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wheelsgoroundincircles · 1 year

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1970 Pontiac Formula 400

1970 Pontiac Formula 400 – The Other Performance Firebird

The story behind the development of GM’s F-body ponycars has been well documented. When Ford’s groundbreaking Mustang debuted in 1964, it tapped an emerging youth market that was hungry for a new type of car geared specifically to them. GM misjudged the public’s response to the Mustang and then scrambled to develop a similar style car after witnessing Ford’s unprecedented first model year sales success. Chevrolet was the lead division in engineering the F-body, and Pontiac grudgingly accepted the platform for their use in March 1966, only after GM management turned down PMD General Manager John DeLorean’s proposal for his own Mustang fighter.

Pontiac didn’t have much time to transform the Firebird from its Camaro configuration before releasing it in February 1967. Their design and engineering lead time was significantly reduced and consequently, the Firebird was forced to use quite a bit of Camaro sheetmetal and other components. Competition between Pontiac and Chevrolet was intense, and having to use the other division’s engineering and design was a bitter pill for DeLorean’s maverick staff to swallow.

The circumstances surrounding the second generation Firebird were another story. Pontiac actually began working on their second generation just as the first Firebirds were hitting dealer showrooms. From design to engineering, Pontiac dominated the divisional rivalry, and this time around the Firebird would be all Pontiac from roof to road. There was little carried over to the second generation with the exception of the Trans Am nameplate and basic engine configurations. The suspension was tuned for more responsive handling with little compromise to ride comfort. Computer aided engineering chose the proper front and rear spring deflection rates predicated on model and usage. Stabilizer bars were used front and rear and the steering box was mounted ahead of the front axle for better response.

The sexy new body was rooted in GM styling chief Bill Mitchell’s infatuation with Italian sports car design. GM chose heavily from the rounded shapes of Ferrari and Maserati, and it showed in the smooth flow of fender lines, the curved window glass and raked windshield. One remarkable difference from pervious GM designs was the lack of a quarter window. Instead, the doors were lengthened to take up a larger portion of the quarter. The massive doors were heavy, however the side appearance was cleaner and far sportier. A lift bar door handle added to the smooth side look. Chrome was distinctively absent. The Native American-inspired Firebird emblem was on the decklid and the nose of all but base model cars.

Up front, the twin nostril grille and single headlamps provided a clean appearance, thanks to the use of Endura to create a bumper-less front end with a valance that cleanly rolled beneath the grille with large cross hair parking lamps mounted in the lower corners of the valance. At the rear, the smooth tumble home enhanced the Firebirds fuselage shape. The tail was flat and filled with twin tail lamps that met the quarter panel’s round rear profile. A recessed tag housing, thin blade chrome rear bumper, and rounded lower valance completed the rear end’s clean look.

Inside, the Firebird’s wide, expansive dash housed the instrument panel consisting of three center nacelles for gauges, with smaller gauges at the right and room for the heater controls and additional switches and knobs. Directly below the center of the dash was another stack that contained the radio and ashtray. Even the base interior was sumptuous, with Pontiac’s indestructible Morrokide vinyl upholstery covering the bucket seats and door panels. The quarter trim panels and headliner were composed of molded polymeric material that provided a smooth surface and absorbed sound.

The 1970 Pontiac line up was composed of the base Firebird with 250 cid six, the mid range, 350 cid Espirit, the 400 cid Formula 400, and the 400 cid Ram Air Trans Am. Of the four, perhaps the most intriguing was the Formula 400. While the Trans Am was loaded with visuals like a shaker hood, fender mounted air extractors, wild front air spoiler, rear wheel opening air spoilers, and wide center stripe, the Formula had none of these. For those who preferred to have a muscular pony car sans the exterior adornments, the Formula 400 was just the ticket. Outside, the only difference between the mild mannered Espirit and the Formula was a special fiberglass hood that sported a pair of front reaching hood scoops (first considered for the Trans Am), sport style dual outside mirrors, and a pair of Formula 400 scripts below the Firebird nameplate on the fenders.

Under the sheetmetal, however, is where the $3,440 Formula’s credentials lay. Standard engine was the 400 cid V8 which generated 330 horsepower @ 4800rpm and 430 lbs.-ft. torque @ 3000rpm. Car & Driver tested a Formula 400 with this engine and automatic transmission and recorded a 0-60 acceleration time of 6.4 seconds and quarter mile performance of 14.7 seconds at 98.9mph.

The optional engine was the Ram Air III V8, which produced 345 horsepower @ 5000rpm and 430 lbs.-ft. torque @ 3400rpm, thanks in part to a higher compression and a more aggressive camshaft profile. While Pontiac offered a 370 horsepower Ram Air IV, it never found its way into a Formula 400. On the Ram Air III equipped Formulas, the hood scoops were opened and a pair of rubber “boots” were fitted to the hood’s underside. They snugged up to holes in the air cleaner snorkels and fed cold outside air to the Rochester Quadra Jet carburetor. Subtle “RAM AIR” decals were affixed to the outboard sides of the hood scoops. The Formula’s 400 engine was dressed up with chromed air cleaner lid and valve covers. Dual exhausts with chrome tips were also standard.

Standard transmission was the M13, a heavy duty Dearborn three-speed manual box. A pair of Muncie four speeds was offered optionally, the wide ratio M20 and close ratio M21. Also optional was the M40 three-speed Turbo Hydra Matic transmission. A 3.55:1 rear axle ratio was standard, while air conditioned models received 3.31:1 ratios. Optional ratios were 3.07:1 and 3.73:1.

The Formula received a firmer suspension with 300-pounds/inch deflection in the front springs and 103 pounds/inch in the rear. The front stabilizer measured 1.125 inches in the front and the rear bar was .620 inches with firm control shocks mounted at all four corners. Front disc brakes were standard with rear drums. Standard tires were F70 x 14 on six-inch steel rims. The Trans Am’s tighter suspension was offered optionally. It consisted of 300 pounds/inch front and 126 pounds/inch springs in the rear, 1.250 inch stabilizer bar at the front, and fat .875 inch bar aft. Wider F60x 15 Polyglas tires mounted on 15 x 7 Rally II wheels without trim rings rounded out the package. Add the variable ratio power steering and power brakes and the Formula responded right now! to steering input and could dive deeper into corners and come out faster. Its only competition was big brother Trans Am and the Corvette.

Inside, the Formula’s instrument panel was faced in a wood grained appliqué. Optional was a Rally Gauge that placed an 8000-rpm tach in the left housing along with a small analog clock. In the smaller center housing was the engine temperature and oil pressure gauges. The right housing contained the 160mph speedometer with the smaller fuel gauge and voltmeter to the far right. Two consoles were offered, one between the front buckets that contained the transmission shifter, the other between the optional rear buckets.

Of the 7,708 Formula 400s produced in 1970, 2,777 were equipped with manual transmissions. Exactly 4,931 were fitted with the M40 automatic transmission. One of those M40 equipped Formulas is owned by Jack Nichols of Orlando, Fla. Jack performed a complete restoration on the Formula several years ago, bringing it back to correct factory standards. The Atoll Blue Formula is fitted with the optional Ram Air engine, open scoops and underhood induction system. Inside, the tan Morrokide interior features console, optional three-spoke Formula steering wheel with padded rim, Rally gauges and air conditioning.

Text and Photography By Paul Zazarine © Car Collector Magazine, LLC. (Click for more Car Collector Magazine articles) Originally appeared in the March 2008 Issue

#pontiac firebird #ram air #formula 400 #pontiac #1970 Pontiac Formula 400 #car #cars #muscle car #american muscle

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mikesavagenewcanaan · 11 months

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Mike Savage New Canaan | Classic Cars - The Best Muscle Cars

The Merriam-Webster dictionary defines muscle cars as, "any of a group of American-made 2-door sports coupes with powerful engines designed for high-performance driving." Although opinions vary, it is often cited that the 1949 Oldsmobile Rocket 88 is the first muscle car ever created. It was designed with speed and power in mind, using a powerful engine with a lightweight body.

By the mid-1970s some of this market converged into personal luxury performance cars, thus beginning an era where personal luxury trumped lightweight speed.

Performance-type cars began to make a return in the United States during the 1980s, however with new regulations governing safety and pollution combined with increased production costs, these new vehicles were not designed to the formula of the traditional low-cost muscle cars. Introducing electronic fuel injection and overdrive transmission to the remaining muscle car survivors like the Ford Mustang, Chevrolet Camaro and Pontiac Firebird helped sustain a market share for them alongside personal luxury coupes with performance packages.

Mike Savage New Canaan

Karl Brauer, editor-in-chief of the online car review aggregator "Total Car Score" is a self-described fanatic who characterizes muscle cars as his "primary passion." He compiled a list of what he considers 10 classic American muscle cars, saying, "Vintage car collectors consider these must-haves!"

Karl Brauer's list:

• 1970 Oldsmobile 442 W-30 • 1974 Pontiac Firebird Trans Am SD455 • 1970 Buick GSX Stage 1 • 1970 Chevrolet Chevelle SS 454 LS6 • 1970 Pontiac GTO Judge Ram Air IV • 1968 Ford Mustang GT500KR • 1969 Ford Boss 429 Mustang • 1969 Dodge Charger Daytona Hemi • 1971 Plymouth Hemi 'Cuda • 1969 Chevrolet Camaro ZL1

Car buffs sometimes refer to classic muscle cars as "overpowered iron beasts" because these cars were built to deliver and beating and also to take one. They often burned rubber, and were anything but agile. Big, heavy, loud and rude, they embodied everything that was great about the American auto industry of the 1960s and 1970s.

American car-maker Chevrolet offered many different types, beginning with the Corvette in 1953, adding the Impala, Chevelle, El Camino, and Nova to its ranks throughout the years.

Dodge threw their hat into the ring beginning with the 1966 Charger, adding the Challenger and Super Bee thereafter.

Other American car-makers offerings include:

• AMC's AMX and Javelin • Buick's Grand National • Ford's Mustang and Thunderbird • Mercury's Cougar • Oldsmobile's Olds 442 • Plymouth's Barracuda and GTX • Pontiac's Firebird and GTO

Restoring When restoring muscle cars, people have differing views on whether staying true to the original factory's work is the best way to go, or whether improving on anything you can is better. One thing to keep in mind is that a well-documented restoration performed by a renowned shop will always hold more value than one that's undocumented or completed by an unknown shop or individuals.

Customizing Muscle cars are experiencing a resurgence in popularity, however finding one in mint condition is near impossible. Finding one that needs to be restored, and/or customized is a different story. So many different things about these cars can be customized, it is best to do your research on what features you would like to customize before getting a bid from someone.

Most likely people who own custom car shops are huge car fans who have learned the skills to do something they truly enjoy doing. Ask to see some of their work before going with a custom car shop, and remember it's OK to barter when asking for custom work to be done to your muscle car.

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savagenewcanaan · 11 months

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Michael Savage New Canaan | Classic Cars - The Best Muscle Cars

By the mid-1970s some of this market converged into personal luxury performance cars, thus beginning an era where personal luxury trumped lightweight speed.

Michael Savage New Canaan

Karl Brauer's list:

American car-maker Chevrolet offered many different types, beginning with the Corvette in 1953, adding the Impala, Chevelle, El Camino, and Nova to its ranks throughout the years.

Dodge threw their hat into the ring beginning with the 1966 Charger, adding the Challenger and Super Bee thereafter.

