Autos in cinema

This custom made car was used in the 1982 Movie “Blade Runner”.

One of the most prolific and creative artists of our time, virtual futurist Syd Mead, designed most of the cars and sets for the Ridley Scott feature film Blade Runner, which was set in Los Angeles in the year 2019. Constructed by noted customizer Gene Winfield, Mead’s taxi plies the streets of a futuristic city populated with “replicants,” some of which had to be destroyed by the film’s leading character played by Harrison Ford. The vehicles were severely mechanical in appearance, which helped evoke a future in which personal expression was discouraged.

Cars, and car chases, have been an intrinsic part of the glamour of James Bond since the famous film series began in 1962 with Dr No. However, it was the Aston Martin DB5 in Goldfinger (1964) that really set the Bond car agenda with an arsenal of gadgets that captured the imagination of boys large and small all over the world. Nearly 40 years on you can still buy a James Bond Aston Martin Corgi model, which proves the impact of that car has proved difficult to beat. However, most subsequent attempts to do a Bond car have descended, like the films themselves, into parody and product placement has run rampant.

Not all of the cars Bond has used have been upmarket – 2CVs, Renault 11s and three-wheeled Indian taxis have all featured – but recently, BMW has had the franchise. Would Ian Fleming have approved of his British agent driving a German car? I doubt it. Thankfully for traditionalists, Bond will be back in an Aston Martin, the forthcoming Vanquish, in the next film, due in 2002. Thank you, Mr. Ford.

Read the rest of this entry »

The most anticipated comic book film in history opens today – Christian Bale and Heath Ledger go head to head as Batman and the Joker in The Dark Knight.

Vijay Pattni rounds up the cars behind Gotham city’s mysterious Dark Knight – including the Lamborghini Murcielago LP640.

The Dark Knight stars Christian Bale as the enigmatic Bruce Wayne – a millionaire playboy who can afford some of the hottest cars on the planet…

Read the rest of this entry »

So, ?20k more and the R8 5.2 V10 FSI still looks the same…

Yes, even inside the R8 V10 looks similar to its lesser-potted sibling. And while that could be a disappointment, the real bonus comes from the new V10 powerplant. It gives the new car a 105bhp/74lb ft advantage over the V8.

If you’ve driven the R8 V8 you’ll appreciate how perfectly balanced it is: a grippy but playful chassis with the bias set so firmly to the rear that it feels rear-wheel drive most of the time; a lovely engine; a superbly satisfying manual gear change; beautifully weighted steering, unbelievably supple ride.

Read the rest of this entry »

Ever since the clumsy start of the Lumiere family in cinematography, cars have had an important role in most of the movies which became famous. By definition, a car is a moving object, just like the moving pictures in a movie. Along history, weve even started to recognize movies which marked our memory stick after a certain car model/s that appeared in it.

Till the 60s came along, we couldnt have said that, especially because in the first half of the previous century you could have picked any color for your car you liked, as long as it was black. Starting with the 50s though, the situation changed. Elvis Presley shootings actually abused his 55 pink Cadillac Fleetwood, the only car he kept till he died. Almost ten years later, Sir Sean Connery was sending James Bond fans into panic attacks from the steering wheel of his Aston Martin DB 5, tuned with gadgets dreamed by John Stears, from the famous Pinewood Studios.

Read the rest of this entry »

The Transformers was a blockbuster hit in 2007. The movie had an agreement with General Motors and used GM cars for the Autobots. The exception was Optimus Prime and Barricade (Optimus Prime is a tractor-trailer). Producer Michael Bay went through GMs concept car vault and found the Camaro for Bumblebee and other forms to complete the Autobot team using GM vehicles. The cars included were an H2 Hummer, Pontiac Solstice, GMC Top Kick and the Peterbilt 379. The movie inspired Chevrolet to release the alternate form of Bumblebee as the new Camaro.

Read the rest of this entry »

But your feelings wont come from the usual, come-hither automotive hype—the Camaro on another auto show turntable or featured on an umpteenth car enthusiast magazine cover.
This time the new Camaro will gather new fans—women just as likely as young guys—as an enchanting, golden yellow Autobot called Bumblebee in the Transformers movie opening July 4 from Paramount Pictures and DreamWorks.
Bumblebee joins other Autobots—also from General Motors Corp.s considerable fleet of vehicles—to do battle with evil Decepticons when the giant alien robots come to Earth. (Any surprise that one of the prominent Decepticons is a Saleen Mustang? Ford, maker of the Mustang, is No. 2 in sales to No. 1 GM among Detroits carmakers.)
The action-adventure movie is based on the 1980s cartoon television series where evil and good robots, in a hard-fought contest, are able to transform from unassuming, normal objects into clever personas—good and bad. (Maybe you remember the Transformers toys that were popular back then. They also transformed from one form to another, and Bumblebee at that time was a Volkswagen Beetle.) Read the rest of this entry »

Get this : about 240 cars were built for the movie! Edmunds.com did a great job putting this video together, even if the Charger is missing. It’s not for the faint of heart though, with some very graphic content such as the pile of destroyed ‘72 Gran Torinos..

The Mini was a small car produced by the British Motor Corporation (BMC) and its successors from 1959 to 2000. The most popular British-made car ever, it has since been replaced by the New MINI, which was launched in April 2001. The original is considered an icon of the 1960s, and its space-saving front-wheel-drive layout (that allowed 80% of the area of the car’s floorpan to be used for passengers and luggage), influenced a generation of car-makers.
This distinctive two-door car was designed for BMC by Sir Alec Issigonis. It was manufactured at the Longbridge and Cowley plants in the United Kingdom, the Victoria Park / Zetland British Motor Corporation (Australia) factory in Sydney Australia, and later also in Spain (Authi), Belgium, Chile, Italy, Portugal, South Africa, Uruguay, Venezuela and Yugoslavia. The Mini Mk I had three major UK updates: the Mk II, the Clubman and the Mk III. Within these was a series of variations including an estate car, a pickup truck, a van and the Mini Moke – a jeep-like buggy. The Mini Cooper and Cooper “S” were sportier versions that were successful as rally cars, winning the Monte Carlo Rally three times.

