The Pontiac Firebird History, Generations & Ultimate Guide

The Pontiac Firebird is a classic American 'pony' car – an exotic-looking sporty car with lots of power. It was a direct rival to the Ford Mustang and went for the same long-hood, short-deck look, and had a performance-orientated image calculated to appeal to a youthful market. But just like the Mustang (and the Firebird's GM sibling, the Chevrolet Camaro) it was as tame as an actual pony in more affordable trim levels, and so proved popular with those who wanted to look cool, even if they weren't interested in going fast. Check the options right, and you could get bigger engines, better trim levels and special editions, as long as you were willing to make the payments.

The Firebird was the base model, but there were also Sprint, Esprit, Formula, Trans Am, and Ram Air models. It was built from 1967 to 2002, through four very different generations and, like so many American cars of this era, it was hit hard by the oil crisis and tightening emissions regulations of the 1970s. Depending on the generation, year, and options selected, engines ranged from economical 2.5-liter four-cylinder units through exotic SOHC straight sixes, turbo V6 and V8 motors, and on to the fire-breathing 455 cubic inch big blocks.

Like the Mustang, Corvette and other muscular American classics, the Firebird's raw early power units were soon tamed, so that as the cars and their styling became more modern, their performance, alas, became more muted. Only later, as more advanced engine technologies were able to replace some of the power lost from the early V8s, did the Firebird and its Formula and Trans Am variants recover some of their early muscle.

The first-generation Firebird ran for just three years, from 1967 to 1969, but sold more than 250,000 units. It had classic 'coke bottle' styling, and was available in two-door hardtop and convertible versions. It came with a choice of engines, from a 230 cubic inch SOHC straight six with 165hp up to a 400 cubic inch Ram Air IV V8 model with 345hp. In between were a Sprint model and two smaller V8s.

Just like on the larger Tempest GTO, Pontiac included a Ram Air model at the top of the line, with functional air scoops built into the hood and modified heads and camshaft for better breathing. The Trans Am variant arrived in spring of 1969, as an optional performance and styling pack that got its name from the American racing series where the Firebird took on Chevrolet Camaros, Dodge Challengers, AMC Javelins and Ford Mustangs.

The long-running second-generation Firebird arrived in 1970 and continued right through to 1981. A later 1970s version is the model shown in our cutaway image, which also unfortunately bore the brunt of the 1973 oil crisis, new emission controls, and increased safety standards.

The second generation started so well, with a new more streamlined body that borrowed some lines from Ferrari. The entry level Firebirds were always modestly powered, but in 1970 Pontiac offered at the top of the heap a 400 cubic inch/6.6-liter Ram Air IV motor with up to 370hp. For 1971 they uppped the displacement to 455 cubic inches/7.5 liters but unleaded gas and smog laws started to cut into its power.

The Firebird was hit by the perfect storm that was mid-seventies insurance rates, fuel prices, and federal regulations. New 5 mph bumper requirements arrived in 1974 alongside other safety enhancements which caused a dramatic weight increase. Unleaded fuel meant reduced compression ratios and power, as did the new more accurate horsepower testing rules. Hydrocarbon and carbon monoxide limits meant less aggressive cams and retarded ignition timing. As if this wasn't bad enough, new corporate average fuel economy rules meant the end to huge engine displacements and low rear-end gearing.

Remember Smokey and the Bandit? Then you must remember Burt Reynolds' 1977 Pontiac Trans Am. Burt and that movie helped keep the car cool-looking at a time when the most powerful option was a 6.6-liter V8 putting out just 200hp

By 1980 the biggest V8 you could get was just 5.0 liters, and even the special turbo V8 option generated only 220hp – just two-thirds the power of the early Ram Airs.

The third-generation Firebird, which ran from 1982 to 1992, swept away the slow and heavy holdout from the 1970s by being an all new, lighter, better-handling car. Pontiac embraced the new realities of environmentally conscious America, swapping giant gas-guzzling V8s for improved aerodynamics, smaller size, and advanced chassis developments.