Other American car-makers offerings include:

• AMC's AMX and Javelin • Buick's Grand National • Ford's Mustang and Thunderbird • Mercury's Cougar • Oldsmobile's Olds 442 • Plymouth's Barracuda and GTX • Pontiac's Firebird and GTO

Savage New Canaan

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radracer · 3 years

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Pontiac Firebird Trans-Am Formula Mid-Engine

#Pontiac Firebird Trans-Am Formula Mid-Engine #usdm #90s muscle cars #concept car #cgi #static #stance #modified #tuning #retro rides #fitment #slammed #tuner #street

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firebirdtransam68 · 5 years

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Trans Am And Camaro Meets Sonic The Hedgehog (Crossover Fic)

My first crossover fic that I will post feature my original characters, in which are two of my favorite cars, and at least one official character, Sonic The Hedgehog.

Let me know what you think of this prompt. Constructive criticism is allowed, but please be respectful.

Here it goes:

~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~

"Trans Am And Camaro Meets Sonic The Hedgehog" by FirebirdTransAm68

"Hey, cousin, what's up?" a 1982 Pontiac Firebird Trans Am asked his cousin, the 1982 Chevrolet Camaro.

The two cars were inside a four-car garage that was mostly used as an art studio, but there were also tools and equipment for vehicles, as well. Trans Am was facing Camaro, who was playing an old arcade game from the mid-1980's. The arcade console had two monitors, one on each side, so the two cars can view the monitor when one or the other was playing.

"Err! This is so frustrating!" Camaro shouted out of exasperation, "I had just finished Level 7, but I couldn't make it up to Level 8, no matter how many ways I can complete the level!"

"How about I try something?" Trans Am offered.

"All right, sure. Go ahead."

The monitor facing Trans Am switched so Trans Am could operate the console. The game featured a blue and red Formula One racecar that was supposed to avoid as many obstacles as possible. From the looks of it, Level 8 was an extremely difficult level, since the freeway was filled with walls, puddles, and towers that were blocking each lane.

"Okay, let's see if I try this..."

The racecar swerved quickly to the center-right part of the freeway where a ramp was located at. The racecar then climbed up the ramp, and jumped up really high, and then landed on the lane that was now clearer. A 16-bit fanfare appeared, different colored confetti popped up out of nowhere, and there was a giant blinking caption that read, 'Level Complete.'

"Wow!" Camaro said in pure awe, "how did you do that?!"

"Well, you see, Level 8 was full of obstacles that were blocking each lane, but if you pay close attention, there is a ramp that will allow you to go above obstacles. The trick is to think fast, and swerve as quickly as possible, so you don't hit any obstacles," Trans Am explained.

"Oh, thank you very much, Trans Am! I will remember that for the next level, then." Camaro was really thankful that he had a cousin that would always be here to help.

"Don't mention it, Camaro. And good luck on Level 9," said Trans Am, "I will be heading off to I-6 and Phoenix Boulevard, again. I am going to need some exercise so I can keep my gears up and running for the future."

"You do that, cuz," said Camaro.

"I will be right back afterwards. See you!" Trans Am said as he backed up from the garage, and turned towards his destination, and then drove off.

"All right," Camaro said to himself, "on to Level 9..."

------------------ *^* -------------------

Trans Am dashed off right onto the freeway, so he could see the view. It was mountainous, full of trees, bushes, and grass, as well as some barren spots. The floor area was mostly grassy, and had trees and bushes scattered across certain areas; on the ground below the freeway was a river that was thirty feet wide, and made a path that became invisible from a vanishing point towards the mountains. The sun wasn't yet setting, but it was getting close.

Suddenly, Trans Am screeched to a halt when he saw some obstacle in his way. He was lucky no one else was in the freeway, otherwise, he would be responsible for a traffic jam.

The obstacle was short, but was the height of a 13-year-old human child (if not shorter), and had many rounded features; it was orange with some black features. There were unusual looking extremities that were black in the center, but the shoulder and hand and foot areas were orange. And its facial area was cyan blue, with two circles for eyes, and a grin that would make even Cheshire Cat unnerved. The obstacle looked to be some kind of robot, since it looked humanlike, yet was not a human.

"Hey!" Trans Am shouted at the orange robot, "get out of my way!"

(You would think Trans Am would be smart enough to switch lanes...)

But the orange robot did not budge. It just stayed in its place.

"Are you deaf or something?" Trans Am shouted again, "move out of my way, or I will run you over like I would a skunk in the middle of the road!"

The robot still stayed in its place, despite Trans Am's threats.

"Very well, then" Trans Am said with a trace of frustration in his voice, "I will make you move out of my way."

Trans Am revved up his engines, and moved very slowly towards the robot; he stopped for a half second before he revved up his engines, again.

Well, it certainly got the robot's attention, because after Trans Am moved towards it, its blue face turned a bright red, and started to advance at the black sports car.

Tiny machine guns popped out of the robot, and started shooting at Trans Am.

"Whoa! What the-!" Trans Am was definitely taken by surprise. He raced off to avoid the ammunition and started to spin in circles in hopes of distracting the robot, or at least throw off its concentration and balance so it would stop shooting; but to no avail.

He turned as fast as he could off the freeway, but the robot was chasing towards him. Trans Am didn't know how to resolve this situation.

Suddenly, there was a thud, and the robot stopped chasing Trans Am; when he went to see behind him, the robot was starting to shoot off some sparks, and its face was switching between blue and red. The robot even had some dents in a few areas.

Before Trans Am could see what really happened, there was a blue streak advancing towards the robot, and the robot was becoming even more damaged as the blue object made impact towards it.

After twenty seconds of the beatdown, the orange robot shut down, and fell apart with extra sparks flying off. The blue object looked as if it was rubbing its hands together to get dust off of them.

"Well, that took care of that Egg Pawn," a young male voice was heard from the blue creature.

The humanoid creature looked to be as tall as the orange robot, but he looked organic; his head was a little bigger than his body, had ears that looked a little more like a cat's, and had long blue quills that curved down behind his head. He had big eyes that meshed together to look like one eyeball, but there were two green irises present. He had a peach-colored belly as well as long peach-colored arms that matched his muzzle, and was wearing white gloves, one on each hand. He also had long blue legs, and was wearing red and white running shoes as well as white socks that stuck out of them.

The blue humanoid creature stopped rubbing himself off of dust, and diverted his attention to the black Trans Am. Trans Am was confused and shocked, because he had never seen a creature like this before. But the blue creature wasn't shocked; just curious, or at least seemed curious. He walked towards the black car.

"Hmm, interesting," he said to himself, "it looks like not only did I destroy one of Eggman's badniks, but I also saved a car from getting shot down. And he doesn't look like he was one of the badniks I ever come across."

Trans Am was having a hard time finding his words.

"W- wha- what are you saying?" Trans Am said in mild fear and huge confusion, "who's Eggman? What is that thing that you just destroyed?! Who are you? What are you? And how did you know I was sentient?! No other humanoid knew I was sentient, except you! So, how did you know?!"

The creature raised an eyeridge in confusion and mild concern, since the car was panicking.

"Whoa, calm down, buddy," he said with his palms up to the sides of his heads, "is that any way to say 'thank you?' I just saved your life, after all. I am a friend."

"Friend? I don't even know you! Just tell me what is going on!"

"How about this: why don't you calm down and I can explain what happened? I don't bite." The creature seemed very happy and easy-going, and didn't even show a sign of fear. He looked friendly.

Trans Am calmed down a little, since he figured the creature was no threat to him.

"All right, I do not see the problem with conversing with others who are not my kind, but just so happened to understand what I was saying," said Trans Am, "well, anyways, let's start with the introductions. I am a Pontiac Firebird Trans Am, the first of the third generation. But you can just call me Trans Am. And you?"

The creature zipped in front of Trans Am, so he was facing him. He grinned.

"I'm Sonic," he said, "Sonic The Hedgehog."

"Well, it is nice to meet you, Sonic."

"Same," Sonic said, and chuckled slightly.

Trans Am was feeling comfortable talking to the humanoid hedgehog.

"Anyway, before we can explain, how about you jump in so we can go towards my home? It is not too far away," offered Trans Am.

"Oh, that's quite all right. I have these," Sonic said and lifted his feet, showing his running shoes, "some call me the 'Fastest Thing Alive' because of my speed."

Trans Am was intrigued.

"Wow. Okay, how about we race to my home instead? And the winner will enter my home, first?"

"On second thought," Sonic said, "I think I have had enough running for now, my feet are starting to get a little sore. I don't see the problem getting a ride once in a while."

"All right, then," Trans Am said, and opened the driver door so Sonic could get in. So, he did, and the door closed.

"Cool," Sonic said, as he looked at the interior.

"Thank you," Trans Am said.

Trans Am revved up his engines. "Let's go!"

"Okay!"

They drove off from the freeway.

------------------ *^* -------------------

"So, let's see if I got this right: Dr. Ivo 'Eggman' Robotnik is a mad scientist who designs robots and plans to take over the world, so he can build his Eggman Empire. (Sounds like a huge monopoly, there.) And you came from some other part of the world with friends a bit like you, (maybe not by speed). And you obtain golden rings to give your power a boost during the final blow, is that right?" asked Trans Am.

"That's right," said Sonic.

Trans Am just got out of the freeway, and was at his neighborhood where all the other cars were at. There were plenty of buildings for cars to roam around and have space, as well as many green plants such as trees, shrubs, and grassy patches; there was even a small park for humans to bask into. The neighborhood looked a lot greener than Sonic's description of the proposed Eggman Empire. Sonic was intrigued by Trans Am's turf.

"Well, our best bet is to not let Dr. Eggman go towards any territory already occupied by people and cars. Because who knows what will happen?"

Sonic nodded in agreement.

A gray Toyota Prius stopped in the middle of Trans Am's path, and Trans Am stopped to a soft halt.

"Hey, gaslighter," Prius said in a mocking tone of voice, "where do you think YOU'RE going?"

"None of your business, Prius," Trans Am said in a slight defensive manner, "and when are you going to stop bothering me about being a gas-fueled car? Aren't cars like you supposed to be 'tolerant' of different cars with different fuel needs?"

"Oh really? Who died and made YOU judge? Huh?!" Prius was really getting on Trans Am's nerves.

Although he wanted the Earth to be green and free of pollutants, there was just something about electric cars like Prius that Sonic found quite deceiving. And it really didn't help that a car was bullying his new friend, who was also a car, just with different fuel needs.

Sonic opened Trans Am's door and stepped out to face Prius.

"Hey, what's going on, here?" Sonic said with his gloved hands on his hips, and a confused frown on his face. "Is that any way to treat my friends?"

Everything went quite for a few seconds. Prius didn't say anything, until...

"AAAAAAAAAAAHHHHHHHH!!!!!!!!!"

Prius quickly went into reverse, then turned around and dashed away. Was it Sonic that made him scamper away?

Sonic turned towards Trans Am, and made a gesture that said "oh, well."

Trans Am chucked. "Looks like you scared him away just by appearing in front of him. I would be shocked too if I saw something I considered strange."

"Yeah," Sonic said.

They both laughed.

"Well, anyways, let me show you my home. I have a cousin living here, as well."

Sonic was amazed that even cars had families.

"Okay," Sonic said, and got back in Trans Am, "let's go!"