Design and development
Designed as project ADO15 (Austin Drawing Office project number 15), the Mini came about because of a fuel shortage. In 1956, as a result of the Suez Crisis which reduced oil supplies, the United Kingdom saw the re-introduction of petrol rationing. Sales of large cars slumped, and there was a boom in the market for so called Bubble cars, which were mainly German in origin. Leonard Lord, the somewhat autocratic head of BMC, decreed that something had to be done quickly. He laid down some basic design requirements: the car should be contained within a box that measured 10 ? 4 ? 4 feet (3 ? 1.2 ? 1.2 m); and the passenger accommodation should occupy six feet (1.8 m) of the 10 foot (3 m) length; and the engine, for reasons of cost, should be an existing unit. Issigonis, who had been working for Alvis, had been recruited back to BMC in 1955 and, with his skills in designing small cars, was a natural for the task. The team that designed the Mini was remarkably small: as well as Issigonis, there was Jack Daniels (who had worked with him on the Morris Minor), Chris Kingham (who had been with him at Alvis), two engineering students and four draughtsmen. Together, by October 1957, they had designed and built the original prototype, which was affectionately named ‘The Orange Box’ because of its colour.
The ADO15 used a conventional BMC A-Series four-cylinder water-cooled engine, but departed from tradition by having it mounted transversely, with the engine-oil-lubricated, four-speed transmission in the sump, and by employing front-wheel drive. Almost all small front-wheel-drive cars developed since have used a similar configuration. The radiator was mounted at the left side of the car so that the engine-mounted fan could be retained, but with reversed pitch so that it blew air into the natural low pressure area under the front wing. This location saved precious vehicle length, but had the disadvantage of feeding the radiator with air that had been heated by passing over the engine.
The suspension system, designed by Issigonis’ friend Dr. Alex Moulton at Moulton Developments Limited, used compact rubber cones instead of conventional springs. This ingenious design shrank the overall size of the suspension, meaning that it could take up less space. It was built into the subframes. The use of the rubber cones led to a rather raw and bumpy ride, but this rigidity, together with the wheels being pushed out to the corners of the car, gave the Mini its famous go kart-like handling. It was initially planned to use an interconnected fluid system – similar to the one which Issigonis and Moulton were working on in the mid-1950s at Alvis – but the short development time of the car meant this was not ready in time for the Mini’s launch. The system intended for the Mini was further developed to become the hydrolastic system and was first used on the Austin 1100, launched in 1962. Ten-inch wheels were specified, so new tyres needed to be developed, the initial contract going to Dunlop.
The Mini was designed with sliding windows in the doors, thus allowing for storage pockets to be fitted in the space where a winding window mechanism would have been. Issigonis is said to have sized the resulting storage bins to take a bottle of his favourite Gordon’s Gin. The boot lid was designed with the hinges at the bottom so that the car could be driven with it open to increase luggage space. On early cars the number plate was hinged so it swung down to remain visible when the boot lid was open. Although it has to be mentioned that this design was later discontinued as it was discovered that exhaust gasses could leak into the cockpit while the boot was open.
The Mini was designed as a monocoque shell with welded seams that are visible on the outside of the car running down the A and C pillars, and between the body and the floor pan showing where the joins are. To further simplify construction, the car had external door and boot hinges.
All of these novel and elegant technical innovations resulted in a car with minimum overall dimensions yet maximised space for passengers and luggage.
Production models differed from the prototype by the addition of front and rear subframes to the unibody to take the suspension loads, and by turning the engine around with the carburettor at the back rather than at the front. This required an extra gear to be placed between engine and transmission to reverse the engine direction. Making this a reduction gear had the beneficial effect of reducing loads on the gearbox and preventing the rapid wear on the synchromesh which had been a problem on early prototypes. Having the carburettor at the rear helped to reduce carburettor icing, but did expose the distributor to water coming in through the grille. The engine size was reduced from 948 to 848 cc, which reduced the top speed from an unprecedented 90 mph (145 km/h) to a more manageable (for the time) 72 mph (116 km/h) – a decision that was reversed in 1967.
Despite its utilitarian origins, the classic Mini shape had become so iconic that by the 1990s, Rover Group – the heirs to BMC – were able to register its design as a trade mark in its own right.

The Mk I Mini: 1959-67
See also: Mk I Mini
The production version of the Mini was demonstrated to the press in April 1959, and by August several thousand cars had been produced ready for the first sales.
The name Mini did not appear by itself immediately – the first models being marketed under two of BMC’s brand names, Austin and Morris. The name Austin Seven (sometimes written as SE7EN in early publicity material) recalled the popular small Austin 7 of the 1920s and 1930s. The other name used in the United Kingdom, Morris Mini-Minor, seems to have been a play on words. The Morris Minor was a well known and successful car, with the word minor being Latin for “smaller”; so an abbreviation of the Latin word for “smallest” – minimus – was used for the new even smaller car.
Until 1962, the cars appeared as the Austin 850 and Morris 850 in North America and France, and in Denmark as the Austin Partner (until 1964) and Morris Mascot (until 1981). The name Mini was first used to name the car in 1961, somewhat to the surprise of the Sharps Commercials car company (later known as Bond Cars Ltd) who had been using the name Minicar for their three-wheeled vehicles since 1949. However, legal action was somehow averted, and BMC used the name Mini for the remainder of the car’s life.
In 1964, the suspension of the cars was replaced by another Moulton design, the hydrolastic system. The new suspension gave a softer ride but it also increased weight and production cost and, in the minds of many enthusiasts, spoiled the handling characteristics for which the Mini was so famous. In 1971, the original rubber suspension reappeared and was retained for the remaining life of the Mini. From October 1965 the option of an Automotive Products (AP) designed four-speed automatic transmission became available.
Although they were slow at the outset, sales were strong across most of the model lines in the 1960s, with a total of 1,190,000 Mk I’s being produced. The basic Mini never made money for its makers because it sold at less than its production cost. This may have been necessary in order to compete with its rivals, but it is rumoured that it was due to an accounting error. Some profits came from the popular deluxe models and from optional accessories, which included items such as seat belts, door mirrors and a radio that would be considered necessities on modern cars.
The Mini etched its place into popular culture in the 1960s with well-publicised purchases by film and music stars.

