The 1982-1992 Pontiac Firebird

"Now the Excitement Begins." This was Pontiac's bold claim in its ads for the sleek, compact 1982 Pontiac Firebird, a model that remained in production until 1992.

General Motors benefited from the timely release of the redesigned Camaro and Firebird in the 1980s, coinciding with America's rekindled enthusiasm for high-performance vehicles. Was it mere chance? Possibly. However, even during the performance drought of the 1970s, Pontiac had remained committed to the cause. This dedication finally had a chance to pay off.

Pontiac Firebird Image Gallery

Under John Schinella's guidance, designers preserved the Firebird's unique appearance, even as it remained closely linked to the Camaro. Key distinctions featured a sleek front end with slim twin grilles set within air vents, along with concealed headlights—previously seen on Camaros but a new innovation for the Firebird.

The Firebird once again showcased a more curvaceous silhouette compared to the Camaro, highlighted by gentle S-shaped arcs over the fenders. Pontiac emphasized its "sabre-inspired front and sporty rear design."

Certain models featured wide, smoked taillights, producing a striking blackout appearance. Every model was a "glassback" coupe, equipped with a rear hatch rather than a traditional trunk lid. While other carmakers were reintroducing convertibles, the Firebird would remain without an open-top version until the conclusion of its third generation.

The Firebird would not see a convertible option until the final years of its third-generation production.

With a more aerodynamic and streamlined design, the Firebird became lighter and less cumbersome than its predecessors. Pontiac expert John Gunnell praised its "cutting-edge engineering." The front suspension transitioned from a wishbone setup to updated MacPherson struts, while the rear swapped multi-leaf springs for coil springs.

While front-wheel drive was a consideration, the ponycars ultimately retained their classic rear-drive configuration. The design aimed to maintain the interior's spaciousness while reducing the vehicle's external size. The wheelbase was shortened by seven inches, the overall length by eight inches, and the width by one inch.

For more information about the 1982 model, proceed to the next section.

1982 Pontiac Firebird Performance

To attract buyers, the 1982 Pontiac Firebird needed more than just an attractive exterior. It had to deliver impressive performance, handle with precision, and, in an era focused on aerodynamics, cut through the air effortlessly. The Firebird excelled in this regard, with a drag coefficient of 0.33, aided by its steep 62-degree windshield angle.

The three Firebird models each had a unique character. Base coupes were classified as compact cars and surprisingly featured a standard four-cylinder engine. This marked the first time a Firebird operated with fewer than six cylinders, but Pontiac's fuel-injected "Iron Duke" four still provided a modest 90 horsepower. The luxury touring model, known as the S/E, came equipped with a Chevrolet 173-cid (2.8-liter) V-6 and a specialized suspension system.

The Trans Am remained the performance leader, even though its standard carbureted 305-cid (5.0-liter) V-8 produced a modest 145 horsepower. Pontiac offered a more powerful option, borrowed from the Corvette: a 305 V-8 with dual throttle-body ("Cross-Fire") fuel injection, generating 165 horsepower.

Road & Track praised the fuel-injected Trans Am as "a significant upgrade over its predecessors," achieving a 0-60 mph time of 9.2 seconds—slow compared to muscle cars from the past but impressive for 1982. Its handling was described as softer and more European compared to the Camaro. Car and Driver hailed it as "America's latest attempt at a modern GT coupe...vastly superior to its predecessor," despite noting that engine sizes had been reduced more than curb weights and lamenting their test car's "10.6-second sprint to 60 mph."

Consumer Guide® testers recorded a 0-60 mph time of 10.8 seconds in their carbureted Trans Am with an automatic transmission. While the ride was criticized for being rough and rigid, and the car's demeanor described as aggressive, its exceptional handling and stable cornering received high praise.

The Trans Am was anything but subtle, featuring bold front-fender air extractors and flared wheel arches. Although the massive decals of earlier models were gone, the new hood design included a rear-facing scoop, maintaining its aggressive aesthetic.