Trans Am and Sonic went to the huge garage next to an even larger house. The garage was many different shades of brown, with the exception of the roof and door, which were a metallic gray. The door opened slowly, and Trans Am and Sonic got in.

"Hey, Camaro, I'm home," Trans Am said.

Camaro was still in his place, and was still playing the video game on the two-monitor arcade.

"Hey, Trans Am," the silvery-gray Camaro said, "guess what? I had just completed Level 17 with hardly any difficulty, whatsoever! I think I am getting really good at this game!"

"Well, good for you," Trans Am said.

Camaro paused the game and drove very slowly away from the arcade box, and stopped towards Trans Am nine feet away from each other.

"So, what's new?" asked Camaro, "how did cruising around the freeway go?"

"Very well, thank you very much," Trans Am said, "oh, and I brought a new friend with me, so we can have company for the evening. Promise not to freak out?"

"Uh, okay," Camaro said.

"All right, Sonic. You can come out, now."

Trans Am's door opened, and Sonic stepped out of the car. He was facing towards Camaro, who was slightly lost for words.

"Camaro, this is Sonic The Hedgehog," Trans Am said, "he saved me from a robot that was attacking me on I-6. Said it was a badnik designed by a mad scientist who wanted to destroy our planet for an empire."

Sonic advanced towards Camaro, and extended a hand.

"Nice to meet you," Sonic said, cheerfully.

"Uh, it's nice to meet you, too," Camaro said, and extended a robotic arm to shake hands. They did so.

------------------ *^* -------------------

Ten minutes later, the two cars and one hedgehog were having plenty of fun conversing with each other. And Camaro and Sonic were playing the racing game, but it was a multiplayer edition, with one player on each side of the two-monitor arcade box. Sonic was getting a lot more points than Camaro was, and Camaro was rather amazed than disappointed or frustrated.

"Wow! You are a really excellent player. I am amazed by that!" Camaro said in awe and admiration.

"Thanks!" Sonic said, and winked.

Even Trans Am was pleased by Sonic's skill.

"Well, have fun, you too. I am going to visit Tesla and stay in his garage for a bit," Trans Am said, and drove off.

"Okay, have fun, cuz!" Camaro called out.

Trans Am was about to turn to where the garage was until suddenly, he heard screams coming from many feet away.

"What is going on?" Trans Am said to himself. He drove towards the location of the sound.

Much to his surprise, there was a blue 1968 Ford Mustang that was smashed flat (unfortunately, Mustang died), and above him was a huge machine that looked to be two stories tall, and had seven long metal leg-like appendages. The machine was round at the top with a similar-looking face picture like the one on the orange robot from earlier, and on top of it was a man of some sort. He was really round (he looked like he ate way too much food and then sucked on helium to inflate him a little bit), and was wearing a red and white suit of some sort; he was wearing white gloves just like Sonic; he was wearing some kind of goggles on top of his bald head. He had a long, brown mustache that stood straight, and had a long nose that was slightly darker than his skin; he was also wearing glasses that covered his eyes completely. He had a really wide grin, much like the orange robot and the machine he was operating.

"Ooooooh-hoo-hoo-hoo-hoo-hooo!" came out the man's laugh that sounded more goofy than menacing. "I am Dr. Eggman, the most powerful and wonderful scientist in the world! Surrender to the Eggman Empire, or you will suffer the consequences!"

"So, that's the mad scientist Sonic was talking about," Trans Am said himself, "I have got to call Sonic and Camaro to stop him."

He activated his commlink.

------------------ *^* -------------------

Camaro answered his commlink, "Hello?"

"Camaro, this is Trans Am. Is Sonic with you?" a voice asked from the commlink.

"Yes, I'm here too," said Sonic.

"What's going on, cousin? You sounded a little frantic, there," Camaro asked with a little concern in his tone of voice.

"Uh, I think- Dr. Eggman just arrived..." Trans Am drawled at the last part.

Both Sonic and Camaro were shocked by the response.

Sonic stood up with his hands on his hips, and gave off a wide grin.

"Then, let's stop this Egghead!" Sonic said with confidence in his voice.

Sonic dashed faster than the blue streak behind him could keep up, and Camaro followed quickly behind him out of the four-car garage.

------------------ *^* -------------------

Trans Am dashed back and forth while the front extremities of the giant machine were bashing the road to try and crush him. But all it did was make craters on the road.

"Hold still, car! I want to give you a really good pounding!" Eggman shouted.

"Like you can really do that!" Trans Am shouted back, although the mad scientist wouldn't be able to understand him.

Next to Eggman were two small robots, one taller yellow one, and one shorter gray one.

"Uh, Dr. Eggman, I think the car just spoke," the yellow robot said.

"Yeah, and it didn't sound very happy!" the gray robot piped up.

"Oh, stop that nonsense, you piles of scrapmetal!" Eggman said to the robots, (who are called Decoe and Bocoe) "You know that cars don't talk. Not even this one!"

The machine advanced towards Trans Am, and before he could make a sudden move, one of the machine's extremities flung over Trans Am and he fell to his side, rendering him immobile.

"...ow..." he said, quietly and monotonously.

Eggman advanced towards the defeated Trans Am, and raised up an extremity to deliver the final blow.

"Ooooohh-hoo-hoo-hoo-hoo-hoo-hooo! Prepare to be turned into scrapmetal!"

Trans Am thought it was the end for him, until…

"Not so fast! Dr. Eggman!" a cocky voice said. It was Sonic, and he was advancing towards the evil scientist.

"Sonic The Hedgehog!" Eggman was in complete surprise. "Ooooh, I will not let you go off that easily, you little blue pest! Prepare to meet your doom!!"

The fight was intense. Eggman kept trying to swat away Sonic with the extremities, and Sonic kept performing spin dashes to leave dents and one tiny hole on the machine.

Sonic managed to land behind the doctor by standing on the edge of the machine.

"Yoo-hoo!" Sonic teased, and leapt out of the machine to continue fighting. He was really getting on Eggman's nerves.

Sonic and Eggman kept on fighting until an extremity swatted Sonic, and he fell next to Trans Am.

"Sonic! Are you all right?" Trans Am said.

"Yeah, I'm fine," Sonic said with a pained smile on his face.

(First Trans Am, now Sonic. Dr. Eggman was a really tough opponent to defeat.)

"Sonic! The time has come to meet your fate! And once I have finally gotten rid of you, I will establish the Eggman Empire and change the world forever!"

Eggman started to raise an extremity to deliver the final blow for the blue hero.

"Sonic!" a voice shouted.

High up in the sky was a blue and yellow biplane with two beings riding it; one golden two-tailed fox kit who was operating the propeller plane, and one red echidna with white mittens who was standing on top of the plane's right wing. The red being was holding something in one of his hands.

"Don't worry, Sonic," the fox kit said, "we are here!"

"Tails... Knuckles..." Sonic said, weakly.

"Who?" Trans Am asked. Were those Sonic's friends?

"Sonic! Catch!" the red echidna shouted, and dropped a golden ring to where Sonic was.

Sonic extended his arm, and caught the ring that fell down towards him.

"Got it!"

Sonic's hand glowed a golden color, and then he got up and performed a spin dash towards Eggman's machine, but not before he made a cocky smile.

Sonic's attacks were stronger than ever, because there were even more holes than dents being made on the machine. The machine started shutting down and was collapsing.

"Nooooooooo!!" Eggman shouted, as his machine completely fell down. Dr. Eggman was finally defeated.

Sonic struck a victory pose, and shouted, "all right!"

The blue and yellow plane landed, and Sonic's friends, Tails and Knuckles, ran beside him and struck poses along with him.

"This is the end of your tyranny, Eggman! If you threaten any more turfs, again, we will defeat you once more!" Tails shouted.

"And we will never give up!" Knuckles shouted, and raised his fist in the air.

"Hey, that's my line!" Sonic said. He looked like he was about to pout.

Out of the defeated machine, a hovercraft appeared with Eggman operating it, and his two servant robots followed him and climbed on top of the vehicle.

"Ooooh, I hate that hedgehog! I will come back, Sonic, and next time, I won't go easy on you!"

He flew off with the two robots shouting "BYYYEEE!!!" and they completely disappeared into the sky with a twinkle that appeared where they vanished.

"Heh. He won't be coming back for a long time," Sonic said and crossed his arms.

"Let's hope so," Knuckles said.

Camaro raced towards the area where a battle occurred, followed by a dark gray self-driving Tesla car, who was Camaro and Trans Am's friend.

"Wow! That was amazing!" Camaro said in pure awe, "now the mad scientist will never bother us for now."

"Not on my watch will he be back soon," Tesla said.

Their attention was diverted to Trans Am, who was still on his side. They were shocked.

"Trans Am!" Camaro shouted and raced towards the black car.

"Trans Am! Are you all right?" Tesla said, and went beside him.

"Yes, I'm fine. Just a scratch," Trans Am said, "can you help me back up? I can't move if I am on my side."

"We will get a tow truck to help you up. Do not worry, Trans Am, help is--"

But before Tesla could finish his sentence, Trans Am was suddenly lifted slightly from the ground, and then placed back on his four wheels. Sonic, Tails, and Knuckles got Trans Am back on his wheels. They knew this car needed help, and they did it the faster way. So, there was no need for a tow truck.

"Thank you very much," Trans Am said.

"Don't mention it," Tails said.

Sonic walked towards Trans Am, Camaro, and Tesla, and faced towards Tails and Knuckles.

"This is my new friend, Trans Am; I met him while I was fighting one of Eggman's badniks. And this is his cousin, Camaro, and his friend, uh..."

"Tesla," the self-driving car said.

"Right. Tesla," Sonic said and turned to face the three cars, "these are my buddies, Miles Prower (but please call him Tails), and Knuckles The Echidna."

While Tails and Knuckles were taking turns greeting Trans Am and Camaro, Sonic greeted Tesla, since he never met him before. Tesla extended a robotic hand, and Sonic took it. They shook hands.

"It is really nice to meet you, Sonic," Tesla said, "I'm sorry we never got the chance to meet each other sooner."

"No problem," Sonic said and winked.

The cars and Sonic and his friends spent a few minutes talking to each other, until the organics decided it was time for them go home.

"Well, it's time for us to leave. We had fun today," Sonic said, as Tails and Knuckles already got on the biplane, called the Tornado.

"Will we get to see each other again?" Camaro asked.

"Of course!" Sonic said and gave a thumbs up.

Sonic went to the Tornado and got on top of its left wing.

"We will always remember you. And remember, never give up!" Sonic said, and the Tornado took off.

"Goodbye!" Trans Am, Camaro, and Tesla said, simultaneously.

Sonic and his friends flew off towards the sky, and disappeared.

"I wish they would have stayed a little longer," Camaro said with a hint of disappointment in his voice.

"Do not worry, Camaro. They won't be gone forever," Tesla said.

"And Sonic said he and his friends will always remember us, as well. So, we will never be forgotten," Trans Am said.

Suddenly, they realized it got dark.

"Well, I have to get back home. I do not want my owner to worry about me thinking I was stolen. Goodnight, Trans Am and Camaro," Tesla said.

"Goodnight, Tesla," Trans Am and Camaro said.

Tesla drove off.

"Let's go back to the garage, Camaro," Trans Am said and started to drive off.

"All right," Camaro said, and followed him.

"I wonder if Sonic and his friends are not too far away?" Camaro asked. "It wouldn't be too hard to visit them if we could."