The Mk II Mini: 1967-69
From 1967 to 1970, Issigonis had been designing a replacement for the Mini in the form of an experimental model called the 9X. It was shorter and more powerful than the Mini, but due to politicking inside British Leyland (which had now been formed by the merger of BMC’s parent company British Motor Holdings and the Leyland Motor Corporation), the car did not reach production. It was an intriguing “might-have-been”; the car was technologically advanced, and many believe it would have been competitive up until the 1980s.
The Mk II Mini featured a redesigned front grille which remained with the car from that point on. Also, a larger rear window and numerous cosmetic changes were introduced. 429,000 Mk II Minis were made.
A bewildering variety of Mini types were made in Pamplona, Spain, by the Authi company from 1968 onwards, mostly under the Morris name.
The Mini was arguably the star of the 1969 film The Italian Job, which features a car chase in which a gang of thieves drive three Minis down staircases, through storm drains, over buildings and finally into the back of a moving bus. This film was remade in 2003 using the new MINI.

Variants
See also: Mini Moke
The popularity of the original Mini spawned many models that targeted different markets:
The Wolseley Hornet and Riley Elf (1961-69): These were intended as small, luxurious cars, having a larger boot and a more sophisticated looking front. The name “Wolseley Hornet” was a revival of one first used on a 1930s sports car, while the name “Elf” recalled the Riley Sprite and Imp sports cars, also of the 1930s. Both cars went through three versions. Initially, they used the 848 cc engine, changing to a single carburettor version of the Cooper’s 998 cc power unit in the MkII in 1963. The MKIII facelift of 1966 brought wind-up windows and concealed door hinges two years before these were seen on the mainstream Mini. 30,912 Riley Elfs and 28,455 Wolseley Hornets were built.
The Morris Mini Traveller and the Austin Mini Countryman (1961-69, UK only): Two-door estate cars with double “barn”-style rear doors. Both were built on a slightly longer chassis of 84 inches (2.14 m) compared to 80.25 inches (2.04 m) for the saloon. The luxury models had decorative, non-structural wood inserts in the rear body which gave the car a similar appearance to the larger Morris Minor estate which had some of the look of an American-style 1950s Woodie. Approximately 108,000 Austin Mini Countrymen and 99,000 Morris Mini Travellers were built.
The Mini Van (1960-82): A commercial panel van rated at ?-ton load capacity. Built on the longer Traveller chassis but without side windows, it proved popular in 1960s Britain as a cheaper alternative to the car as it was classed as a commercial vehicle and carried no sales tax. It was renamed as the Mini 95 in 1978, the number representing the gross vehicle weight of 0.95 tons. 521,494 were built.
The Mini Pick-up (1961-82): A pick-up truck derivative, which was also built on the longer chassis but with a flatbed and tailgate. Like the van, it was renamed as the Mini 95 in 1978. Neither the van nor the pickup had a costly chrome grille – a simple set of stamped metal slots allowed airflow into the engine compartment. 58,179 Mini pickups were built.
The Mini Moke (1964 and 1968 in the UK, 1966-82 in Australia and 1983-89 in Portugal):
A bizarre utility vehicle, this jeep lookalike was first designed for the British Army. But without good ground clearance or four-wheel drive, it proved unsuitable for military use, although it enjoyed some popularity in civilian production. About 50,000 Mokes were produced. The Mini Moke featured in the cult 1967 TV series The Prisoner, and has proved popular in holiday locations such as Barbados and Macau – where Mokes were used as police cars and could be rented as recently as March 2006.

The Mini Cooper and Cooper S: 1961-2000
Issigonis’ friend John Cooper, owner of the Cooper Car Company and designer and builder of Formula 1 and rally cars, saw the potential of the Mini for competition. Issigonis was initially reluctant to see the Mini in the role of a performance car – but after John Cooper appealed to BMC management, the two men collaborated to create the Mini Cooper, a nimble, economical and inexpensive car. The Austin Mini Cooper and Morris Mini Cooper debuted in 1961.
The original 848 cc engine from the Morris Mini-Minor was increased to 997 cc, boosting power from 34 bhp to 55 bhp (25 to 41 kW). The car featured a racing-tuned engine, twin SU carburettors, a closer-ratio gearbox and front disc brakes, uncommon at the time in a small car. One thousand units of this version were commissioned by management, intended for and designed to meet the homologation rules of Group 2 rally racing. The 997 cc engine was replaced by a shorter stroke 998 cc unit in 1964.
A more powerful Mini Cooper, dubbed the “S”, was developed in tandem and released in 1963. Featuring a 1071 cc engine and larger servo-assisted disc brakes, 4,030 Cooper S cars were produced and sold until the model was updated in August 1964. Cooper also produced two models specifically for circuit racing, rated at 970 cc and a 1275 cc, both of which were also offered to the public. The smaller-engine model was not well received, and only 963 had been built when the model was discontinued in 1965. The 1275 cc Cooper S models continued in production until 1971.
Sales of the Mini Cooper were as follows: 64,000 Mk I Coopers with 997 or 998 cc engines; 19,000 Mk I Cooper S with 970, 1071 or 1275 cc engines; 16,000 Mk II Coopers with 998 cc engines; 6,300 Mk II Cooper S with 1275 cc engines. There were no Mk III Coopers and just 1,570 Mk III Cooper S’s.
The Mini Cooper S earned acclaim with Monte Carlo Rally victories in 1964, 1965 and 1967. Minis were initially placed first, second and third in the 1966 rally as well, but were disqualified after a controversial decision by the French judges. The disqualification related to the use of a variable resistance headlamp dimming circuit in place of a dual-filament lamp. It should be noted that the Citro?n DS that was eventually awarded first place had illegal white headlamps but escaped disqualification. The driver of the Citro?n, Pauli Toivonen, was reluctant to accept the trophy and vowed that he would never race for Citro?n again. BMC probably received more publicity from the disqualification than they would have gained from a victory – but had the Mini not been disqualified, it would have been the only car in history to be placed in the top three on the Monte Carlo for six consecutive years.
In 1971, the Mini Cooper design was licensed in Italy by Innocenti and in 1973 to Spain by Authi (Automoviles de Turismo Hispano-Ingleses), which began to produce the Innocenti Mini Cooper 1300 and the Authi Mini Cooper 1300, respectively.
A new Mini Cooper named the RSP (Rover Special Products) was briefly relaunched in 1990-91, with slightly lower performance than the 1960s Cooper. It proved so popular that the new Cooper-marked Mini went into full production in late 1991. From 1992, Coopers were fitted with a fuel-injected version of the 1275 cc engine, and in 1997 a multi-point fuel injected engine was introduced, along with a front-mounted radiator and various safety improvements.

