The 2.8L H.O. V6 joined the lineup to become Firebird S/E’s standard engine. The Crossfire Injected 5.0L V8 proved problematic and was replaced late-year by the 4-barrel-carbureted 5.0 H.O. V8, which boasted increased compression and a high-lift camshaft to produce 190 hp. The black-and-gold Y84 Recaro Trans Am option continued and the Y82 Limited Edition Daytona 500 Trans Am package was developed to celebrate Trans Am pacing the 25th running of that event.

1984 An aerodynamics package that included ground effects increased Firebird’s sleekness for 1984. Driveline options went largely unchanged and a 16 x 8-inch cast-aluminum wheel was introduced. The black-and-gold Recaro Trans Am option continued. A white-and-blue themed package that included up-level suspension and brakes, and the 305 H.O. was developed to commemorate Trans Am’s 15th anniversary. Only 1,500 were produced.

1985 The Firebird featured a more contoured exterior and improved interior comfort for 1985. Black rub strips that wrapped around the sides of the bumpers were included on base Firebird and Firebird S/E. Trans Am’s aerodynamics package was further refined and included a new hood with sleek air extractors and a rear air spoiler that enhanced Firebird’s wedge-shaped theme. The Recaro Trans Am option was dropped but Recaro seats remained available at extra cost. The carbureted 5.0L V8s were complemented by the new-for-1985 Tuned-Port-Injected (or TPI) version of the 5.0L rated at 210 hp, which was only available with the 4-speed automatic.

1986 The Firebird, Firebird S/E, and Trans Am returned for 1986 with mostly cosmetic changes. Driveline choices went unchanged until midyear when the 305 H.O. was dropped. The Firebird S/E was also dropped late-year and an electronic instrument cluster was added for high-tech fans about that same time.

1987 Pontiac successfully injected more performance into the Firebird line for 1987. Pontiac resurrected the name “Firebird Formula” for its new affordable-performance model, which shared the same premise the original “Formula 400” concept for 1970. It combined base-model styling with Trans Am-level underpinnings. The Trans Am continued, but a new GTA package added sophistication with its monochromatic exterior and luxurious interior appointments. The 5.7L TPI V8 was GTA’s standard engine, and it became the top engine option on Formula and Trans Am as well.

1988 Firebird’s styling and model lineup was carryover for 1988. The carbureted 5.0L was replaced by TBI and a serpentine belt system debuted on all engines. As opposed to the large backlight glass that covered the hatch well, Pontiac offered a notchback option for the GTA that created the effect of a traditional deck lid. The infamous 1LE option was released as a complete road-race-inspired braking and handling package for showroom stock competition.

1989 No major styling changes occurred for 1989. GM improved vehicle security and theft prevention by implanting a resistor into ignition key on all Firebirds. 5.0 and 5.7L TPI V8 performance was enhanced by dual catalytic converters. Pontiac celebrated Trans Am’s 20th anniversary with a limited production model. The white-and-gold tribute was powered by a special version of Buick’s turbocharged 3.8L V6 rated at 250 hp—the first and only Trans Am not powered by a burly V8. The 20th Anniversary Trans Am went onto pace that year’s Indianapolis 500.

1990 The 1990 model year was abbreviated as Pontiac ushered the revised 1991 Firebird into production early. The biggest news for 1990 was the addition of a driver’s side air bag for additional safety. The 3.1L V6 replaced the 2.8L V6, while the 5.0L TBI and tuned-port 5.0 and 5.7L continued.

1991 With front styling inspired by Pontiac’s Banshee IV show car, the new-for-1991 Firebird front featured dual openings that housed forward parking lamps/turn signals on all models. It was filled with faux grille texture on Firebird and Formula and forward driving lights on the Trans Am. Taillight treatment and the rear spoiler were revised and a new ground effects package was available for Firebird and Trans Am. Convertible styling also returned.