"I'm sure we would," Trans Am said.

Up in the night sky, a golden shooting star dashed off into the horizon.

~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~

All characters except for my car characters belong to SEGA (Sonic X belongs to TMS Entertainment) and Sonic Team.

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crazy4tank · 3 years

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Rare 1999 Pontiac Trans Am 30th Anniversary Convertible Heads To Mecum

New Post has been published on https://coolcarsnews.com/rare-1999-pontiac-trans-am-30th-anniversary-convertible-heads-to-mecum/

Rare 1999 Pontiac Trans Am 30th Anniversary Convertible Heads To Mecum

An unusual 1999 Pontiac Trans Am 30th anniversary edition transformable will be hitting the auction prevent at an upcoming Mecum occasion in Indianapolis. Showing approximately 19, 000 miles around the odometer, the vehicle was one of only 175 produced with a 6-speed guide transmission .

The car has been offered as part of the private variety of Dewayne Stephens, owner associated with Wheel City Motors within Asheville, North Carolina. Stephens is really a prolific car collector by having an eclectic array of vehicles going on with auction. As an example, other cars from their collection range from a 1964 Volkswagen 13-Window Bus to a 2008 Kia Shelby GT500 to a 1983 Land Rover Defender 110.

This Pontiac Trans Am is fitted with the WS6 efficiency package and it is powered by a 320 hp LS1 V8 engine along with Ram Air induction. It could fitted with factory-tuned suspension system and a low-restriction dual exhaust.

RELATED: A Detailed Look At The Pontiac Trans Am From Smokey As well as the Bandit

Made well-known by movie and tv appearances (remember Knight Rider ? How about Smokey and the Bandit ? ) the particular Pontiac Firebird was first released in 1967 and gives a common platform with its stablemate the Chevrolet Camaro.

In 1989, the Trans Am has been selected to be the pace vehicle of the Indianapolis 500, plus Pontiac produced a special release for the purpose. It was the initial car ever to speed the renown race without needing any functionality modifications.

The fourth generation Firebird had been produced between 1993 plus 2002, and available cut levels were the base-model V6 Firebird, the OF V8 Formula, and the top-of-the-line Trans Am. The model range recieved a mid-cycle renew in 1998 consisting of a brand new hood and front structures along with other cosmetic updates. The particular 5. 7L LS1 motor replaced the earlier LT1 engine.

The particular 1999 30th-anniversary Trans Am version was offered as each a convertible and T-top coupe. Its distinctive design featured twin dark-blue lines from hood to end and blue-anodized five-spoke 17-inch alloy wheels. The guide gearbox offered for V8 models was obviously a Borg-Warner T56 6-speed.

In total, there was 1, 000 30th-anniversary coupes produced and 500 convertibles which were mostly automatics. Based on Hagerty , the valuations of these unique edition Firebirds have gone up fifty percent in the last three years, with the greatest examples now touching $40, 000, so it will be fascinating to see what this one applies to.

The particular no-reserve auction will take place on the Mecum event in Indianapolis, Indianapolis on Saturday May twenty two, 2021.

Source: Mecum. com

NEXT: Here's Why Jay Leno Thinks The 2002 Firebird WS6 Is Probably The Best Muscles Car Pontiac Ever Constructed

#News

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brandonnatali · 4 years

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That Time Pontiac Turbocharged the Trans Am

The big-block muscle car had all but gone extinct by the mid-1970s, a victim of two energy crises that sent fuel prices soaring. Stricter emissions standards and newly-effective CAFE (Corporate Average Fuel Economy) standards meant that Pontiac’s 455-cubic-inch (7.5-liter) Firebird Trans Am was long dead, and 1979 would be the last year for Pontiac’s next-biggest engine, the 400-cubic-inch (6.6-liter) V-8.

And yet despite changing consumer tastes, Firebird sales climbed steadily throughout the late 1970s. With other automakers exiting the pony car space and Ford having remade the Mustang as a Pinto clone, Firebird and Camaro were the last of the muscle cars and people still wanted them. How could Pontiac give buyers the power they wanted without a big V-8?

The answer was the turbocharger, which was in common use for aircraft and big-rig engines but still a novelty in the car business. Then as now, the turbo seemed like a good way to get a small engine to perform like a big one, with acceptable fuel economy and emissions. Pontiac wouldn’t have a big displacement V-8 for 1980, but perhaps a turbo could make a smaller engine act like one.

Pontiac preps the 301 for the Trans Am Turbo

Pontiac engineers developed the turbocharged V-8 in a remarkably short 18 months. They started with the division’s 301-cid (4.9-liter) V-8, which had been introduced as an emission-friendly engine for the 1977 model year. (This was the tail end of the era when individual GM divisions designed their own engines, often duplicating similar-size power plants from other brands.) The engine was to be fitted with a 9-psi Garrett TBO-305 turbocharger, and Pontiac fortified it with a reinforced block, beefed up pistons and head gaskets, and a high-pressure oil pump.

The compression ratio was dropped from 8.1:1 to 7.6:1 and the engine was fitted with a special version of the Rochester Quadrajet four-barrel carburetor, which was modified to ensure proper enrichment of the air-fuel mixture when the turbocharger was producing boost. The turbocharger’s electronic controller was borrowed from Buick, which had already turbocharged its 231-cid (3.8-liter) V-6. Also new and notable was a knock sensor, which sensed the vibration of potentially catastrophic pre-ignition knock and signaled the distributor to retard the ignition timing and the turbo controller to reduce boost.

Pontiac offered the new turbocharged 4.9-liter as an option in the Formula Firebird and Trans Am, coupled exclusively to a three-speed automatic and a relatively tall 3.08:1 final drive ratio. With 210 horsepower and 345 lb-ft of torque, it was a significant step up from the 140 horsepower and 240 lb-ft of the naturally-aspirated 301. It was also a credible follow-on to the old 400-cid engine, which delivered 220 horsepower and 320 lb-ft in 1979. More importantly, it bested the 1980 Chevrolet Camaro Z/28’s 350-cid (5.7-liter) V-8 and its 190 horsepower and 280 lb-ft output—and it handily out-paced the best Ford’s new Fox-body Mustang could muster that year, which was a 131-horsepower turbocharged four-cylinder and a 122-horsepower 4.2-liter V-8.

Differentiating the Firebird and Trans Am Turbos

A massive bulge on the driver’s side of the hood, required to clear the relocated carburetor and turbocharger, distinguished turbocharged Firebirds and Trans Ams from the rest of the flock. The optional hood decal had the Firdbird spitting out a larger plume of flame than those on non-turbo cars. Pontiac didn’t fit a traditional boost gauge as standard; instead, the optional boost indicator consisted of three orange lights on the backside of the hood scoop labeled “NORMAL”, “MEDIUM”, and “HIGH” (next to the label “TURBO CHARGE”).

The Trans Am Turbo paced Indy that year, so naturally there was an Indy Pace Car edition, production of which was limited to 5,700. In the film Smokey and the Bandit II, Bo “The Bandit” Darville (Burt Reynolds) upgraded from the 400-cubic-inch Trans Am he drove in the first movie to a new turbo model.

Testing the Turbocharged Trans Am

As the eighties dawned, turbocharged cars were still few and far between. Automobile was not yet in existence, but our sister publication MotorTrend assembled as many turbo cars as it could for a group test. It was an odd bunch: A Saab 900, a Porsche 924S, and the Trans Am Turbo were up against a Buick Riviera with a turbocharged V-6 (the Buick Grand National was still two years in the future), a Chevrolet Monte Carlo with the Buick engine, and a Mazda 626 with an aftermarket turbo kit. A Buick Regal Turbo was sidelined due to knock-sensor problems. Ford declined to supply a turbocharged Mustang or Capri, and Audi likewise demurred with its 5000S turbo.

The Pontiac Trans Am Turbo’s performance numbers were, by standards of the day, reasonably strong. Its 0-60-mph time of 9.05 seconds was best of the bunch; same for its 17.02-second quarter mile, which just barely edged out the Porsche (17.10) and the Saab (17.23). The engine was supposed to feel like an old-school big V-8 rather than a high-strung turbo engine, and according to MotorTrend, it did: “There is no sensation of boost,” they wrote, “only the rush and sound of a V-8 leaping out at 5,000 rpm.” In an impromptu race against the Porsche 924—which cost more than three times as much—the two cars ran neck-and-neck.

MotorTrend’s scribes noted the Trans Am’s age: “You’ll find that 4.9-liter engine to be the only thing different under its decade-old skin. The rest of the car is like stepping into yesteryear.” But after they’d driven it, they apparently decided yesteryear was a fine place to be. “For a first-year car, the Turbo Trans Am is surprisingly complete,” they wrote. “The no-nonsense interior is like coming back home, and the brutal WS6 suspension makes you never want to leave again.”

Criticisms of the Pontiac Trans Am Turbo

But the 4.9 turbo Trans Am also came in for criticism from several sources. Performance wasn’t quite in the old 400’s league, with the car about a second and a half slower in the quarter mile, though that wasn’t entirely the turbo engine’s fault—the 400 could be had with a four-speed stick and a 3.23:1 final drive ratio, while the Trans Am Turbo was stuck with an automatic and a 3.08 rear end. Finding high-octane fuel could be a challenge, with some unscrupulous gas stations pumping regular unleaded fuel out of their super unleaded pumps. Low octane fuel kicked the 4.9 Turbo’s knock sensor into action, cutting the power. Even MT noticed what they called an “unnerving” amount of knock, a problem for all three domestic turbo cars in their test, but not the imports. (Current owners say the cars run better on today’s high-octane fuels.)

The Trans Am Turbo: What might have been?

The 4.9 Turbo was back for 1981, with a slight drop in horsepower (to 200) and torque (to 340 lb-ft). But its dominance was short-lived: When Pontiac introduced the all-new (and long overdue) 1982 Firebird in late ’81, the turbo was gone. GM was making a corporation-wide effort to reduce engine proliferation, and by executive fiat, Pontiac was out of the V-8 business—instead supplying the Firebird and Camaro’s pitiful 2.5-liter four-cylinder engine, while the V-8 option came from Chevrolet, a 305-cid (5.0-liter) small-block in either 145-horsepower carbureted or 165-horsepower fuel-injected form.

Pontiac fans have speculated about what might have been had the development of the engine been allowed to continue. They speculate that Pontiac might have developed an electronic fuel injection system, switched from a draw-through to a blow-through turbo setup, and added an intercooler, and we think that’s a plausible prediction; Pontiac was known for its performance engineering. (Also, that’s exactlly what Buick did with its turbocharged 3.8-liter V-6.)

Sadly, Pontiac’s engineers would never be given the freedom to develop their own performance V-8s again. The Firebird breathed its last in 2002 and GM shuttered Pontiac in 2010. We’ll never know what could have been—but we’re pretty sure that it could have been great.

1980 Pontiac Firebird Trans Am Turbo PRICE $8,094 ENGINE 4.9L OHV 16-valve V-8/210 hp @ 4,000 rpm, 345 lb-ft @ 2,000 rpm TRANSMISSION 3-speed automatic LAYOUT 2-door, 4-passenger, front-engine, RWD coupe EPA MILEAGE 14/20 mpg city/highway L x W x H 198.1 x 73.0 x 50.3 in WHEELBASE 108.2 in WEIGHT 3,673 lb 0-60 MPH 9.0 sec TOP SPEED 120 mph (est)

The post That Time Pontiac Turbocharged the Trans Am appeared first on Automobile Magazine.