The Mini Clubman and 1275GT: 1969-80
In 1969, under the ownership of British Leyland, the Mini was given a facelift by stylist Roy Haynes, who had previously worked for Ford. The restyled version was called the Mini Clubman, and has a squarer frontal look, using the same indicator/sidelight assembly as the Austin Maxi. The Mini Clubman was intended to replace the upmarket Riley and Wolseley versions. A new model, dubbed the 1275GT, was slated as the replacement for the 998 cc Mini Cooper (the 1275 cc Mini Cooper S continued alongside the 1275GT for two years until 1971). The Clubman Estate took over where the Countryman and Traveller left off.
The 1275GT is often incorrectly described as the “Mini Clubman 1275GT”. The official name was always just the “Mini 1275GT”, and it was a separate, distinct model from the Clubman (albeit, it shared the same frontal treatment as the Mini Clubman, and was launched at the same time).
In 1971, the 1275 cc Mini Cooper S was discontinued, leaving the Mini 1275GT as the only sporting mini on sale in the UK for the rest of the decade. (Innocenti in Italy, however, continued making their own version of the Mini Cooper for some time, and also in Australia during the early seventies, where they made a unique Cooper with Clubman front named the Clubman GT, equipped with the twin-carb version of Cooper 1275 S). While not nearly as quick as a 1275 Mini Cooper S, the 1275GT was cheaper to buy, run, and insure. It was the first Mini to be equipped with a tachometer. It also featured a standard-fit close-ratio gearbox. Performance of the 1275GT was lively for the time, achieving 0-60 mph in 12.9 seconds, and the excellent midrange torque offered a 30-50 mph time in top gear of only nine seconds. The bluff front, however, meant that the model struggled to reach 90 mph. The 1275 cc A-series engine could be cheaply and easily tuned, though the cheap purchase price and prominent “sidewinder” door stripes meant that this model developed a reputation as something of a “boy-racer special” during the ’70s and into the ’80s.
The Mini Clubman and 1275GT were responsible for two motoring “firsts”: they were the first vehicles to use a flexi printed-circuit board behind the dash instruments (universal nowadays, but technically advanced for 1969). Secondly, the 1275GT was the first vehicle to be offered with run-flat tyres; from 1974 this model could be ordered with optional Dunlop Denovo tyres on 12-inch diameter rims. In the event of a puncture, the Dunlop Denovo tyre would not burst and quickly deflate, but could continue to be used safely at speeds of up to 50 mph. This was a useful safety feature, although the increased road noise and relatively poor grip of this tyre meant that many 1275GT buyers ignored this option.
Throughout the 1970s, British Leyland continued to produce the classic 1959 “round-front” design, alongside the newer Clubman and 1275GT models. On the Australian market however, all Minis (including the commercial derivatives) gained the Clubman front.
The long-nose Clubman and 1275GT offered better crash safety, were better equipped, and had vastly better under-bonnet access, but they were more expensive and aerodynamically inferior to the original 1959 design. The Mini Clubman and 1275GT were replaced in 1980 by the new hatchback Austin Metro, while production of the original “round-front” mini design continued for another 20 years. At the end of Clubman and 1275GT production, 275,583 Clubman saloons, 197,606 Clubman Estates and 110,673 1275GTs had been made.

The Mk III and onwards: 1970-2000
The Mk III Mini had a modified bodyshell with enough alterations to see the factory code change from ADO15 to ADO20 (which it shared with the Clubman). The most obvious changes were larger doors with concealed hinges. Customer demand led to the sliding windows being replaced with winding windows – although some Australian-manufactured Mk I Minis had adopted this feature in 1965 (with opening quarterlight windows). The suspension reverted from Hydrolastic to rubber as a cost-saving measure.
Production at the Cowley plant was ended, and the simple name Mini completely replaced the separate Austin and Morris brands.
MkIII (introduced in November 1969) had wind up windows with internal door hinges except for the van and pickup models. The bootlid lost the original hinged number plate and its recess shape and a large rear colour coded lamp was fitted in its place, along with larger rear side windows.
MkIV (introduced in 1976) had a front rubber mounted subframe with single tower bolts and the rear frame had some larger bushes introduced. Twin stalk indicators were introduced with larger foot pedals. From 1977 onwards, the rear indicator lamps had the reverse lights incorporated in them.
MkV: all cars had 8.4 inch brake discs and plastic wheel arches (mini special arches) but retained the same MkIV body shell shape.
MkVI (from 1990): the engine mounting points were moved forward to take 1275 cc power units, and includes the HIF carb version, plus the single point fuel injected car which came out in 1991. The 998 cc power units were discontinued. Internal bonnet release were fitted from 1992.
MkVII was the final twin point injection with front mounted radiator.
In the late 1970s, Innocenti introduced the Innocenti 90 and 120, Bertone-designed hatchbacks based on the Mini platform. Bertone also created a Mini Cooper equivalent, christened the Innocenti De Tomaso, that sported a 1275 cc turbocharged engine.
By this stage, the Mini was still hugely popular in Britain, but it was looking increasingly outdated in the face of newer and more practical rivals including the Ford Fiesta, Vauxhall Chevette, Chrysler Sunbeam, Volkswagen Polo and Renault 5. Since the late 1960s, plans had been in place for a newer and more practical supermini to replace it, though the Mini was still the only car of this size built by British Leyland for the home market.
Reports of the Mini’s imminent demise surfaced again in 1980 with the launch of the Austin Mini-Metro (badging with the word mini in all lowercase). In New Zealand in 1981, the Mini starred in a road trip movie directed by Geoff Murphy called Goodbye Pork Pie. The Mini was beginning to fall out of favour in many export markets, with the South African, Australian, and New Zealand markets all stopping production around this time.
Although the Mini continued after the Metro’s launch, production volumes were reduced as British Leyland and successor combine Austin Rover concentrated on the Metro as its key supermini. Indeed, 1981 was the Mini’s last year in the top ten of Britain’s top selling cars, as it came ninth and the Metro was fifth.
Throughout the 1980s and 1990s the British market enjoyed numerous “special editions” of the Mini, which shifted the car from a mass-market item into a fashionable icon. It was this image that perhaps helped the Mini become such an asset for BMW, which later bought the remnants of BMC as the Rover Group. It was even more popular in Japan, where it was seen as a retro-cool icon, and inspired many imitators. The ERA Mini Turbo was particularly popular with Japanese buyers.
In 1994, under Bernd Pischetsrieder, a first cousin once removed of Issigonis, BMW took control of the Rover Group, which included the Mini, fitting an airbag to comply with European legislation.