The striking design of the newly compact Firebird undoubtedly contributed to its strong sales performance. In the shortened model year, 116,362 units were produced, with over 45 percent being Trans Ams. While the four- and six-cylinder models had their enthusiasts, 64,116 buyers opted for the more powerful V-8 engine.

On the following page, we’ll explore the enhancements introduced to the Firebird in 1983.

1983-1984 Pontiac Firebird

Despite being released just six months after its launch, the 1983 Firebird featured several notable technical upgrades. The four-speed manual transmission received a new integral-rail shift mechanism, replacing the older cable linkage. Additionally, a close-ratio five-speed (overdrive) manual transmission became standard for the S/E and Trans Am models. The S/E continued to use Chevrolet’s 2.8-liter V-6, now in a High-Output (H.O.) variant not available in the Camaro Berlinetta. A new four-speed overdrive automatic transmission was also introduced. Over half of the 74,884 cars produced that year were equipped with V-8 engines.

In 1983, two limited-edition Trans Ams were introduced: a black Recaro coupe and a Daytona 500 Anniversary model in white and charcoal. Later that year, Pontiac unveiled a high-output 5.0-liter V-8 option for the Trans Am, delivering 190 horsepower and 240 pounds/feet of torque.

Throughout much of the 1980s, annual design updates were minimal, with many changes exclusive to the Trans Am. One of the most significant was the introduction of the grille-less "bottom-breather" front end in 1984. The "Cross-Fire" V-8 was discontinued, replaced by a carbureted version producing 190 horsepower.

An optional aerodynamic package, featuring a rear wing, allowed Trans Ams to mimic the appearance of the Recaro special edition. These additions were popular among owners looking to highlight their Firebird's streamlined design.

The 15th-anniversary Trans Am was available exclusively in white with blue accents and aerodynamic side skirts. High-Performance Pontiac magazine likened its appearance to "The Judge" but criticized its harsh suspension, engine stalling, fuel delivery issues, loose gearshift, and wheel hop. Pontiac claimed the H.O.-powered Trans Am could reach 60 mph in seven seconds, though tests showed closer to eight seconds.

The Firebird was regaining its appeal, with 128,304 units produced in 1984—the peak of the third generation. While Trans Ams remained popular, they were outsold by the base model.

After three years of minimal updates, Pontiac decided it was time to refresh the Firebird's design. Learn more about these changes on the following page.

1985, 1986, 1987, 1988 Pontiac Firebird Models

Following three years without significant updates, the 1985 Pontiac Firebird underwent substantial changes. The Trans Am received a more assertive look, featuring aerodynamic components, fog lamps, and a louvered hood. The standard 5.0-liter V-8, built by Chevrolet, saw its output increase to 165 horsepower. The high-output version remained at 190 horsepower, but the standout was a new 5.0-liter variant, available only with an automatic transmission. Equipped with Tuned Port Injection, it produced an impressive 205 horsepower, meeting customer demand for greater performance.

The luxury-focused S/E model also received updates, including new front and rear fascias, a louvered hood, and a 135-horsepower version of the 2.8-liter V-6 with multi-port fuel injection. Even the four-cylinder "Tech IV" engine was upgraded, gaining roller hydraulic valve lifters. Four-speed manual transmissions were phased out, with all models now featuring five-speed manuals or four-speed automatics.

Production dipped to 95,880 units in 1985 but surged past 110,000 the following year. All Firebirds now came equipped with standard 15-inch tires. Base models received updated taillights, subtle body enhancements, and a rear spoiler, ensuring even non-V-8 models could exude a sporty appearance.

Trans Ams offered a selection of three 5.0-liter engines. Reflecting changing trends, a 140-mph speedometer was included with the optional V-8s. Consumer Guide® observed that V-8 Firebirds evoked the sound and feel of 1960s muscle cars, but with improved tires and brakes, delivering a more balanced and refined performance.

With the arrival of the 1987 models, the large Firebird hood decals were discontinued. The most significant update was the introduction of a 350-cid (5.7-liter) V-8, borrowed from the Corvette, producing 210 horsepower and 315 pounds/feet of torque. Pontiac engineers believed a larger engine was necessary to match the performance of rivals like the turbocharged Mazda RX-7 and Nissan 300ZX. This engine, available only with an automatic transmission, was offered in both Trans Ams and Formulas.