That Time Pontiac Turbocharged the Trans Am published first on https://kwsseuren.tumblr.com/

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fisicol92 · 7 years

Video

(via https://www.youtube.com/watch?v=duNKaCRm89c)

Road America circuit Guide

Circuit History

A sign outside Road America's Turn 5 proudly declares the facility as "America's National Park of Speed" and it is hard to put forward a counter-argument. With a layout largely unchanged since its mid-1950s inauguration, this four mile course has plaid host to some of the country's most prominent road racing championships.

But the story actually begins a few miles to the north in the village of Elkhart Lake. In the late 1940s, sports car racing was on the rise, but there was a distinct lack of courses on which the sport of road racing could flourish. A group of sports car enthusiasts from the Chicago Region and Milwaukee Region of the Sports Car Club of America (SCCA) began looking for public roads that could make a suitable circuit and, at the suggestion of member Jim Kimberly who had grown up in Wisconsin, flew out for a closer inspection.

From the air, the roads around Elkhart Lake looked most promising and, upon landing, the delegation headed off to meet village leaders. With the local economy in a stick patch thanks to the recent closure of a canning factory, support was quickly gleaned for a road race, which could do much to revive the flagging fortunes. Planning quickly got under way for the very first Elkhart Lake races on July 23, 1950.

The first course was to the north of the lake, combining Highways X, P and J into a roughly-triangular 3.35-miles course. The first road race was a 'trial event' organized and conducted by the newly formed Chicago and Milwaukee SCCA Regions and featuring a high-calibre list of drivers, including John Fitch, Briggs Cunningham, Phil Hill and a young Carroll Shelby. Appropriately the main feature race fell to Jim Kimberley in a Ferrari 166M, watched by an estimated 5,000 spectators.

In 1951 and '52 the new course played host to some thrilling races watched by enormous crowds – some suggest up to 50,000 flocked to watch, all of whom were forbidden from sitting during the races in case they needed a head start to outrun an errant car! The dangers of such an approach were not lost on state legislators who promptly passed laws which banned racing on public roads.

Even before the ban, there were tentative plans for a closed circuit on a 635-acre area north of the village boundary. These proved fruitless when the land proved too difficult to buy, given its close proximity to the back yards of some homeowners. It seemed the era of racing in this part of Wisconsin was to be short-lived, if sweet.

One man, however, begged to differ. Cliff Tufte was a civil engineer, president of the Elkhart Sand and Gravel Co, which had built its business as a major supplier of highway and railroad ballast in eastern Wisconsin. When the market dropped off, it found its greatest asset was the parcel of land it owned two-miles south of Elkhart Lake near to the town of Plymouth. Could this, in fact, provide the solution that everyone was looking for, Tufte pondered?

With a vision of what a new circuit could look like, Tufte began gathering support for his plans. The SCCA was invited to the site and the representatives liked it so much; they agreed to sanction a national road race in if, and when, the course was completed. In October 1954, Road America, Inc. was formed and stocks were sold. The members of the Chicago Region SCCA largely financed the project which had an estimated cost of $175,000.

After first walking the land laying out the track in his mind, Tufte took inspiration from the surrounding countryside, gathering ideas and measuring the turns of the Wisconsin roads. Work to stake out the land for construction was completed even before the spring thaw and in April 1955 April, a bulldozer broke ground and grading on the four-mile road course began.

And what a circuit Tufte built. Undeniably America's finest road course, Road America - as it was named - is a circuit which can be uttered in the same breathe as the finest circuits in Europe. Built to the toughest standards around, it is said that Tufte used to roll the circuit diagonally every day, helping to maintain its surface. The managers who succeeded Tufte did not lavish the same love and attention to the track, but thankfully the current owners have invested hard to bring the circuit back to its best.

The track itself remains virtually unchanged to this day, though advances in safety requirements have transformed the look of the place from a country roadside to a modern racing circuit, complete with wide grassed run off. In 1966 a new pit lane was installed, separated from the racing circuit by Armco barrier for the first time. The fabled pagoda race control and media building, placed at a jaunty angle at the end of the pit lane, was superseded by a charmless concrete structure on the opposite side of the start/finish straight in 1984.

The original pagoda went out in a blaze of glory; it was set alight and used for fire-fighting practice in early 1990, ahead of a planned pit lane extension which more than doubled the capacity of the paddock. Thankfully the new pagoda was given a makeover to soften its lines with the boxy nature disguised by a new facade which mimicked the lines of the old wooden structure.

In 2003 a chicane was installed for AMA motorcycle competitors,at The Kink, marking the only change to the course layout throughout Road America's history. The original layout remains in place for four-wheeled competition.

Other changes include drastic enlargement of run-off areas and gravel traps, particularly at turn one and the removal of the bridge at Turn 13 after the 2006 season. This had always proved troublesome, as the abutment was in the middle of the corner, providing competitors with an unappealing route straight into a concrete wall should things go wrong. Jerry Titus, perished from injuries sustained at this spot 1970 when his Pontiac Trans-Am Firebird ran wide and impacted the wall, while Memo Gidley was extremely fortunate to escape with a broken arm when his Ganassi-run Champ Car did much the same in 2001. A tunnel now provides access to the infield between Turns 13 and 14.

Around the course spectacular scenery abounds, with plenty of space to accommodate large crowds, although the lack of hotels in the immediate area can cause a few headaches. Most drivers love the circuit, although its length tends to bring out the worst in cars, with a string of mechanical failures down the years producing unlikely winners. Ex-Formula 1 driver Hector Rebaque took victory in the inaugural Indycar race in 1982 and Gilles Villeneuve's older brother, Jacques, won three years later. His nephew, Jacques Jr, dominated in 1994, while Christian Fittipaldi scored a first victory in 1999 and Bruno Junquiera struck gold in 2001.

Today the major races are rounds of the Nascar Nationwide Series, Tudor United SportsCar Championship and a vintage festival, which recreates some of the atmosphere of those early events around the lake.

#road america #champ car #ganassi-run #nascar #jerry titus #circuit guide #circuit history #christian fittipaldi #memo gidley #hector rebaque #gilles villeneuve #formula 1 #motorsport #motorsport circuit #bruno junquiera

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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.

The post Looking back at the Pontiac Firebird appeared first on Hot Rod Network.

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mikesavagenewcanaan · 1 year

Text

Mike Savage New Canaan Classic Cars - The Best Muscular Tissue Cars And Trucks

The Merriam-Webster thesaurus defines muscle mass cars as, "any one of a team of American-made 2-door sporting activities coupes with effective engines designed for high-performance driving."

Although point of views differ, it is often mentioned that the 1949 Oldsmobile Rocket 88 is the initial muscle mass automobile ever before produced. It was developed with speed as well as power in mind, utilizing an effective engine with a lightweight body.

By the mid-1970s several of this market merged right into individual luxury efficiency vehicles, therefore starting a period where personal luxury overtook light-weight rate.

Performance-type vehicles began to make a return in the USA throughout the 1980s, however with new laws governing safety as well as air pollution combined with boosted manufacturing costs, these brand-new automobiles were not developed to the formula of the traditional low-priced muscular tissue vehicles. Introducing electronic gas shot and also overdrive transmission to the remaining muscular tissue vehicle survivors like the Ford Mustang, Chevrolet Camaro as well as Pontiac Firebird helped suffer a market share for them alongside personal deluxe sports cars with performance bundles.

Mike Savage New Canaan

Karl Brauer, editor-in-chief of the online automobile testimonial aggregator "Overall Cars and truck Rating" is a self-described fanatic who defines muscle mass cars as his "main interest." He assembled a list of what he thinks about 10 traditional American muscle mass automobiles, claiming, "Classic car collection agencies think about these must-haves!"

Karl Brauer's listing:

- 1970 Oldsmobile 442 W-30

- 1974 Pontiac Firebird Trans Am SD455

- 1970 Buick GSX Phase 1

- 1970 Chevrolet Chevelle SS 454 LS6

- 1970 Pontiac GTO Judge Ram Air IV

- 1968 Ford Mustang GT500KR

- 1969 Ford Employer 429 Mustang

- 1969 Dodge Charger Daytona Hemi

- 1971 Plymouth Hemi 'Cuda.

- 1969 Chevrolet Camaro ZL1.

Car lovers in some cases describe traditional muscular tissue automobiles as "subdued iron monsters" due to the fact that these cars were built to provide and defeating and additionally to take one. They typically shed rubber, as well as were anything but nimble. Big, heavy, loud as well as rude, they personified every little thing that was fantastic regarding the American auto industry of the 1960s as well as 1970s.

American car-maker Chevrolet supplied various types, beginning with the Corvette in 1953, including the Impala, Chevelle, El Camino, as well as Nova to its rankings throughout the years.

Dodge threw their hat into the ring beginning with the 1966 Charger, adding the Opposition as well as Super Bee after that.

Mike Savage New Canaan

Other American car-makers offerings consist of:.

- AMC's AMX as well as Javelin.

- Buick's Grand National.

- Ford's Mustang and also Thunderbird.

- Mercury's Cougar.

- Oldsmobile's Olds 442.

- Plymouth's Barracuda as well as GTX.

- Pontiac's Firebird and also GTO.

Restoring.

When bring back muscle automobiles, people have varying views on whether remaining true to the initial factory's job is the most effective way to go, or whether improving anything you can is much better. Something to bear in mind is that a well-documented reconstruction carried out by a renowned shop will certainly always hold even more value than one that's undocumented or finished by an unknown shop or people.

Tailoring.

Muscle mass automobiles are experiencing a rebirth in appeal, nonetheless locating one in mint condition is near difficult. Discovering one that requires to be recovered, and/or tailored is a various story. A lot of various features of these autos can be tailored, it is best to do your research on what functions you would like to personalize before getting a bid from a person.

More than likely individuals who have personalized car shops are massive vehicle followers who have actually found out the skills to do something they absolutely appreciate doing. Ask to see several of their job prior to selecting a personalized cars and truck shop, and remember it's alright to barter when requesting custom work to be done to your muscular tissue vehicle.

0 notes

savagenewcanaan · 1 year

Text

Savage New Canaan Classic automobiles - The Very Best Muscular Tissue Autos

The Merriam-Webster thesaurus specifies muscle cars as, "any of a group of American-made 2-door sports coupes with powerful engines created for high-performance driving."

Although point of views differ, it is frequently mentioned that the 1949 Oldsmobile Rocket 88 is the first muscular tissue cars and truck ever created. It was created with rate and also power in mind, making use of a powerful engine with a light-weight body.

By the mid-1970s several of this market converged into personal luxury efficiency cars and trucks, therefore beginning an era where personal luxury overtook lightweight speed.

Performance-type autos began to make a return in the United States throughout the 1980s, nevertheless with new laws governing safety and security and also contamination combined with enhanced production expenses, these brand-new automobiles were not made to the formula of the conventional affordable muscular tissue cars and trucks. Introducing electronic fuel shot as well as overdrive transmission to the remaining muscle automobile survivors like the Ford Mustang, Chevrolet Camaro as well as Pontiac Firebird assisted suffer a market share for them alongside individual luxury sports cars with efficiency packages.