The end of production
By March 2000, Rover was still suffering massive losses, and BMW decided to dispose of most of the company: MG and Rover went to Phoenix, a new British consortium; and Land Rover was sold to Ford Motor Company. BMW retained the Mini name and the planned new model, granting Rover temporary rights to the brand and allowing it to manufacture and sell the run-out model of the old Mini. By April 2000, the range consisted of four versions: the Mini Classic Seven, the Mini Classic Cooper, the Mini Classic Cooper Sport and – for overseas European markets -the Mini Knightsbridge. The last Mini (a red Cooper Sport) was built on October 4, 2000 and presented to the British Motor Industry Heritage Trust in December of that year . A total of 5,387,862 cars had been manufactured.
After the last of the Mini production had been sold, the ‘Mini’ name reverted to BMW ownership. The new ‘BMW’ MINI is technically unrelated to the old car but retains the classic transverse 4 cylinder, front-wheel-drive configuration and many stylistic elements.
The Mini was a cultural icon and shows up in movies such as The Bourne Identity (2002) as a beat-up but surprisingly capable vehicle for a car chase, or as in Lara Croft: Tomb Raider (2001) as a collectible fashion icon garaged alongside other classic sports cars. It has also featured in television shows such as Mr Bean and (as the Mini Moke) in The Prisoner.

Timeline
August 1959: Introduction of the Austin Seven, Morris Mini-Minor and Morris Mini-Minor DL 2-door saloons, all with transversely mounted 848cc engine and 4-speed gearbox.
1960: Introduction of the Austin Seven Countryman and Morris Mini-Minor Traveller 3-door estates, both with 848cc engine from the saloon models.
1961: Introduction of the Austin Seven Super and Morris Mini-Minor Super 2-door saloons.
1961: Introduction of the Austin Mini Cooper and Morris Mini Cooper 2-door saloon, both with larger 997cc 55bhp engine.
January 1962: All former Austin Seven models now officially called Austin Mini.
1962: Introduction of the Morris Mini-Minor SDL 2-door saloon.
March 1963: Introduction of the Austin Mini Cooper 1071 S and Morris Mini Cooper 1071 S 2-door saloons, both with larger 1071cc 70bhp engine.
1964: Introduction of the Mini Moke.
April 1964: Introduction of the Austin and Morris Mini-Cooper 998, Mini-Cooper 970 S and Mini-Cooper 1275 S. 1275 S models have 1275cc 76bhp engine. Automatic transmission available as an option for the 998cc Austin Mini-Cooper 998 and 1275 S. Previous Mini-Cooper 997 and 1071 S models dropped.
1965: Mini Cooper 970 S discontinued.
October 1965: Automatic transmission now available as an option on standard Austin/Morris Mini and Morris Mini SDL.
October 1967: Mark 2 range launched with facelift and upgraded equipment. Austin Mini range as follows: 850, 1000, Cooper 998 and Cooper 1275 S 2-door saloons and 1000 Countryman 3-door estate. Morris Mini range as follows: 850, 850 SDL, 1000 SDL, Cooper 998 and Cooper 1275 S 2-door saloons and 1000 Traveller 3-door estate. Optional automatic transmission available on all Austin models (except 850) and Morris Mini 1000 SDL saloon.
October 1969: Separate Austin and Morris badging now merged into Mini 850/Mini 1000 badging. Range reduced to: 850, 1000, Clubman, Cooper S and 1275 GT 2-door saloons and Clubman 3-door estate. Optional automatic transmission available on all except 1275 GT.

Unproduced prototypes
A number of prototypes produced for vehicles based on the Mini but which never saw production are held and sometimes displayed at the British Heritage Motor Centre museum at Gaydon, Warwickshire. These included the Twini, a re-engineered four-wheel-drive Moke with two engines – one at the front and another at the back; the Austin Ant, a second attempt to produce a four-wheel-drive vehicle, this time using a transfer case; and a two-seater convertible MG edition of the Mini, cancelled due to it being perceived as competition for the MG Midget.