1992 The 1992 model year was essentially carryover as the third-generation Firebird entered its final year of production year. The attractive and aggressive Firebird was taken a step beyond by Street Legal Performance (or SLP), who, with drivetrain and suspension upgrades, transformed an already-potent 1LE Formula into the fire-breathing Firehawk. SLP’s would continue modifying Firebird’s through 2002.

Fourth-generation 1993-2002

1993 Pontiac’s fourth-generation Firebird was introduced in 1993. Boasting several engineering enhancements over the previous model, the body and chassis were refined to provide consumers with superior overall quality. The attractive and aerodynamic design was a further inspired by the Banshee IV, sharing even more similarities than the 1991 facelift. The series included the Firebird, Formula, and Trans Am. Firebird and Formula shared a front fascia with faux cooling inlets and a low-level rear air spoiler while Trans Am was given a distinctive appearance with forward driving lights in the front fascia and an aggressive up-level rear air spoiler. Firebird’s 3.4L V6 and Formula and Trans Am’s 275 hp LT1 5.7L V8 were the only choices. The V8 was available with a four-speed automatic or sox-speed manual transmission and 3.23:1 rear gearing.

1994 While the 1994 Firebird’s engine choices were carryover, a revised first-gear ratio on the T56 six-speed manual allowed the use of a 3.42:1 rear axle ratio with that transmission. The series lineup remained the same, but convertible styling returned. To make the 1994 Trans Am more price competitive, the base Trans Am was de-contented and a new Trans Am GT option included up-level equipment such as the speed-rated tires, up-level rear air spoiler, and leather seating. To commemorate Trans Am’s 25th anniversary, Pontiac released a special white and blue appearance package available in coupe and convertible styling.

1995 Very little changed going into 1995. The Trans Am GT was dropped and the basic Trans Am was re-contented. The 3.8L V6 was added mid-model year as an optional engine to the 3.4L V6.

1996 The 3.4L V6 was dropped and replaced by the 3.8L V6 as Firebird’s standard engine. Along with it came the optional 3800 Performance Package. Dual catalytic converters increased the 5.7L LT1 V8 by 10 hp. Air conditioning also became standard with the V8. The most exciting news to hit Firebird fans was the introduction of the WS6 Ram Air and Handling package, which combined cold-air induction and low restriction exhaust to boost output to 305 hp. Suspension upgrades included 17 x 9-inch wheels and 275/40ZR17 tires and specific coil springs and shock absorbers. Available on Formula and Trans Am, it transformed the already-potent Trans Am into a world-class competitor.

1997 Daytime Running Lamps were incorporated into all Firebirds for 1997. Driveline combinations were carried over. Formerly limited to Formula and Trans Am coupe, WS6 availability expanded to convertibles. It didn’t, however, include the suspension components because of body integrity concerns.

1998 The Firebird was treated to an aggressive facelift for 1998, which injected the aging platform with modernity. Everything forward of the firewall was new. The Firebird and Formula shared and external appearance and Trans Am retained its own identity. Taillights were slightly revised with a honeycomb texture. Firebird’s brakes were upgraded for enhanced capability. The biggest news was underhood. The all-aluminum LS1 V8 boasted 305 hp and excellent fuel economy. The WS6 package continued and retained its cold-air induction by way of an aggressively styled dual-scooped hood. Ram Air and the low-restriction muffler increased output to 320 hp.

1999 The 1999 model year saw only minor engineering changes. A Hurst shifter option was introduced for the six-speed manual. Pontiac celebrated Trans Am’s 30th Anniversary with another attractive white-and-blue appearance package.

2000 No significant changes occurred for 2000. As popularity of the WS6 Ram Air and Handling package increased, Pontiac replaced its 1LE-spec front coil springs with those from the standard-Trans Am in January 2000 to make the package more consumer friendly and reduce component proliferation without grossly changing handling ability.

2001 While the Firebird body and chassis went unmodified for 2001, the 5.7L LS1 V8 received several enhancements, which included a new camshaft and intake manifold that attributed a boost of 5 hp. The WS6 package was limited to Trans Am only for 2001 and its engine was rated at 325 hp.