The Firebird was completely redesigned, delivering the best aerodynamics of any General Motors car to date and a weight saving of 500lb over the previous model. The body shape was developed in a wind tunnel, the windshield was sloped to 62 degrees and the headlights were now pop-up items.

It looked great, but the third-generation Firebird was also about efficiency not just performance. For a while Pontiac even offered a feeble 2.5-liter inline six with just 88hp, which was rated at an impressive 32 mpg on the highway. The fuel-injected 5.0-liter V8 was still the largest offered, and power was up thanks to modern fuel injection. Indeed, this motor matched the old turbo motor by 1988, after which a larger 5.7-liter V8 was introduced at the top of the line-up.

If the third-generation Firebird marked an era of svelte sensibility, the fourth and final generation (1993-2002) bought back some of the high-powered options from old days. More modern and powerful motors, including the mighty LS V8, combined with handling that had never been possible before in a pony car. The last of the Firebirds even offered safety features such as airbags and anti-lock brakes.

The last year of the Firebird Trans Am was 2002, but it wasn't going quietly into the night. The WS6 option produced 325hp from its 5.7-liter V8 engine and in testing covered the quarter mile in 13.16sec. Honor was restored, but sadly the entire brand folded just a few years afterward.

Pontiac Firebird First Generation (1967–1969)

The first generation Firebird had characteristic Coke bottle styling shared with its cousin, the Chevrolet Camaro. Announcing a Pontiac styling trend, the Firebird's bumpers were integrated into the design of the front end, giving it a more streamlined look than the Camaro. The Firebird's rear "slit" taillights were inspired by the 1966–1967 Pontiac GTO.

The first generation Firebird had characteristic Coke bottle styling shared with its cousin, the Chevrolet Camaro. Announcing a Pontiac styling trend, the Firebird's bumpers were integrated into the design of the front end, giving it a more streamlined look than the Camaro. The Firebird's rear "slit" taillights were inspired by the 1966–1967 Pontiac GTO. Both a two-door hardtop and a convertible were offered through the 1969 model year.

Originally, the car was a "consolation prize" for Pontiac, which had desired to produce a two-seat sports car based on its original Banshee concept car. However, GM feared this would cut into Chevrolet Corvette sales, and gave Pontiac a piece of the "pony car" market through sharing the F-body platform with Chevrolet.The 1967 base model Firebird came equipped with the Pontiac 230 cu in (3.8 L) SOHC inline-six. Based on the standard Chevrolet 230 cu in (3.8 L) inline-six, it was fitted with a single-barrel carburetor and rated at 165 hp (123 kW).

The "Sprint" model six came with a four-barrel carburetor, developing 215 hp (160 kW). Most buyers opted for one of three V8s: the 326 cu in (5.3 L) with a two-barrel carburetor producing 250 hp (190 kW); the four-barrel "HO" (high output) 326, producing 285 hp (213 kW); or the 325 hp (242 kW) 400 cu in (6.6 L) from the GTO. All 1967–1968 400 CI engines had throttle restrictors that blocked the carburetors' second barrels from fully opening.

A "Ram Air" option was also available, providing functional hood scoops, higher flow heads with stronger valve springs, and a hotter camshaft. Power for the Ram Air package was the same as the conventional 400 HO but peaked at 5,200 RPM.