Exotic Minis and celebrities
In the 1960s and 70s, the Mini, in addition to being a cultural icon, also became a veritable ‘fashion statement’. Many celebrities of that era drove Minis that had been customised by famous British coachbuilders. Examples include Peter Sellers’ wicker side-panelled Mini built by Hooper (the Rolls-Royce coachbuilder) which appeared in his movie A Shot in the Dark. Ringo Starr’s hatchback designed by Radford who also built a Mini de Ville for Britt Ekland, Peter Sellers’ wife, with a special rear estate wagon door. Radford also built Mini de Villes for John Lennon, Marianne Faithfull and a psychedelic version that appeared in the Beatles movie Magical Mystery Tour owned by George Harrison who maintained it through the years and had it restored, including the art, prior to making an appearance with it at Goodwood as late as June 1998. Marianne Faithfull drove her duo-tone de Ville to the Law Courts to hear Mick Jagger’s appeal of his drug conviction in 1967. The same year John Lennon drove his de Ville hatchback to Apple studios after hearing of Brian Epstein’s death. In 1969 the Mini became an iconic part of the cult film The Italian Job. The exclusive (and expensive) Margrave and Margrave SE from Wood & Pickett should be mentioned, found at Mayfair dealerships in mod London and elsewhere.
Niki Lauda, Enzo Ferrari and Steve McQueen all owned (and regularly drove) Mini Coopers.

Kit cars and customisation
The cheapness, simplicity and easy availability of used Minis make it an ideal candidate for body replacement. There are over 120 Mini-based kit cars from various small companies and individual enthusiasts. There are also numerous dramatically modified Minis such as a set of three street-legal cars made up to look like giant oranges as a promotion for the Outspan company, a Mini that was made to look like a half-timbered cottage, complete with thatched roof and windows with curtains. Some enthusiasts have drastically shortened or lowered their cars to make them yet smaller – others make small versions of stretched limos, double-decker busses, monster trucks, motor homes and many other kinds of vehicles from used Minis.
Years after the Mini finally ended its production run, there are still ample third-party parts – both spares for restoration and performance parts for race tuning.
Given the low weight and good handling of the Mini it is also popular to do an engine swap putting in a modern, high performance engine like the Honda VTEC B16A2 or Suzuki Swift GTi and a rear mounted Yamaha R1 motorbike engine. Or the Vauxhall 16v 2ltr c20 XE “red top” engine

Awards
The Mini has won many awards over the years, perhaps the most notable include: “Car of the Century” (Autocar magazine 1995), “Number One Classic Car of All Time” (Classic & Sports Car magazine 1996) and “European Car of the Century” in a worldwide Internet poll run by the prestigious Global Automotive Elections Foundation in 1999. The Mini managed second place (behind the Model T Ford) for “Global Car of the Century” in that same poll.
In the end 5.3 million Minis were sold, making it by far the most popular British car ever made. Many of these are still on the road, with the remaining pre-1980s versions being firmly established as collector’s items.

Minis in the United States
Between 1960 and 1967, BMC exported approximately 10,000 left-hand drive BMC Minis to the United States. Sales were discontinued when stricter federal emission standards were imposed; BMC felt that it would be too expensive to make the Mini’s engine compliant. Similar legislation was later introduced in Europe, and the A-series engine, with minor modifications, proved perfectly capable of complying with it.
Despite this, a small band of enthusiasts keep the legacy of the original car alive in the U.S., where cars more than 25 years old are generally exempt from emissions regulations. Minis that were originally sold in the U.S. are becoming hard to find, so most of the restored Minis now running in the U.S. have been imported by individual enthusiasts – typically from Australia or New Zealand where the climate has limited the amount of rust formation and cars are available for relatively low prices. There is increasing difficulty in finding cars that are old enough to meet the 25 year emissions exemption and yet are still in a reasonable condition. This has led some unscrupulous importers into employing the Theseus paradox, in which they place the vehicle identification number (VIN) plates from older cars onto Minis that are less than 25 years old – claiming that the car was “repaired” by replacing every single part with the exception of the VIN plate. Such vehicles are termed “re-VINs” and are surprisingly common.

The new MINI
When production of the classic Mini ceased in 2000, BMW (the new owner of the brand) announced the successor to the Mini – which is variously called the “BMW MINI” or the “New MINI”. The brand name for the new car is MINI (written in capital letters).
Some Mini enthusiasts reject the claim that the MINI as the natural successor of the original car – others simply dislike it – yet others were amongst the first to buy the new MINI when it was launched. There are many reasons offered for the negative point of view. One notion is that the classic Mini could have continued in viable production for many more years had it not been ‘killed off’ to make way for the MINI. The new MINI is larger than the classic Mini. It is around 55 cm longer, 30 cm wider, weighing 1050 kg rather than 650 kg. That, together with the departure from the spartan minimalism of the original, has proven objectionable to some enthusiasts. Others resent the manner in which BMW took the Mini brand name from the Rover group. However, many Mini owners take the opposite view and embrace the new car as a logical succession of the original and view it as the only way the concept could have continued in the light of modern safety, emissions and manufacturing principles. Some Mini clubs go so far as to ban MINIs from their club meetings – others actively seek car enthusiasts from both camps. This spectrum of attitudes has been noted with other retro-car releases such as the Volkswagen Beetle and is far from being unique to the Mini community.
On 3rd April 2007, the one millionth MINI rolled out of the Oxford Plant after six years of production – just one month longer than it took the classic Mini to reach the same total in March 1965.

Popularity
At its peak, the Mini was a strong seller in most of the countries where it was sold, with the United Kingdom inevitably receiving the highest volumes.
It was a huge seller in the mini-car market, which it virtually monopolised until the arrival of the Hillman Imp in 1963. It comprehensively outsold the Imp, and it was 16 years before the Mini received a serious threat to its sales success. This threat came in the shape of the much more modern and practical Vauxhall Chevette of 1975, but the Mini continued to sell in huge volumes and was still very popular when its “replacement” – the Metro – arrived in 1980. By this time, the Mini’s design had been overtaken by numerous more modern and practical efforts, but it still offered sheer driving fun that was almost unbeatable in this size of car.
Although the Metro never actually replaced the Mini, production figures for the Mini dipped during the 1980s, and interest in the now-iconic design was not revived until the re-introduction of the famous Mini Cooper in 1989. This helped the car retain its desirability and driver appeal throughout the 1990s, right up to the end of production on 4 October 2000.
Seven years after its demise, the Mini is still a common sight on Britain’s roads, and the surviving pre-1980s models in particular are now widely regarded as collector’s items.