2002 The 2002 model year signified the end of the line for Pontiac’s F-car. After 35 years the vehicle was officially cancelled. With no engineering or styling changes from the 2001 model, the Firebird’s swansong was a yellow-and-black themed appearance package for the Trans Am to commemorate 35 years of production.

Already credited with developing Pontiac’s runaway midsize concept, the new-for-1964 GTO, John DeLorean had been promoted to General Manager when the division launched its second smash hit, the sporty four-place Firebird in March 1967.

Car Craft was among the many magazines road tested several variations of Pontiac’s 1967 F-car. The full-length feature appeared in our March 1967 issue.

By 1969 DeLorean sought a way to elevate the Firebird over Chevrolet’s Z-28. The new WS4 Trans Am Option was the result. It combined performance and appearance enhancements to create an exclusive vehicle aimed at those serious about racing.

The second-generation Firebird debuted for 1970. It boasted four distinct levels that created a Firebird for every buyer. The Formula 400 combined base-Firebird’s no-frills exterior with Trans Am-type performance for subtlety. The attractive dual-scooped hood gave it visual identity.

To expand Trans Am’s image as a genuine race car, Pontiac’s stylists developed a complete aerodynamic package further enhanced the Firebird’s already-sleek profile. From 1970 to 1972, the Trans Am was available with a white or blue exterior trimmed by a single racing stripe in the opposite color. The color palette expanded to include red and green for 1973. The racing stripe also gave way to an optional hood applique.

New federal bumper regulations led to the Firebird’s shovel-nose front end for 1974. The bumper had become an integral part in the overall styling of the exterior by 1976. The black-and-gold Special Edition package arrived in April 1976 and went on to become one of the most beloved treatments by Firebird fans of all ages.

Rectangular headlights appeared for 1977 and remained through 1978. Formula’s scoops were reshaped to remain consistent with the car’s taut exterior styling.

The Trans Am had become the most popular car in America during the late-‘70s, and companies like DKM were capitalizing on that feat. The Macho T/A package transformed the already potent Trans Am into a world-class supercar with engine and suspension enhancements.

Firebird’s front and rear ends were completely redesigned for 1979 and it proved the last major facelift for the second-generation F-car, which ran through 1981. The silver-themed appearance package commemorated Trans Am’s tenth year in production.

With even greater emphasis on aerodynamic profile, the third-generation Firebird debuted in 1982. Pontiac power had been replaced by “corporate” engines and the V8s were produced by Chevrolet.

The Formula was reintroduced in 1987 as a low-buck performance vehicle aimed at Ford’s 5.0L Mustang. Pontiac gave Formula a 5.0L V8 as standard equipment and offered tuned-port versions of the 5.0 and 5.7L V8 as extra-cost options.

The new-for-1987 GTA package created the ultimate Trans Am that was aimed at taking on the very best that the import manufactures had to offer.

Firebird’s front was updated for 1991 and regained Pontiac’s signature split-grille appearance that was inspired by the Banshee IV show car.

Pontiac’s fourth-generation F-car arrived on scene in 1993. It was the sleekest Firebird that Pontiac had ever produced. The base-model Firebird (V6) and Formula (V8) shared an exterior appearance.

The fourth-generation Trans Am had its own front end when introduced in 1993. By 1996 Pontiac had created its optional WS6 Ram Air and Handling Package for Formula and Trans Am, which included Ram Air induction and up-level suspension components.

The Firebird received a facelift for 1998 to inject the aging platform with modernity. The Firebird and Formula again shared a front treatment while the Trans Am remained unique. To celebrate Trans Am’s 30th Anniversary, Pontiac created and attractive white-and-blue themed package.

After 35 years, 2002 marked the final year of Firebird production. Pontiac commemorated the series with a yellow-and-black 35th Anniversary package available on the Trans Am.

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