Four-cylinder engines were phased out, along with the SE series. However, the base Firebird could now be equipped with a new $1070 Formula package, featuring a four-barrel V-8 and 16-inch tires. The tuned-port-injected 5.0-liter engine was available with either a five-speed manual or a four-speed automatic transmission.

The most aggressive model in the 1987 lineup was the Trans Am's new GTA package. Priced at $2,700, it included the 5.7-liter V-8 and a range of performance upgrades, such as a fully adjustable driver's seat and an engine oil cooler.

In 1988, all Firebird engines transitioned to fuel injection, marking the end of the four-barrel carburetor. Base models now came with standard aluminum wheels, while the Trans Am and Formula option featured a standard 170-horsepower V-8. The powerful 5.7-liter engine, now producing 225 horsepower, was available on all models except the base Firebird. While Chevrolet introduced convertible Camaros, Pontiac waited until 1991 to offer a soft-top version.

Pontiac's marketing team described the GTA as "an aero package on a lightning bolt," claiming it dominated the streets as a quintessential rear-wheel-drive performance coupe. In 1988, the top-tier Firebird was offered with a notchback roof alongside the traditional hatchback, available in three performance levels: "Strong, Stronger, and Strongest."

Despite the bold claims, Firebird sales began to decline. Production dropped to 88,612 units in 1987, fell below 65,000 for the next two years, and hit a low of around 20,000 in 1990.

What caused this decline? Trans Am enthusiasts had elevated the model to near-cult status, and base and Formula versions attracted both young working women and men. However, Pontiac's ponycars struggled to compete with modern front-wheel-drive competitors. Factors included the car's aging design, rising prices, high insurance costs, and inconsistent build quality.

Next, we’ll explore the 1989 Firebird and its subsequent models.

1989, 1990, 1991, 1992 Pontiac Firebird Models

Auto thieves, however, had a particular fondness for Firebirds. Alongside the Camaro, it was one of the most frequently stolen vehicles. In response, GM introduced a "pass key" anti-theft system for the 1989 Pontiac Firebird. Rear shoulder belts became standard, as did four-wheel disc brakes—at least for models equipped with the most powerful engines.

Performance enthusiasts had something to celebrate, provided they were willing to pay over $30,000. A turbocharged Firebird, released midyear, commemorated the Trans Am's 20th anniversary. Only around 1,500 units were produced, featuring a 250-horsepower engine borrowed from the discontinued Buick Regal Grand National. The turbocharged model was incredibly fast, with a 0-60 mph time of just 4.6 seconds and a top speed of 153 mph, making it the quickest American car of the year, if not the decade.

In 1990, all Firebirds were equipped with a driver-side airbag, replacing the optional steering wheel radio controls. The base V-6 engine was upgraded to 3.1 liters, while the V-8s received a slight horsepower boost.

A redesigned front end debuted in spring 1990 as an early 1991 model, featuring a bold new look inspired by the Banshee concept car, complete with lower-profile headlights. All models except the base version received updated rear spoilers. The Trans Am and GTA models also got new taillights and shared fresh bodyside skirting, while the Trans Am adopted larger 16-inch tires on the GTA's intricate wheels. A new Sport Appearance Package for the base model mimicked the Trans Am/GTA styling. Additionally, 1991 saw the return of the Firebird convertible, the first since 1969.

For those seeking even more performance, a new option was available. The Street Legal Performance package, offered through GM dealers for the 5.7-liter and high-output 5.0-liter V-8 engines, delivered up to 50 extra horsepower.

During this extended model year, production exceeded 50,000 units. Unfortunately, sales dropped by nearly half in 1992, a year when Firebirds saw few changes apart from claimed "structural improvements for a quieter and more refined ride."

According to Pontiac's PR team, the Trans Am offered "unmatched power for those who could harness it." However, many customers opted to wait for the fourth-generation Firebird, the first full redesign in 11 years, which debuted several months into the 1993 model year.