Safety
Active safety: Alec Issigonis designed the Mini with an emphasis on active safety. Asked about the crashworthiness of the Mini he said “I make my cars with such good brakes, such good steering, that if people get into a crash it?s their own fault and “I don’t design my cars to have accidents” .
Issigonis focused on active safety, therefore he provided the Mini with excellent handling .
Passive safety: According with the latest Road accident statistics on a model-by-model basis published by the British government, the Mini is the car that offers least driver protection among those studied in the case of a two car accident. These statistics do not address the risk of getting into an accident (i.e., the active safety), nor the outcome of single vehicle crashes.
Murray Mackay, the Britain?s first automobile accident investigator said this about the Mini that was being sold before 1967 (the year the Mini stopped being sold in the U.S. market):
The filler cap gets sheared off, you?ve got fuel pouring out, you?ve got an electrical source and you?ve got a big fire immediately. The door latch is just like an ordinary house latch so if the door gets stretched, then the door just open out and people will be ejected and fall out without any resistance at all…[]…The engine comes back against the far wall and then the whole lot comes forward into the interior of the vehicle. So we said some very unpleasant things about the Mini in the local newspapers…[]…the Mini was a failure in North America. It was withdrawn because it couldn?t meet even the safety regulations at that time
The BBC also claimed that the Mini failed to meet the 1968 U.S. safety regulations, and was never updated to comply with those regulations.. Other sources also claim that the Mini was withdrawn from the U.S. market in the 1960?s due to its inability to pass new safety and pollution regulations .
The 1974 Mini Clubman SRV4 Experimental Safety Vehicle featured a longer crumple zone.
Jack Daniels, the engineer who helped in the design of the Mini and retired in 1977 , also had a hand in the safety improvements he said the Mini benefited in the 1970s:
The last job I had when I was in the factory was there was to have a go at even further safety for the Mini. They were trying to make all cars, including the Mini, strong enough to absorb shocks of up to 40 m.p.h. We got the Mini up to 38 miles per hour, which is something like 80 per cent stiffer than it was before
The magazine Which? lists the Mini among the 5 worst cars for safety since 1983.
Several times it was thought that safety regulations would prevent the production of Minis. Safety improved in 1996, with the introduction of Airbags and side impact bars . The Mini, challenged by increasingly demanding European safety and pollution standards, was planned by British Aerospace to be taken out of production in 1996, but BMW choose to invest to keep the Mini legal until the launch of the MINI

The Pontiac Firebird was a pony car built in various guises by the Pontiac division of General Motors between 1967 and 2002.
The Firebird was introduced in the same year with its platform-sharing cousin, the Chevrolet Camaro. This coincided with the release of the Mercury Cougar, which shared its platform with another well-known pony car, the Ford Mustang.
The vehicles were, for the most part, powered by various V8 engines of different GM divisions. While primarily Pontiac-powered until 1977, Firebirds were built with several different engines from nearly every GM division until 1982 when all Pontiac motors were dropped in favor of corporate motors.

First generation (1967-1969)
The first generation Firebirds had a characteristic “coke-bottle” styling. Unlike its cousin, the Chevrolet Camaro, its bumpers were integrated into the design of the front end and its rear “slit” taillights were inspired by the Pontiac GTO. Both a two-door hardtop and a convertible were offered through the 1970 model year (the next generation, minus the convertible, being announced as 1970? models). Originally the car was a “consolation prize” for Pontiac, who had initially wished to produce a two-seat sports car of its own design, based on the original Banshee concept car. However, GM feared such a vehicle would directly compete with Chevrolet’s Corvette, and the decision was made to give Pontiac a piece of the pony car market by having them share the F-body platform with Chevrolet. Somewhat disappointed at management’s decision, Pontiac went about re-making the F-body in their own image with both styling and engineering changes.
The base model firebird came equipped with the OHC Inline 6 and a 1bbl carburetor.The next model, the Sprint, had a four-barrel carburetor, developing 215 hp (160 kW). But most buyers opted for one of the V8 engines: the 326 in? (5.3 L) with a two-barrel carburetor producing 250 hp (186 kW); the “H.O.” (High Output) engine of the same displacement, but with a four-barrel carburetor and producing 285 hp (213 kW); or the 400 in? (6.6 L) from the GTO with 325 hp (242 kW). A “Ram Air” option was also available in 1968, providing functional hood scoops, higher flow heads with stronger valve springs, and a different camshaft. Power for the Ram Air package was the same as the conventional 400 H.O., but the engine peaked at a higher RPM. The 230 in? (3.8 L) engines were subsequently replaced by 250 in? (4.1 L) ones, the first developing 175 hp (130 kW) using a single barrel carburetor, and the other a 215 hp (160 kW) engine with a four-barrel carburetor. Also for the 1968 model, the 326 in? (5.3 L) motor was replaced by one with a displacement of 350 in? (5.7 L). A “H.O.” version of the 400 in? (6.6 L) with a revised cam was also offered starting in that year, developed 330 hp (246 kW). Power output of the other engines was increased marginally. In 1969, a $725 optional handling package called the “Trans Am Performance and Appearance Package,” which included a rear spoiler, was introduced. Named after the Trans-Am Series, the name was used without permission and the SCCA threatened to sue. But GM settled the deal by paying US$5 to the SCCA for every car sold. Of these first “Trans Ams,” only 689 hardtops and eight convertibles were made. There was an additional Ram Air IV option for the 400 in? engine during that year, complementing the Ram Air II; these generated 345 and 335 hp respectively.
Bodywise, the styling difference from the 1967 to the 1968 model was the addition of Federally-mandated side marker lights: for the front of the car, the blinkers were made larger and extended to wrap around the front edges of the car, and on the rear, the Pontiac (V-shaped) Arrowhead logo was added to each side. Also, Pontiac stopped using wing-windows and started using single panes on the doors. The 1969 model received a major facelift with a new front end design made of an Endura bumper housing the headlights and grilles. Inside, there was a revised instrument panel and steering wheel. Also, the ignition switch was moved from the dashboard to the steering column with the introduction of GM’s new locking ignition switch/steering wheel.
Due to engineering problems that would ultimately delay introduction of the all-new 1970 Firebird beyond the usual fall debut, Pontiac continued production of 1969-model Firebirds into the early months of the 1970 model year – until the end of calendar year 1969 (the other 1970 Pontiac models had been introduced on September 18, 1969). In fact, by late spring of 1969, Pontiac had deleted all model-year references on Firebird literature and promotional materials, anticipating the extended production run of the then-current 1969 models.
The first generation Firebird could be easily distinguished from the Camaro with its four round headlamps, whereas the Camaro only had two.

