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The availability and cost of gasoline during the 1980's meant that weight and fuel consumption were the main priorities of the 3rd generation Firebird over power. Both this and the 3rd gen Camaro were proposed to be put on front wheel drive platforms but the idea was scrapped. Computerised Engine Management was still in it's infancy and as saving fuel was the primary objective, it was impossible to have high power and torque numbers.
They did, however, managed to cut enough weight from the design that it was quicker than the 1981 2nd gen Firebird and they also succeeded in fuel consumption, offering a 4 cylinder capable of 34 MPG. GM executives decided that engineering effort would best be spent on aerodynamics and chassis development. They created a modern platform, so that when engine technology advanced, they would have a well-balanced package with acceleration, braking, handling, and aerodynamics. For the time being, they would have world class aerodynamics and handling, and excellent fuel economy.
The Firebird and Camaro were completely redesigned for the 1982 model year, with the windshield slope set at 62 degrees, (about 3 degrees steeper than anything GM had ever tried before), and for the first time, a large, glass-dominated hatchback that required no metal structure to support it. Two concealed pop-up headlights, a first on the F-Body cars, were the primary characteristic that distinguished the 3rd Gen Firebird from both its Camaro sibling and its prior form (a styling characteristic carried into the 4th Gen's design). In addition to being about 500 pounds (230 kg) lighter than the previous 2nd Gen design, the 3rd Generation Firebird was the most aerodynamic product GM had ever released. Wind tunnels were used to form the new F-Body platform's shape, and Pontiac took full advantage of it. The aerodynamic developments extended to the finned aluminium wheels with smooth hubcaps and a functional rear spoiler.
In 1989, the 20th Anniversary of the Pontiac Firebird Trans-Am, Pontiac releases a new model based on the Turbo Trans Am called the "Trans-Am Turbo 20th Anniversary". Every one was white with saddle tan interior (with T-Tops and leather interior as options). Although other TA's were available with a CD player, the Turbo TA came with cassette player and redundant steering controls.
What makes the 20th Anniversary Turbo TA so special is that it is a complete mechanical package, and not just some tape stripes. Starting with the engine, Pontiac borrowed Buick's 3.8 liter (231cid) V6 turbo powerplant from the fabled 1986-87 Grand National. Some difference exist between the TTA motor and the GN version. Different cylinder heads were necessary in order to squeeze the motor between the strut towers. These heads, adapted from the transverse FWD version of the 3.8 liter motor, have the added benefit of improved exhaust flow and combustion chamber design. Subsequently, different pistons were required in order to maintain combustion chamber volume. Other changes to the TTA motor are a cross-drilled crank larger 12 fin/inch GNX-style intercooler in place of the GN's 10 fin/inch design, specially-designed stainless steel headers, higher-pressure Bosch 237 fuel pressure regulator, and a recalibrated engine control module.
Mark Grable, writing in the March 1989 Motor Trend, noted the Turbo Trans Am's "250 horses...seem much stronger than run-of-the-mill horses." The reason is simple. Although Pontiac officially rated the engine at 250HP, in reality it developed an honest 310 HP on the GM dyno.
The Turbo TA came with the rare 1LE racing brakes package, which upgrades the front discs to 12 inch police rotors, Corvette twin piston aluminium calipers and semi-metallic pads. These brakes are virtually fade proof, and were installed to legalise the 1LE package for Firehawk endurance racing. The rear discs were also increased to 12 inches in 1989 and use Corvette single piston calipers. All of the brakes on the car are of a quick change design, and pads can actually be changed in 30 seconds.
The only mid-year change made to the Turbo TA during the entire production run was a redesigned turbo inlet tube. The redesigned plastic tube was more durable, and had a clamping rib on either end to keep the hoses attached more securely. Other production changes in 1989 affected the Turbo TA and F-bodies in general. As an example, in March 1989 GM switched from glass to Lexan T-tops in order to save weight. However, the Lexan tops had severe problems with scratching and cracking, and GM had to replace most of them under warranty. During the 1990 production run GM switched back to glass T-tops after having so many problems with the Lexan ones.
The 20th Anniversary Turbo Trans Am had the honour of being selected as the Official Pace Car of the 73rd Indianapolis 500, held on May 28, 1989. The three cars which did pace car duty were the first in the history of the Indianapolis 500 to do so with no performance
modifications whatsoever. The only changes to the car were the usual safety equipment required by Indianapolis Motor Speedway (including a five-point seat belt harness), pace car lighting, and television-related equipment.
The rarest 20th Anniversary Turbo Trans Ams are the hardtops and convertibles. Only 40 hardtops were made while only three convertible TTA's were built by ASC, one of which was bought by the president of PAS, with the other two falling into private hands. Only two are generally known to exist, however, as the ASC order log shows records for only two TTA convertibles. The five test TTA's, because they were for pre-production use, were pulled off of the assembly line without regard to color, and therefore were not necessarily white. At least two of these test cars were sold to private individuals, so there are at least two extremely rare, non-white, factory TTA's in existence; in fact, one is known to be red.
In a test by Motor Trend in 1989 they tested America's fastest production cars and found the Firebird TTA 20th Anniversary to be the second fastest, edged out by a Corvette ZR-1, however the ZR-1 was still a prototype at that time, not being sold until 1990, which technically made this Firebird TTA the fastest American production car in the world in 1989.
It is interesting to note that the only constraint on the top speed of 162 mph was that the TTA was being limited by the engine redline and automatic transmission (with which all TTA's were equipped). When PAS installed a ZF 6-speed manual transmission into one of the cars, they were able to reach 181 mph. Perhaps more importantly than the performance tests provided by the industry magazines was the fact that these cars were capable of much faster acceleration times – with minimal modifications. In fact, with $300 in new parts installed, 12.5-second quarter-mile runs were achievable – without manually shifting gears or the need to trailer the vehicle to the track! Because of this, the TTA has gained a cult following among amateur racing enthusiasts.
In addition, the TTA was relatively economical to drive; it returned 24 mpg on the highway, while the only cars (besides the Lotus Esprit Turbo SE) that could approach its performance at the time (Ferrari's & Lamborghini's) were far more costly, and provided only around 10 to 12 mpg. As has been proven to be the case in subsequent years, relying on a small engine for cruising, and a turbocharger for power, provides an exciting driving experience while returning impressive fuel mileage.
Specifications:
Body Style: 2 Door Coupe
Length: 4872 mm
Width: 1839 mm
Height: 1262 mm
Wheelbase: 2565 mm
Engine: Buick 3.8 V6
Aspiration: Turbocharged
Drivetrain: Front Engine Rear Wheel Drive
Power: 310 BHP
Torque: N/A
Weight: N/A
Transmission: 4 Speed Automatic
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