Savage New Canaan

Karl Brauer, editor-in-chief of the on-line vehicle evaluation collector "Overall Vehicle Rating" is a self-described fanatic who defines muscular tissue autos as his "key interest." He put together a listing of what he considers 10 timeless American muscle mass vehicles, claiming, "Vintage car enthusiasts take into consideration these must-haves!"

Karl Brauer's listing:

- 1970 Oldsmobile 442 W-30

- 1974 Pontiac Firebird Trans Am SD455

- 1970 Buick GSX Stage 1

- 1970 Chevrolet Chevelle SS 454 LS6

- 1970 Pontiac GTO Judge Ram Air IV

- 1968 Ford Mustang GT500KR

- 1969 Ford Boss 429 Mustang

- 1969 Dodge Charger Daytona Hemi

- 1971 Plymouth Hemi 'Cuda.

- 1969 Chevrolet Camaro ZL1.

Cars and truck aficionados sometimes describe classic muscular tissue automobiles as "subdued iron monsters" since these automobiles were constructed to supply as well as beating and additionally to take one. They commonly shed rubber, as well as were anything yet agile. Big, heavy, loud as well as disrespectful, they personified every little thing that was excellent regarding the American auto market of the 1960s and 1970s.

American car-maker Chevrolet supplied several types, starting with the Corvette in 1953, adding the Impala, Chevelle, El Camino, and Nova to its rankings throughout the years.

Dodge threw their hat into the ring starting with the 1966 Battery charger, adding the Opposition as well as Super Bee after that.

Various other American car-makers offerings include:.

Michael Savage New Canaan

- AMC's AMX and Javelin.

- Buick's Grand National.

- Ford's Mustang as well as Thunderbird.

- Mercury's Cougar.

- Oldsmobile's Olds 442.

- Plymouth's Barracuda and also GTX.

- Pontiac's Firebird and also GTO.

Recovering.

When restoring muscle automobiles, people have differing views on whether remaining true to the original factory's job is the best method to go, or whether enhancing anything you can is better. One point to keep in mind is that a well-documented remediation performed by a popular shop will always hold even more value than one that's undocumented or finished by an unknown store or individuals.

Personalizing.

Muscle mass cars and trucks are experiencing a renewal in popularity, however locating one in mint problem is near difficult. Locating one that needs to be recovered, and/or personalized is a various story. Many different things about these automobiles can be personalized, it is best to do your study on what attributes you want to customize before obtaining a proposal from somebody.

Most likely individuals who own customized auto shops are significant automobile followers who have learned the skills to do something they absolutely delight in doing. Ask to see a few of their work before going with a personalized car shop, and remember it's OK to barter when requesting custom-made job to be done to your muscle auto.

0 notes

savagenewcanaan · 3 years

Text

savage new canaan Classic automobiles - The Most Effective Muscle Mass Autos

The Merriam-Webster dictionary defines muscle mass cars and trucks as, "any of a group of American-made 2-door sports coupes with effective engines designed for high-performance driving."

Although opinions differ, it is often pointed out that the 1949 Oldsmobile Rocket 88 is the first muscle cars and truck ever before created. It was designed with speed and power in mind, using a powerful engine with a light-weight body.

By the mid-1970s several of this market merged into personal luxury performance cars and trucks, therefore beginning an era where personal luxury trumped lightweight speed.

Performance-type cars and trucks started to make a return in the USA throughout the 1980s, however with brand-new guidelines governing safety and security and also pollution integrated with enhanced manufacturing expenses, these brand-new cars were not made to the formula of the typical affordable muscle mass vehicles. Presenting digital fuel shot and also overdrive transmission to the continuing to be muscle automobile survivors like the Ford Mustang, Chevrolet Camaro and also Pontiac Firebird helped suffer a market share for them along with personal deluxe coupes with performance plans.

savage new canaan

Karl Brauer, editor-in-chief of the online automobile evaluation aggregator "Total Auto Rating" is a self-described fanatic that characterizes muscle mass cars as his "key enthusiasm." He put together a checklist of what he considers 10 traditional American muscle mass autos, claiming, "Classic car collectors think about these must-haves!"

Karl Brauer's listing:

1970 Oldsmobile 442 W-30

1974 Pontiac Firebird Trans Am SD455

1970 Buick GSX Stage 1

Automobile lovers sometimes refer to timeless muscle autos as "subdued iron beasts" because these cars and trucks were built to supply as well as beating and also to take one. They typically burned rubber, and also were anything yet dexterous. Big, heavy, loud as well as rude, they personified whatever that was great about the American vehicle market of the 1960s and 1970s.

American car-maker Chevrolet used many different types, starting with the Corvette in 1953, adding the Impala, Chevelle, El Camino, as well as Nova to its ranks throughout the years.

Dodge tossed their hat into the ring starting with the 1966 Battery charger, adding the Opposition and Super thereafter.

Other American car-makers offerings consist of:

AMC's AMX and Javelin.

Buick's Grand National.

Ford's Mustang and also Thunderbird.

Restoring.

When restoring muscle automobiles, people have varying views on whether staying true to the original factory's work is the most effective method to go, or whether enhancing anything you can is much better. One point to keep in mind is that a well-documented restoration done by a prominent store will certainly constantly hold even more worth than one that's undocumented or completed by an unknown shop or people.

Tailoring.

Muscle autos are experiencing a rebirth in appeal, nonetheless locating one in mint condition is near impossible. Locating one that requires to be restored, and/or tailored is a different story. Numerous various features of these automobiles can be tailored, it is best to do your research on what functions you want to tailor prior to obtaining a quote from someone.

Probably individuals who own customized auto shops are huge car followers that have found out the skills to do something they truly enjoy doing. Ask to see several of their work prior to choosing a custom-made car store, and remember it's ALRIGHT to trade when requesting personalized work to be done to your muscular tissue cars and truck.

3 notes · View notes

savagenewcanaan · 3 years

Text

Savage New Canaan Classic Cars - The Best Muscular Tissue Cars

The Merriam-Webster thesaurus specifies muscle mass cars and trucks as, "any of a group of American-made 2-door sports coupes with effective engines developed for high-performance driving."

Although point of views differ, it is often pointed out that the 1949 Oldsmobile Rocket 88 is the very first muscular tissue car ever before produced. It was made with rate and also power in mind, utilizing a powerful engine with a light-weight body. By the mid-1970s a few of this market merged into individual deluxe efficiency autos, hence starting an age where individual high-end trumped lightweight rate. Performance-type cars started to make a return in the USA during the 1980s, nonetheless with new guidelines controling safety and also contamination integrated with enhanced production costs, these new vehicles were not made to the formula of the typical affordable muscle cars and trucks. Introducing electronic gas injection and also overdrive transmission to the remaining muscle cars and truck survivors like the Ford Mustang, Chevrolet Camaro as well as Pontiac Firebird aided suffer a market share for them alongside individual luxury coupes with efficiency packages.

Savage New Canaan Karl Brauer, editor-in-chief of the on the internet automobile evaluation collector "Overall Cars and truck Score" is a self-described fanatic that defines muscular tissue cars as his "primary passion." He put together a list of what he takes into consideration 10 traditional American muscle mass vehicles, claiming, "Classic car collection agencies take into consideration these must-haves!" Karl Brauer's checklist: - 1970 Oldsmobile 442 W-30 - 1974 Pontiac Firebird Trans Am SD455 - 1970 Buick GSX Stage 1 - 1970 Chevrolet Chevelle SS 454 LS6 - 1970 Pontiac GTO Court Ram Air IV - 1968 Ford Mustang GT500KR - 1969 Ford Employer 429 Mustang - 1969 Dodge Charger Daytona Hemi - 1971 Plymouth Hemi 'Cuda. - 1969 Chevrolet Camaro ZL1. Automobile lovers often refer to traditional muscular tissue automobiles as "overpowered iron beasts" since these cars and trucks were developed to provide and defeating and also to take one. They commonly burned rubber, and were anything but agile. Big, hefty, loud and disrespectful, they personified whatever that was excellent about the American car market of the 1960s and 1970s. American car-maker Chevrolet used several kinds, beginning with the Corvette in 1953, including the Impala, Chevelle, El Camino, and Nova to its rankings throughout the years. Dodge tossed their hat into the ring starting with the 1966 Battery charger, adding the Challenger and also Super afterwards. Other American car-makers offerings consist of:. - AMC's AMX as well as Javelin. - Buick's Grand National. - Ford's Mustang and also Thunderbird. - Mercury's Cougar. - Oldsmobile's Olds 442. - Plymouth's Barracuda as well as GTX. - Pontiac's Firebird and also GTO. Bring back. When restoring muscular tissue cars and trucks, individuals have differing sights on whether staying real to the original factory's work is the most effective means to go, or whether enhancing anything you can is better. Something to bear in mind is that a well-documented remediation done by a renowned shop will certainly constantly hold more worth than one that's undocumented or completed by an unidentified store or individuals.

Mike Savage New Canaan Customizing. Muscular tissue autos are experiencing a renewal in popularity, nevertheless finding one in mint condition is near impossible. Finding one that needs to be brought back, and/or tailored is a various story. A lot of different aspects of these automobiles can be customized, it is best to do your research study on what functions you wish to tailor prior to obtaining a proposal from somebody. More than likely people that own personalized auto stores are massive automobile fans that have actually learned the skills to do something they truly appreciate doing. Ask to see some of their job prior to going with a personalized vehicle store, and also remember it's OK to trade when asking for personalized work to be done to your muscular tissue auto.

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itsworn · 7 years

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Pontiac Trans Am SD-455: Did Pontiac Save its Best Muscle Car for Last?

It was over, Johnny. The muscle car thing had run its fun, psychedelic course by the early 1970s. Rising insurance rates, falling compression ratios, and looming federal regulations effectively killed the fun like your junior high principal turning on the gymnasium lights at the end of the eighth-grade dance. Time to go.

Pontiac lingered as long as possible, and the Super Duty 455 engine was the final song they got the DJ to play as everyone shuffled off the floor.

That the SD-455 was produced at all was a miracle, given how quickly high-performance became politically incorrect by the early 1970s. Installing it in the Firebird was another challenge because the F-Body line was very nearly canceled after 1972. Sales for ponycars dropped precipitously as younger buyers sought more fuel-efficient cars. Consequently, Firebird sales plunged more than 56 percent between 1971 and 1972, to less than 30,000. Only 1,286 of them were Trans Ams.

Fortunately Pontiac was filled with passionate people, and they pushed the Super Duty 455 project along. It helped that the engineers were deep into the project when the market turned against high-performance cars, so it seemingly wouldn’t take much to push the SD-455 over the line.

Pontiac introduced the engine to the press in the summer of 1972, during the brand’s annual model line preview. Unsurprisingly, the response was enthusiastic. There was much to be excited about.

Almost every element of the engine was unique, from the block and heads to the rotating assembly, intake manifold, carb, and more. It was announced at the introduction with a 310hp rating, along with plans to make it available at the start of the 1973 model year. That didn’t happen. Creative interpretation on Pontiac’s part of EPA’s emissions test for certification didn’t go as planned, which pushed back production.

By the time Pontiac recertified the engine, with a revised camshaft and commensurate carburetor adjustments, the horsepower rating was revised down to 290. It was the spring of 1973, but the cars didn’t roll off the line in meaningful numbers, creating a significant customer relations problem. The company had stacks of preorders for cars it couldn’t deliver. By the end of 1973 only 295 Super Duty-powered Firebird models had been built: 252 Trans Ams and 43 Formulas.