The 230 cu in (3.8 L) engines were subsequently replaced in 1968 by the Chevrolet 250 cu in (4.1 L) stroked 230 cu in (3.8 L) engines, the first developing an increased 175 hp (130 kW) using a single-barrel carburetor, and the other the same 215hp with a four-barrel carburetor. Also for the 1968 model, the 326 cu in (5.3 L) engine was replaced by the Pontiac 350 cu in (5.7 L) V8, which actually displaced 355 cu in (5.8 L), and produced 265 hp (198 kW) with a two-barrel carburetor. An HO version of the 350 cu in (5.7 L) with a revised cam was also offered starting in that year, which developed 320 hp (240 kW). The power output of the other engines was increased marginally.There was an additional Ram Air IV option for the 400 cu in (6.6 L) V8 engines during 1969, complementing the Ram Air III; these generated 345 hp (350 PS; 257 kW) at 5000 rpm and 430 lb-ft (583 N.m) of torque at 3400 rpm; and 335 hp (340 PS; 250 kW) respectively. The 350 cu in (5.7 L) HO engine was revised again with a different cam and cylinder heads resulting in 325 hp (242 kW).

During 1969 a special 303 cu in (5.0 L) engine was designed for SCCA road racing applications that were not available in production cars.The styling difference from 1967 to the 1968 model was the addition of federally-mandated side marker lights: for the front of the car, the turn signals 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. The front door vent-windows were replaced with a single pane of glass and Astro Ventilation, a fresh-air-inlet system.

The 1969 model received a major facelift with a new front end design but unlike the GTO, it did not have the Endura bumper. The instrument panel and steering wheel were revised. The ignition switch was moved from the dashboard to the steering column with the introduction of GM's new locking ignition switch/steering wheel.

In March 1969, a $1083 optional handling package called the "Trans Am performance and appearance package", UPC "WS4", named after the Trans-Am Series, was introduced. A total of 689 hardtops and eight convertibles were made.Due to engineering problems that delayed the 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 (the other 1970 Pontiac models had been introduced on September 18, 1969). 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.

Pontiac Firebird Second Generation (1970 - 1981)

The second generation Pontiac Firebird was scheduled for debut for the 1970 model year, but it was delayed until February 1970 because of tooling and engineering problems; thus, its popular designation as a 1970½ model, while leftover 1969s were listed in early Pontiac literature without a model-year identification. This generation of Firebirds were available in coupe form only; after the 1969 model year, convertibles were not available until 1989. Power was provided by a raft of different engines, some of the most notable were the 350ci, 400ci, 403ci, 455ci, and even a 301ci Turbocharged V8. The most notable variant was the Trans Am.

An all new Pontiac Firebird was introduced for 1970 and represented a new high for Pontiac styling. The front bumper and grille were molded out of Endura rubber and were painted the same color as the car to give it a bumperless appearance. The sides sported rounded full wheel cut outs without any extra trim (the Camaro had more squared off wheel cut outs). The suspension was revised and a rear stabilizer bar was added. The Firebird lineup was reduced from six to four, and the convertible was eliminated.

At the bottom of the line up was the Base Firebird, whose Pontiac 250 I6 was replaced by a Chevy built 250 I6 rated at a meager 155bhp. Next up was the Espirit, which featured the Pontiac 350 V8 rated at 255 bhp. The Formula 400 featured a unique twin-scooped hood with a 400 V8 rated at 335 bhp. At the top was the Trans Am, which was fitted with air dams across the bottom of the front and in front of the wheels. A large decklid spoiler and small spoilers in front of the rear wheels completed the package. These aero pieces were claimed to generate 50 pounds of downforce on the front and rear of the car at highway speeds. Trans Ams also received a rear facing shaker hood scope to feed the standard Ram Air II engine.

Optional on the Trans Am was the Ram Air IV engine, whose output had increased to 370 bhp due to bigger ports, better heads, swirl-polished valves, and an aluminum intake manifold. Only 88 copies were made. Rarer still was the Ram Air V, an over-the-counter, special order engine that included solid lifters and tunnel port heads and made up to 500 bhp. A four speed Hurst shifter was standard, but a three speed Turbo Hydra-matic automatic was available. Inside, complete instrumentation, including a tach turned on its side to red line at 12 o'clock just like a race car, completed the performance image.

The Trans Am featured one of the best tuned suspensions of any car (including the Corvette) and its European styling gave it instant class. The Trans Am was now available in either Polar White or Lucent Blue, with contrasting stripes, a relatively modest bird stencil at the tip of the nose, and the words "Trans Am" across the rear spoiler.