The engine added $521 to the bottom line for a Trans Am and $675 for a Formula. A four-speed manual transmission was standard, and the stout Turbo 400 three-speed automatic was optional. Air conditioning was available with the automatic transmission, but that pushed the rear axle ratio up to 3.08. Non-A/C cars received a shorter 3.42 gearset.

There was plenty of confusion about the horsepower rating. Before the Internet the only reference data most enthusiasts had were six-month-old magazines promising 310 horses. Nevertheless, when the SD-455 finally hit the street, praise for it was universal, especially when it turned mid- and high-13-second e.t.’s at a time when a new big-block Corvette generally required another full second to run the quarter-mile.

It was great performance indeed for a 3,800-pound Firebird with smog equipment and a compression ratio of only 8.4:1, but the 395 lb-ft of torque and the exceptional airflow of the special cylinder heads more than offset the mandated handicaps. Even down a few horsepower, thanks to a “smaller” camshaft than the original spec, the production model was the quickest car out of Detroit in years.

The end for the SD-455 came too quickly for enthusiasts. With catalytic converters on the docket for 1975 and other related emissions changes, Pontiac knew from the very start the engine wouldn’t live beyond 1974, but it was a hell of a ride while it lasted.

Ironically, the enthusiasm for the engine wasn’t matched by sales. The delayed release in 1973 certainly squeezed the production run in the first year, but only 1,001 additional SD-powered cars were built in 1974, bringing the two-year total to 1,296. Cost was a likely factor, as the $521 premium for the Trans Am was the equivalent of more than a $3,700 option in today’s money, adjusted for inflation. And that was actually a premium on the already extra-cost 250hp 455 engine, which made the true cost more like $700 over a base Trans Am model. Some dealers also charged more because of the car’s scarcity. Bottom line: 13-second e.t.’s from the factory didn’t come cheap.

Collector John Nikolas was too young to drive when the Super Duty 455 finally hit the street, but his neighbor drove a 1974 Buccaneer Red example as a company car. His company happened to be General Motors and the neighbor happened to be Pontiac general manager Martin J. Caserio.

“I always admired the cars he’d bring home, including early Firebird Formulas that would chirp Second gear going up his winding driveway,” says Nikolas. “But it was that red Super Duty car that really stuck with me. I knew I had to have one someday.”

Today Nikolas owns four SD-455 Trans Ams, a white 1973 model and three from 1974, including the Cameo White example profiled here. A 51,000-mile car he purchased in 2004, it was sold originally in Texas and filtered through a few owners, including a well-known collector in the SD-455 world who owned 19 of them at one time, before ending up in a quiet area of western Michigan.

“The car was listed online for a long time, but it was located kind of far away from everywhere,” says Nikolas. “I was apparently the only one who drove all the way out there to check it out in person and bought it on the spot.”

The previous owners all took excellent care of the car. It was never modified, and every original component that was replaced over the years for maintenance or repair was never thrown away. Nikolas has them all in a box.

It’s a very well-equipped Trans Am, too, with the Custom interior that included a specific “horse collar” seat upholstery design with detailed piping, specific door panel trim, and a grab handle on the dashboard. The car also features power windows, power locks, air conditioning, and more, a collection of options that helped push the sticker price to nearly $6,300. That slower 1974 big-block Corvette cost about the same.

Nikolas purchased the car with the intent of a concours restoration, which he’d recently completed on his 1973 Trans Am, but the plan changed as he continued to enjoy the remarkably unmolested car.

“It’s a great driver with a lot of torque on tap,” he says. “Just jump in and go. I drive it to work regularly and take it cruising on Woodward Avenue in the summer. I’ve driven it on a couple of the Hot Rod Power Tours. It has never let me down.”

Although it hasn’t been restored, it was repainted sometime in the late 1970s, which was all too common for cars of the era, especially in climates such as Texas where the sun is unrelentingly punishing on thin factory paint jobs. It also has a new headliner and some light upholstery work accomplished with N.O.S. material that came with the car.

One more thing: The iconic shaker scoop has been opened up to feed fresh air into the Quadrajet carburetor. When introduced in 1970, the shaker was a functional fresh-air inlet, but Pontiac capped it off in 1973 for noise reduction. Perhaps anticipating owners’ actions, the scoop was sealed with a simple plate held in place with only a trio of easily defeated rivets.

“Between the performance and the mystique surrounding the engine, there’s really something magical about these cars,” says Nikolas. “They not only represent the last of the true muscle cars, but the sort of confident, no-holds-barred engineering that really made Detroit great.”

At a Glance

1974 Trans AM SD-455 Owned by: John Nikolas Restored by: Unrestored (1970s repaint) Engine: 455ci/290hp LS2-code Super Duty 455 Transmission: Turbo 400 automatic Rearend: 10-bolt with 3.08 gears Interior: Custom “horse collar” vinyl bucket seats Wheels: 15×7 Honeycomb Tires: 225/70R15 BFGoodrich Radial TA Special parts: One of only 943 SD-455 Trans Am models built in 1974

The rear of the 1974 Firebird lineup was updated with a new bumper that stood up to federal 2.5-mph guidelines. Wider, body-color taillamp surrounds were also part of the model-year upgrades.

The Super Duty 455 was originally spec’d with a high-lift camshaft that helped it produce 310 hp, but the bumpstick was changed to satisfy EPA emissions certification, pushing output down to 290 horses but with a strong 395 lb-ft of torque.

The SD-455’s carburetor was the familiar spread-bore Rochester 4MV Quadrajet but rated at 800 cfm. It was similar to other 750-cfm versions used on Pontiac engines such as the 455 H.O. but used larger primary venturis.

Super Duty engines were unique in having the PCV blow-by tube exit through the oil filler cap rather than the conventional valley location.

Inside, the Trans Am was essentially unchanged for 1974 but offered more color and trim options. Curiously, the sport steering wheel that was standard with the Trans Am was called the Formula wheel. It was only optional on Formula models.

The Rally gauge cluster that included a tachometer and clock was standard on the Trans Am and optional on the Formula. The engine-turned dash applique was exclusive to the T/A.

Optional honeycomb 15-inch wheels looked like cast aluminum, but the wheel center was actually an injection-molded composite piece bonded to a steel rim.

The famous large hood bird graphic (RPO code WW7), also known as the Screaming Chicken, debuted on the Trans Am in 1973 as a $53 option. The blue color of the bird here was offered on cars with white or blue exterior colors.

15 Facts You Didn’t Know About the SD-455

The Super Duty 455’s production run may have been brief, but it left an indelible mark on muscle car history. Between Pontiac’s ambitions and the hardware that tied it all together, there’s plenty to learn about the SD-455. We have collected the most important elements to put casual enthusiasts in the know.

It’s All in the VIN The first step in verifying an authentic SD-455 Trans Am or Formula is checking the vehicle’s VIN. The fifth character will be an X, the engine code. “Regular” 455 engines had a Y code in 1973 and 1974.

Restricted Duty The SD-455 was originally scheduled to be offered in several Pontiac models, including the Grand Prix and Le Mans/GTO. The EPA-driven production delays squashed those plans, as Pontiac focused on certifying the engine solely for the F-Body platform. That didn’t stop one magazine, however, from prematurely declaring the Super Duty–powered 1973 GTO its Car of the Year.

Cam Change The original camshaft for the SD-455 had the same profile as Pontiac’s Ram Air IV engine, which is commonly known as the 041 camshaft (for its original part number). To satisfy the EPA’s emission test, the camshaft was changed to the specs of the manual-transmission Ram Air III, aka the 744. It brought horsepower down from 310 to 290.

Short Supply Enthusiasts quickly learned that the SD-455 packed some stout internals, including forged steel rods with larger, stronger bolts. Dealers were quickly flooded with service parts orders. At one point there were 1,350 back orders for the rods when only 295 SD-455 cars had been built by the end of 1973. Pontiac clamped down and insisted VINs accompany orders for the special parts.

A Better Block The SD-455 block was unique, featuring four-bolt main caps—a feature shared only with the 1971-172 455 H.O.—cast-in provisions for dry-sump oiling, beefier bulkheads, reinforcing valley ribs, and screw-in galley plugs. The hole for the distributor was larger, too, to accommodate a larger drive gear than what was used on “standard” distributors.

Block Codes Like other Pontiac engines, the SD-455 block was stamped with a code that delineated its specific usage. Located on the front of the block, toward the deck on the passenger-side cylinder blank, were four SD-specific codes: ZJ (1973 manual), XD (1973 automatic), W8 (1974 manual), and Y8 (1974 automatic).

Head’s Up Much of the Super Duty 455’s performance advantage lies all in the special round-port, open-chamber cylinder heads, which were developed in conjunction with aftermarket experts AirFlow Research. You can spot them at a glance with the “16” designation over the center exhaust ports.

One-of-a-Kind Q-Jet A specific Q-jet carburetor was used on the SD-455, which was visually distinguished by a slanted, or slash-cut, vent tube at the front. Other Pontiac engines’ carbs had completely vertical tubes. There were four carb ID numbers for the SD engines: 7043273 (1973 manual), 7043270 (1973 automatic), 7044273 (1974 manual), and 7044270 (1974 automatic).

Oil Pump Problems An 80-psi oil pump was unique to the SD-455, and it generated too much pressure for the engine, particularly when cold, which proved damaging for some engines. Replacing it with the conventional 60-psi pump used in other Pontiac engines is the recommended fix. The SD pump is shown here at left with a conventional 60-psi pump. It is identifiable by the longer, removable cover for the internal spring, located just above the pickup tube.

Intake Manifolds Intake manifolds differed between 1973 and 1974. The 1973 SD-455 intake manifold has an “LS2” casting on the right-front corner, while the 1974 unit shows “LS2 X” in the same area.

Hairy Air Intake The original air intake hose was made of a fabriclike material that looked like hair. Aftermarket replacement hoses have an incorrect smooth appearance. It’s the same with other Trans Am models of the era, too.

Down Under Find In 2012, Australian Michael Scicluna purchased what he believed was a garden-variety 455-powered 1973 Trans Am in need of restoration. It had been in Australia since 1981 and was converted to right-hand drive. Turns out it was the original SD-455 test vehicle Pontiac loaned to automotive media. Expert Rocky Rotella helped authenticate the car, which Scicluna plans to restore.

Chicago Show Car At the 1974 Chicago Auto Show, Pontiac showed a very unique black-and-gold Super Duty Trans Am. It was a 1973 model that served as an internal design concept for the Screaming Chicken hood graphic and was updated with 1974 styling. It also clearly previewed the cues that would be introduced two years later on the 1976 Trans Am’s Pontiac 50th Anniversary special edition.

Exhausting Info Super Duty cars featured a specific 2 1/2-inch system, and the 1973 model was unique for twin resonators ahead of the transversely mounted muffler. They were not included on 1974 models.

Formula Shaker Super Duty–equipped Firebird Formula models were unique with their shaker scoop. After the engine’s production delay, it was cheaper and faster for Pontiac to use the Trans Am hood and shaker scoop with the SD-455 than certifying it with the Formula air induction system.

Author Barry Kluczyk delivers more on the Super Duty Trans Am and Formula models in his new book from CarTech. It is the sixth in the publishing companies In Detail series and offers the history of how the SD-455 models came to market, as well as an inside look at the unique engine, design details, and more. More information is available at cartechbooks.com; buy at amazon.com, bn.com, and other retailers.