1971 saw little styling change for the Pontiac Firebird, with the addition of high-back bucket seats being the major appearance change. In order to satisfy General Motors decree that all engines had to run on unleaded gasoline to meet federal emission standards, the engine options were significantly altered. A new 400 V8 rated at 300 bhp was added, but both 400 Ram Air engines were dropped. In their place were two new 455 V8s, rated at 325 bhp and 335 bhp. The 455 HO engine was the only engine available in the Trans Am and borrowed the cylinder heads (with larger combustion chambers) and the intake manifold from the 1970 Ram Air IV. The Trans Am continued with its blue and white paint scheme, functional rear facing engine shaker hood scoops, and aero body pieces. Although the 455 engines available in the Trans Am were less powerful than the 1970 Ram Air IV engine, their 480 lb-ft of torque and less tempermental nature made them easier to drive on the street and were one of the high points in a time when performance was on the decline.

1972 was a disasterous year for the Firebird. GM executives considered dropping the Firebird altogether as sales fell drastically as the muscle car market collapsed, which was worsened by a crippling 174 day strike at the only plant that produced Firebirds. Pontiac executives were able to eventually save the Firebird and it continued, with very little change from 1971, except that its engines were now rated in net SAE numbers. Pontiac's famous "honeycomb" wheels also made their first appearance in 1972.

1973 saw some significant new changes to the Firebird, including a new eggcrate grille and a revised front bumper. Engine ratings were down again, with the 350 rated at a mere 150 bhp and the 400 at 250 bhp. But two things would save the Firebird and firmly establish Pontiac as the performance manufacturer during the dark days of the 1970s. The first was the introduction of a new Super Duty 455 V8 (SD-455). "Super Duty" was the name Pontiac used on its high performance (i.e. race ready) engines in the early 1960's, and the Super Duty 455 was a street legal race prepped engine. All SD-455's were hand assembled, and had a reinforced block, casting provisions for a cam driven dry sump on back of the block, special cam shaft, aluminum forged pistons, oversize valves and header-like exhaust manifolds. Pontiac originally rated the SD-455 engines at a stout 310 bhp and 390 lb-ft, but experts agreed that it was closer to 370 bhp. The camshaft wouldn't pass emissions so they put a milder cam in with a 290 HP rating. This level of engine ratings were unheard of in an era when other manufacturer's engines' output were falling dramatically, and the Firebird became the only true performance car remaining in the market. Unfortunately, Super Duty engines were expensive and therefore rare; only 252 Trans Am's and 43 Formula 455's received the SD-455 engine. The second major coup for the Firebird was the introduction of a new Firebird decal on the Trans Am, which covered almost the entire hood and was quickly nick-named "the screaming chicken," which added to the excitement and popularity of the entire Firebird lineup. Sales of the Firebird and Trans Am were up dramatically, ensuring their survival.

For 1974 gone was the Endura bumper, replaced by new, Federally mandated, fiberglass front end with a slight wedge shape and rubber covered 5 mph bumpers. The chrome rear bumper was also gone, replaced by rubber bumpers. Engine ratings dropped again with the Trans Am's base 400 V8 engine rated at 225 bhp. But for a mere $57, buyers could order the 250 bhp 455 V8, which received a 10 lb-ft boost to 380 lb-ft, but which came only with an automatic transmission. The mighty Super Duty 455 V8 was also available for an additional $578 and were unchanged from the year before. All V8s included true dual exhausts, which made their last appearance on the Firebird. Also available for the last time on the 1974 Firebirds were the Muncie 4-speed manual transmission and the TurboHydramatic 400 automatic transmission. This would also be the last year of the Super Duty engines.

In what had been a sea of pony car competitors, the Pontiac Firebird was all alone for 1975. The Camaro Z28, AMC Javelin, Plymouth Barracuda, and Dodge Challenger all were discontinued. The Ford Mustang was now offered on a Pinto platform and boasted a top engine offering of a 105 bhp 2.8 liter V6! The 1975 Firebird featured a new front end (it's third in three years) and a much improved rear window, which greatly improved visibility. The instrument panel stayed the same, but the old 160 mph speedometer was replaced by a new 100 mph unit, to better reflect the new times. The base 400 cid V8 Trans Am engine put out a pitiful 185 bhp, but still cranked out 310 lb-ft of torque. But the big news was what was lost: No Super Duty 455 engine, no Turbo-Hydramatic 400 automatic transmission, no Muncie Four-Speed Manual Transmission, no true dual exhausts. The main culprit: the new Federally mandated Catalytic Converters. The 455 V8 was re-introduced mid-year in "H.O." guise, but it was just the 455 engine from the Bonneville and produced only 200 bhp.

1976 would be the last year of the 455 engine, and the first year of available T-Tops. All Firebirds received new more angular bumpers which improved their appearance, and Pontiac introduced the very popular Black-and-Gold Special Edition Trans Am which quickly became one of the most famous Trans Am's of all time.

The Limited Edition Trans Am was introduced in February at the Chicago Automobile Show. The LE Trans Am had Starlight black finish with gold striping, along with gold interior accents,gold honeycomb wheels, a 50th anniversary badge,plus more, including T-Tops. The cars were shipped to Hurst Corp. in Michigan. But due to problems with the Hurst roof treatment only about 25 % of the LE cars had T-Tops. The total production was only 2590 with only 643 LE Trans Am's having the T-Tops. The installation of the optional 455 was less than 500 for the LE Trans Ams, only 110 455 engined LE Trans Am with T-Tops were made.

1977 saw a new "Batmobile" front end with quad square headlamps and ever more complex engine choices. The Chevy inline six was dumped for a Buick 231 cubic inch (3.8 liter) V6 as the base engine. A new 301 (4.9 liter) V8 rated at just 135 bhp was available in Esprits and Formulas, with the familiar 350 was optional. Trans Am's featured either a Oldsmobile 403 (6.6 liter) V8 or the Pontiac 400 (T/A 6.6) engine under their shaker hood. Meanwhile, Firebirds sold in California had to make due with Chevy 305 and 350 V8s to meet the state's strict emission laws. But 1977 would the year that firmly established the Firebird as the performance car of the 1970s. Burt Reynolds drove a Black-and-Gold Special Edition Trans Am in the unexpected movie hit "Smokey and the Bandit", that drove the Firebird's popularity (and sales) to new heights. In 1978, attempting to capitalize on its new found popularity, Pontiac offered a slew of Special Edition Firebirds including a Gold Trans Am with brown accents and Blue "Sky Bird" and Red "Red Bird" Firebirds. Sales soared to a record 187,294 units, including 93,341 Trans Am's.

As the 1970s drew to a close, the 1979 Pontiac Firebird received a new nose, with the four rectangular headlights all in their own bezels, and the split grille was moved below them. The rear end featured blackout panels disguising the taillights on Formula and Trans Am models. All models also received some revised graphics. A special silver 10th Anniversary edition Trans Am was sold in what would be the last year for the Pontiac 400 engine which were stockpiled from 1978.

Pontiac dropped its 400 V8 and installed a new Turbo-charged 301 (4.9 liter) V8 as its top engine choice. The Turbo 4.9 was rated at 210 bhp. A Pontiac Trans Am paced the Indianapolis 500 race that year. Sales dropped considerably. The turbo package (listed on the order form as RPO LU8) was offered only with automatic transmission and a 3.08 axle and cost a reasonable $350 on Trans Ams and $530 on Formulas. The turbocharged engine met federal emissions standards, but wasn't available in California, although some were assembled there.

The Firebird of 1980 continued into 1981 as sales dropped to just 38% of just two years before.