The post Pontiac Trans Am SD-455: Did Pontiac Save its Best Muscle Car for Last? appeared first on Hot Rod Network.

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itsworn · 7 years

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The Amazing Stories Behind the Unrestored Original Cars at the 2016 Muscle Car & Corvette Nationals

A 10,000-mile Olds W-30 still wearing its 1971-era tires. An 11,000-mile Hemi ’Cuda that in 1970 was a present to a high school student for good grades. A 1968 Camaro SS350 that didn’t see the light of day for some 30 years and has just 7,000 miles on the odometer. These are just some of the fascinating stories behind the unrestored original cars parked in the Vintage Certification area of the 2016 Muscle Car and Corvette Nationals.

The Vintage Certification program’s intent is “to encourage the preservation of originality in all car lines and to ascribe appropriate status, recognition, and appreciation of unrestored vehicles,” as it says in its mission statement. The judges are recognized marque experts who spend hours poring over each car, flashlights and clipboards in hand, to verify its authenticity and originality.

The judging results in each car receiving a certificate at one of five levels. At the top is the Vintage Time Capsule certificate, for vehicles that are 95 percent or better unrestored in all of the evaluated areas (engine compartment, exterior body, interior body, underbody, trunk, and operation). Of the 15 cars that went through the program this year, just one received that highest level of certification, but all had interesting stories to tell.

If you have an original car and are interested in putting it through the Vintage Certification program at MCACN 2017 (Nov. 18-19), visit www.vintagecertification.com for more information.

1 of 43

Steve Segal’s 1973 Formula 455 SD took originality to a whole new level when the car’s first owners, Rick and Lenora Stein, came out from their Arizona home to spend some time with Steve and the rare Super Duty at MCACN.

And we do mean rare. Few people back in the mid 1970s knew about the Super Duty program at all; just 525 Trans Ams were ordered with the special 455 engine. What Rick wanted back in the day was “the grown-up version, minus the scoops and the decals,” Steve tells us. He was one of 43 who bought the more understated Firebird Formula with the SD powerplant. He put about 13,000 miles on the car before selling it in the mid 1980s. By the time Steve found it on eBay in 2013, it had accrued just 5,800 more, spending most of its time in storage.

The Firebird was the only car among the group being judged to earn the top-tier Time Capsule Certification. “Steve Shauger, the head of the Vintage Certification program, was gracious enough to present Rick with a duplicate plaque of the award that the car received,” Steve says. “Rick thanked him, looked down at the award, and without taking a breath said, ‘There’s a typo in the VIN.’ And he was right! Steve immediately reprinted the certificate and then presented Rick with the new certificate along with a Vintage Certification Official Judge T-shirt. Can you think of any other 82-year-old who can recall the VIN of a car they bought 43 years earlier?”

Cornfield ’Cuda

Search that name on YouTube and you’ll find the video Scott Smith of Harms Carburetor Restoration posted in 2013 of a ride he took in this Hemi ’Cuda with Greg Peterson, the car’s original owner. At the time it was an 11,000-original-mile car. Still is, though now it belongs to brothers Lars and Tor Skroder, and it has moved from Greg’s farmhouse garage to a climate-controlled facility.

Greg got the car when he was in high school as a reward for his good grades. When it arrived at his local Plymouth dealer in December 1970, he noticed that it had wheel-lip moldings on just one side of the car. Hemi cars weren’t supposed to have them at all, but he asked the dealer to install them on the other side so the two would match.

Greg parked the car when he went to college, and it hasn’t run much since then. Mopar guru Frank Badalson called it probably the most original Hemi ’Cuda he’d ever seen.

Oh, and the antacids in the center console? Apparently the Hemi’s power made Greg anxious while he drove it, so he kept them on hand to soothe his nervous stomach.

Last One

You don’t see many 1971 GTO Judge convertibles, as only 17 were built. And this one is documented as the last of the 17. Members of the Brothers Collection learned about the car at the 2015 MCACN show and bought it a little more than a week later.

Documents that came with the GTO show it was sold to a Dr. Lane in Philadelphia in early 1971. Letters from Pontiac informed him of the special nature of the car; and a hand-written note at the end of such a letter, from J.H. Price in Pontiac Customer Relations, advised Dr. Lane to “maintain it in pristine condition. I’m sure it will appreciate with age due to limited production and last of the series.”

Dr. Lane apparently did just that, as did the car’s second owner, who bought it in 1979. He treasured his GTO and probably didn’t drive it much, as there were just 15,000 miles on the odometer when the Brothers found it.

When the second owner passed away in the 1980s, his family stored the car—in a “really dirty garage,” we heard—until the Brothers bought it in 2015. Ray Kaufman of Level One Restoration lovingly cleaned the GTO and “enjoyed every inch of it,” he tells us.

“Most Original”

Of all the low-mileage cars being judged in this year’s Vintage Certification area, Roy Sinor’s 1968 Camaro SS350 had the lowest, at just 7,129. How does that happen? According to Aaron Wisenhunt, who brought the car at MCACN, the Camaro’s first owner had such a small garage that he worried about scratching the Camaro moving it in and out, so in it stayed for the better part of 10 years. The Camaro’s second owner was a collector who also parked the car for the 30-plus years he owned it. During that time it was featured in M.F. Dobbins’ 1984 reference manual Camaro 1967-1969 Fact Book thanks to its surviving assembly-line details, like the markings on the firewall and cylinder head that are still visible.

The Camaro came up for auction at Barrett-Jackson’s Northeast sale last June. Sinor, the auction company’s Corvette expert, realized the car wasn’t bringing the money it should at the sale and bought it himself. “He says he’ll fix what needs fixing, but not right away,” Aaron says. “Jerry MacNeish said that in the 40 years he’s been documenting Camaros this is the most original he’s seen. So Roy plans to keep it like it is.”

No Fish Stories

When this 440 Six-Pack Superbird’s second owner bought it in 1973, “it was just an $1,800 used car,” says Ward Gappa, who runs Quality Muscle Car Restorations in Scottsdale, Arizona. “It was always a running and driving car,” says Ward, though it has traveled just 14,000 miles over the years.

Last June, the car’s owner, now 86, decided to sell, and when Ward heard it was available he contacted his friend Lowell McAdam. “I already had a fair number of cars, and I wasn’t going to buy any more, but Ward called,” Lowell says. And he just couldn’t pass up an original wing car, especially one with the 440 Six Pack and a four-speed.

“This car has always sold private-owner-to-private-owner,” Ward says. “There aren’t any fish stories about it.” The engine is still fed by its original carbs, and the original wheels are still on the car, though the original tires (which are still in Lowell’s possession) have been replaced with reproductions.

Pilot’s Car

No, not pilot car. Vaughn Bright’s 1968 Camaro SS396 was originally owned by a pilot who was transferred from Virginia to California a week after he bought it, so the car has spent most of its life in a dry climate. A friend of Vaughn’s spotted the car in a suburban neighborhood about four years ago. “It was buried in a garage, covered in stuff, but one taillight was uncovered.”

It had been sitting, in the pilot’s son’s garage, for years. “The tires were flat, it had no brakes, all the rubber was shot, but otherwise it was all there,” Vaughn says. And then some. The round thing on the driver-side fenderwell? That’s a telephone bell the original owner rigged up as an anti-theft device.

Vaughn found date-coded tires to replace the dry-rotted originals, and updated the belts, hoses, plugs and wires. Otherwise, he plans to leave it alone. “It’s too good a car to ever touch. A restoration would be a horrible thing to do to a car like this.”

No Substitute

While most owners of low-mileage original cars are content to maintain them as static time capsules in an arrested level of patina, Terry Schuetz actually drives his 1967 4-4-2. Not a lot, “maybe 500 miles in two years,” he figures. Still, when there are only 26,000 miles on the odometer, putting any more on is as much an act of faith as bravery.

The 4-4-2’s original owner kept it until his passing in 2003, which is likely why so much of the car’s documents—Protect-O-Plate, sales contract, even the original key fob—came with it. The owner’s widow sold it to a broker, and Terry bought it two years ago.

He says the paint is 95 percent original, and about the only thing he’s had to do with the car is replace its exhaust. “But I was able to use the original hangers and some of the original clamps. This car was really well preserved. You know, there is just no substitute for originality.”

Super Docs

Ryan Clough brought a remarkable amount of documentation to display with his 18,000-mile 440 Superbird: several build sheets, the window sticker, sales invoice, and photos of the car shot on the day in 1976 that original owner Elden Newberry sold the car to its second of now eight owners. Ryan even has a complete owner history, with all the names and years of ownership. The super-documented Superbird has been in his care since 2015.

The 30-Year Purchase

Scott Allen has owned his 1968 GTO for three years, “but I’ve known about it since the early 1980s,” he told us. “It took almost 30 years for me to buy it.”

The car was originally ordered for a school teacher in Kentucky who traded in a 1966 GTO for it. The teacher traded in the ’68 GTO for another car in the mid 1970s, and the dealer decided to keep it. He drove it some, and put Scott off when he made offers on the car. But then life intervened, and the dealer parked the GTO for nearly 20 years, deciding to finally sell it to pay for his kids’ college education. The car now has about 56,000 miles on it.

“It was in good, clean, dry storage,” Scott says, so it remained in sound condition. He did have to replace the fuel tank and the fuel lines, rebuild the carburetors, and go through the brakes.

He also pointed out some of the GTO’s odd equipment combinations. “It’s a Ram Air car with power windows,” he says, shaking his head. “But it was an ordered car. Someone wanted it that way.”

A Looker

The second owner of this 1971 4-4-2 W-30 bought it in the mid 1970s and put just 200 miles on the car before his passing in 2015. “He kept it in his garage and just took it to shows, that’s about it,” says Basil “Trey” Beck III, who, with his father Basil Jr., displayed the 10,000-mile Olds at MCACN. “And that wasn’t the only car he treated that way. He had a ’64 GTO too. Apparently he liked to look at them more than drive them.”

That owner’s nephew pulled the Olds from his uncle’s garage and cleaned it up some before selling it to the Becks, but did nothing to alter its unmolested status. The born-with 455/M22/10-bolt posi driveline is still intact, down to the original carburetors. Even the original Uniroyal Tiger Paws are still with the car. Olds expert Stephen Minore helped the Becks document the car, and found it to be so original that he’s added its equipment to his database of assembly-line details.

College Car

In 1969, a young man from Toronto showed up at his local Chevrolet dealer with the money he had saved for a car to drive to college. He ordered a big-block Camaro, then waited. And waited. With the school year nearing, he contacted the dealer only to be told the car had been “lost.” “They probably sold it out from under him for a higher price,” says Jim Bodanis, who told us this tale.

Frustrated, the young man crossed the street to Paul Willison Chrysler Plymouth and told the salesman that if he could order a Hemi GTX and have it in time for school, he would order it on the spot. He could, and he did, equipping the GTX with a four-speed, 4.10 Super Trac Pak, console, hood performance treatment, light package, “and the almost mandatory in Canada rear defroster,” says Jim.

The young man put some 13,000 miles on the GTX before the need for a more fuel- (and insurance-) friendly car caused him to park it. When he started a family he sold it, and that owner did nothing but store the car in his mother’s garage, “until I bought it some 30-plus years later in 2005,” says Jim. “As a kid I actually delivered newspapers to that house, never knowing what lurked inside the garage.”

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