Pontiac Firebird Third Generation (1982 - 1992)

The Firebird and Camaro were completely redesigned for the 1982 model year, with the windshield slope set at 62 degrees, (about three degrees steeper than anything GM had ever tried before), and for the first time, a large, glass-dominated hatchback that required no metal structure to support it. Two concealed pop-up headlights, a first on the F-Body cars, were the primary characteristic that distinguished the third generation Firebird from both its Camaro sibling and its prior form (a styling characteristic carried into the fourth generation's design). In addition to being about 500 pounds (230 kg) lighter than the previous design, the new design was the most aerodynamic product GM had ever released.

The third generation Firebird was all new in many ways from the previous generation. A full unibody hatchback body replaced the subframe construction of the second generation and the Firebird received all new sheetmetal that greatly differentiated it from the Camaro. However, under the skin, the Firebird was now even more like the Camaro, and would use GM corporate engines (which were really Chevy engines) instead of the previous Pontiac engines. A large part of its uniqueness was gone.

The third generation Firebird was introduced in 1982 featuring all new sheetmetal. The front end sported hidden headlights and sleak styling. The model lineup was simplified to Base, luxury-oriented S/E and Trans Am. Base cars started with the obnoxiously loud, rough, and underpowered "Iron Duke" 2.5 liter OHV inline four cylinder engine rated at a truly pathetic 90 bhp. Most buyers wisely opted for either the S/E's standard 2.8 liter OHV V6 rated at a still-pathetic 105 bhp or one of the V8s.

Optional in the Base and S/E models and standard in the Trans Am was a 5.0 liter (305 cid) V8 with four barrel carb rated at 145 bhp and which could be matched up to either a four-speed manual transmission or three-speed automatic. Optional in the Trans Am was the trouble-plagued "Cross-Fire Injection" version of the engine which used Throttle Body Injection to crank out 165 bhp, but it was only available with the automatic transmission. But the big news for Firebird fans was the debut of "Kitt", a talking Black Trans Am that could out-act David Hasselhoff on the hit TV show "Kight Ridder", which further increased the Firebird's popularity.

Not much changed visually for 1983, but under the hood, things were definitely improving. The S/E's V6 saw its output rise to 125 bhp and a five-speed manual was now available. A new "L69" 5.0 liter V8 with four barrel carb appeared mid-year with available five-speed manual rated at a somewhat respectable 190 bhp. A new four speed automatic transmission also was available.

In 1984, Pontiac recognized the Trans Am's 15th Anniversary by releasing a special Trans Am that was white with blue stripes, blue Trans Am decals and a blue "Venetian blind" decal on the offset hood bulge. The car had a multi-tone gray interior that had Recaro seats, a white leather wrapped steering wheel , shifter knob and parking brake handle. T-tops were also standard on the package as were white aluminum wheels. The cars were powered by the 190 hp 5.0 liter "corporate" V-8 and a 5 speed manual transmission. Pontiac built approximately 1500 15th Anniversary Trans Ams.

The 1985 Firebird featured a restyled nose, new taillights, and full rocker and quarter panel extensions on the Trans Am to give it a more aggressive appearance. The 5.0 liter V8 was now available with Tuned Port Injection (TPI) which allowed it to produce 205 bhp, although it could only be equiped with the four-speed automatic. A new WS6 suspension package was made available on the Trans Am, which also included 16-inch wheels with huge P245/50VR16 Goodyear "Gatorback" tires. In 1986, All Firebirds receive center high mounted stop lamps as required by Federal legislation, placed on top of back window.

A new 5.7 liter (350 cid) V8 with Throttle Body Injection was the big news for 1987. Although rated at just 210 bhp (15 less than the Camaro due to a more restrictive intake), and only available with the four speed automatic transmission, the engine's high torque rating and flexibility made it the best engine ever yet installed in a 3rd generation Firebird. Furthermore, the 5.0 liter TPI engine was now available with a manual transmission. To further improve the Firebird, Pontiac eliminated the S/E model, the CHMSL bump (it was now incorporated into the spoiler), and the pathetic four cylinder engine. A new budget performance model, the Formula 305, joined the lineup as well as a new top of the line Trans Am called the GTA. There were a few changes for 1988 including a new steering wheel, new wheels for the Formulas, and new radios. The carbureted 5.0 V8 finally disappeared.

For 1989, GM makes new N10 dual catalytic converter exhaust available, freeing up 13% more power from some LB9 and L98 equipped Trans Am's. Firebirds optioned with t-tops receive new Lexan plastic tops. The new tops are lighter in weight and tinted darker, but are more dome shaped and age rapidly. GM replaces many sets with glass under warranty, but the Lexan tops continue through 1992. All rear disc brake optioned Firebirds now receive PBR brake calipers and larger brake rotors. This resolved issues GM encountered with the earlier rear discs, and increased stopping power. Introduction of GM's Vehicle Anti Theft System or V.A.T.S. makes all Firebirds more theft resistant by incorporating a small resistor into the key. VATS equipped cars also display antitheft system warning decals in the lower rear corners of side windows.

The Trans Am is selected to pace the Indianapolis 500. Pontiac markets another pace car replica. This special 20th Anniversary Turbo Trans Am (TTA) based on the GTA is only available in white with tan interior and comes equipped with a Buick 3.8L V6 with a turbocharger developed from the Grand National. These replicas are as close to the actual pace car as any replica offered up to this time. The only changes made to the cars that actually were on the track during the race were the additions of strobe lights and safety equipment. 1,555 were produced, 5 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. When they were released to the public they were underrated in power. Not all came with T-Tops or came with leather either, there were hardtops and cloth cars. Every car has an an automatic transmission, the 2004R. The five test TTA's, because they were for pre-production use, were pulled off of the assembly line without regard to color and they were not white. At least two of these test cars were sold to private individuals. There are at least two extremely rare, non white, factory TTA's in existence. Its known that one is red. GM did not offer a factory convertible TTA. However, one was created by ASC.

The Buick turbo-charged engine was dropped, so Firebirds reverted back to their regular engine choices. The base V6 was enlarged to 3.1 liters and rated at 135 bhp.

A new nose was introduced for 1991; some thought it was ugly, others thought it made the Firebird more aggressive. The big news was the return of the convertible Firebird, the first since 1969. Everything else was carry over. There were only small changes for the 1992 Firebird, the last year of the 3rd generation. GM added some adhesive to the joints and panels of the car's structure to quiet squeaks and rattles, and the Performance Equipment Group boosted the TPI 5.7 liter V8 to 230 bhp.

Pontiac Firebird Fourth Generation (1993 - 2002)

The fourth-generation Firebird amplified the aerodynamic styling initiated by the previous generation. While the live rear axle and floorpan aft of the front seats remained largely the same, ninety percent of the Firebird's parts were all-new. Throughout its fourth generation, trim levels included V6-powered Firebird, and V8-powered Formula and Trans Am.

Pontiac saved the best for last with its Fourth Generation Firebird. Although these Firebirds would be the fastest and most powerful Firebirds since the glory days of old, the overall decline in the sport coupe market and the changing taste of young performance buyers to newer, more refined imports, sealed the fate of the Firebird. At least it went out on top.

The Firebird was substantially revised for 1993, the beginning of its fourth generation. The exterior styling was dramatically aerodynamic, and incorporated plastic front fenders, although much of the floorplan and rear suspension was carried over from the third generation. The front suspension was new, and incorporated a new short/long-arm design and incorporated rack-and-pinion steering for the first time. The Firebird lineup was reduced to three models, Base, Formula, and Trans Am, the convertible was eliminated and engine choices were now just two. The base engine was a new 3.4 liter V6, based on the previous 3.1, rated at a decent 160 bhp. But the big news was the new LT1 version of the classic 5.7 liter small-block V8 rated at a stout 275 bhp. Furthermore, the LT1 could be ordered with a six-speed manual transmission and was standard in both the Formula and Trans Am models.

1994 saw the reintroduction of the convertible and a special blue and white 25th Anniversary Trans Am. Also new was a GT version of the Trans Am which added additional luxury features such as leather seats. Perhaps most annoying was a new "Skip Shift" feature on the six-speed manual which, depending on throttle position, would force an upshift from first to fourth gear for better fuel economy. This lead to an explosion in aftermarket skip shift eliminator kits.

1995 saw minimal changes to the Firebird. Traction control was added, the Trans Am GT trim was dropped, and at mid year, GM's familiar 3.8 liter V6 was offered as an alternative to the 3.4 V6.

With the new 3.8 V6, there was no need for the 3.4 liter engine, so it was dropped for 1996. Pontiac offered an optional 3800 Performance Package for the Base Firebird which added four-wheel disc brakes, dual exhaust, 3.42 axle ratio, limited slip differential, and alloy wheels. Formula and Trans Am models saw the 5.7 liter V8 gain 10 bhp from the use of dual catalytic converters for a total of 285 bhp. But now there was a new top engine choice. Pontiac reintroduced their "Ram Air" cold air induction system for the 5.7 V8 as option WS6 available on Formula and Trans Am coupes (not convertibles), built by SLP under contract to GM. Ordering the WS6 package added twin nostrils (air intakes) on the hood which boosted the engine rating to 305 bhp. All came with 17" wheels and 275/40-17 tires, plus the 1LE suspension, except with DeCarbon shocks using different valving from the stock shocks. A total of 2,575 WS6 cars were made in 1996, out of a total of 30,937 Firebirds.

In 1997, the WS6 was now available on Formula and Trans Am convertibles. Also new was the option of a 500-watt Monsoon audio system. 30,756 Firebirds were built in 1997, and of those, 3,847 were WS6 cars (2,827 Trans Ams, 473 Formulas, and 41 Formula convertibles). Daytime Running Lamps (DRL) introduced on all f-bodies.

Pontiac replaced the LT-1 with the LS-1 V8 engine, which had first appeared in the 1997 Chevrolet Corvette. The all-aluminum LS-1 was rated at 305 bhp in base trim and 320 bhp in WS6 "Ram Air" mode. Firebirds also received new front end styling, and Base Firebirds could be ordered with a Sport Appearance Package which gave them some of the more aggressive look of their bigger brothers.

The Firebird coupe and Formula received a new nose with pop-up quad headlights and fog lights. Trans Am received same headlights, with different nose and fog lights. Taillights received honeycomb pattern. Slightly different wheels introduced on Formula and Trans Am initially, but disappeared later, replaced by the original 5-spoke wheel.

Firebird GT dropped. 1LE performance suspension package now available on Formula, but requires WS6 package. Firehawk cancelled for 1998 due to safety certification problems (will return for 1999).

The 1999 Firebird got only minor changes, including a Torsen limited-slip differential for V8 models (and V6s with the Performance Package). A few new options were available, including a Hurst shifter for the six-speed manual transmission and a power steering cooler on V8 models. Pontiac celebrated the Trans Am's 30th Anniversary with a special White with Blue trim color scheme along with blue-tinted alloy wheels and a white leather interior. The 2000 model was a complete carryover from 1999.

2001 saw a small increase in engine ratings, with the LS-1 increasing to 310 bhp and 325 with the WS6 option. WS6 package included new 17x9 wheels. The Ram Air engine was now no longer available on the Formula trim. In 2001 SLP introduced their Firebird GT as a factory available option package.

2002 would prove to be the last year for the Firebird, and Pontiac decided to issue a special 35th anniversary Firebird (as opposed to Anniversary of the Trans Am). This special model was a Trans Am which featured yellow paint, black wheels, and special graphics. Not really much of a send off for one of only two vehicles that survived from the muscle car days to the modern era without interruption.