Second generation (1970-1981)
The second generation appeared for the 1970 model year as a mid-year introduction on February 26, 1970 – but was officially designated by Pontiac as a 1970 model, not a 1970-1/2 as many sources have reported through the years. Replacing the “Coke bottle” styling was a more “swoopy” body style, with the top of the rear window line going almost straight down to the lip of the trunk lid – a look that was to epitomize F-body styling for the longest period during the Firebird’s lifetime. The new design was initially characterized with a large C-pillar, until 1975 when the rear window was enlarged. There were two Ram Air 400 engines for 1970: the Ram Air III (335 hp, 366 hp in GTO) and the Ram Air IV (345 hp, 370 hp in GTO) which were carried over from 1969. A distinctive, slant-nose facelift occurred in 1977, redone somewhat in 1979. From 1977 to 1981, the Firebird used four square headlamps, while the Camaro continued to retain the two round headlights that had previously been shared by both Second Generation designs.
The 455 engine available in the second generation Firebird Trans Am was arguably the last high-performance engine of the original muscle car generation. The 455 engine first made its appearance in 1971 as the 455-HO. In 1973 and 1974, a special version of the 455, called the SD-455, was offered. The SD-455 utilized leftover components from Pontiac’s 366 NASCAR engine, and was built as a full-bore racing engine that produced over 540 hp; the engine was subsequently “toned down” to appease the EPA and to meet GM’s own strict power policy, which at the time required that no GM vehicle exceed 300 hp. As a result, the PMD engineers listed the SD-455 at 290 hp, but in reality it was producing, in final form, 371 hp SAE NET (or approximately 440 gross horsepower). What made this engine even more appealing was the ease with which it could be returned to its 500+ horsepower form. The SD-455 is often considered the last of the true muscle car engines and, by many, considered to be the most powerful factory Pontiac engine ever produced. Pontiac offered the 455 for a few more years, but tightening restrictions on vehicle emissions guaranteed its demise. Thus, the 1976 Trans Am was the last of the “Big Cube Birds,” with only 7,100 units produced with the 455 engine.
In 1974, Pontiac offered an inline-6, a 185 hp 350 in? V8, and 175 to 225 hp 400 in? V8 engines. The 455 produced 215 and 250 hp while the SD-455 produced 290 hp. The 400, 455, and SD-455 engines were offered in the Trans Am and Formula models during 1974, but the 400 and 455 engines were the only other options in the 1975 and 1976 models. In 1976, Pontiac celebrated their 50th Anniversary, and a special edition of the Trans Am was released. Painted in black with gold accents, this was the first anniversary Trans Am package and the first production Black and Gold special edition. In 1977, Pontiac offered the T/A 6.6 Litre 400 (RPO W72) rated at 200 hp, as opposed to the regular 6.6 Litre 400 (RPO L78) rated at 180 hp. In addition, California and high altitude cars received the Olds 403 engine, which offered a slightly higher compression ratio and a more usable torque band than the Pontiac engines of 1977.
Beginning in 1978, Pontiac engineers reversed years of declining power by raising the compression ratio in the Pontiac 400 through the installation of different cylinder heads with smaller combustion chambers (taken from the Pontiac 350). This increased power by 10% for a total of 220 during the 1978-79 model years. The 400/403 options remained available until 1979, when the 400 in? engines were only available in the 4-speed transmission Trans Ams and Formulas (the engines had actually been stockpiled from 1978, when PMD had cut production of the engine). 1979 marked the 10th Anniversary of the Trans Am, and a special anniversary package was made available: silver paint with a silver leather interior. The 10th Anniversary cars also featured a special Firebird hood decal, which extended off of the hood and onto the front fenders. In 1979 Pontiac sold 116,535 Trans Ams which still holds the record to this day. In 1980, due to ever-increasing emissions restrictions, Pontiac dropped all of its large displacement engines.
1980 therefore saw the biggest engine changes for the Trans Am. The 301, offered in 1979 as a credit option, was now the standard engine. Options included a turbocharged 301 or the Chevrolet 305 small block.
In the final year of the Second Generation Firebirds (1981), Trans Am still used the same engines as it had in the previous model year, with the only change being the addition of a new electronic carburation system.

Third generation (1982-1992)
The third generation F-body weighed less than its predecessor and offered sleek, aerodynamic styling that was particularly reflected by the Firebird. GM’s CCC (Computer Command Control) engine control system also continued to evolve, simultaneously increasing engine performance, raising fuel economy, and lowering emissions. This combination of factors helped the Third Generation Firebird to re-energize its fading pony car image.
The third generation Firebirds took flight with three models: Firebird, Firebird S/E, and Firebird Trans Am. The Firebird was the base model, equivalent to the Camaro Sport Coup?; the Firebird S/E was the mid-trim-level version, which could actually be loaded with as many options as the Trans Am; and the Trans Am, of course, was the performance-level Firebird. The Firebird and Camaro had been completely restyled, with the windshield slope set at 60 degrees (about 3 degrees steeper than anything GM had ever tried before) and for the first time, a large, glass-dominated rear hatchback. Two pop-up headlights, a first on the F-Body cars, were the primary characteristic that distinguished the Firebird from its Camaro cousin; the Firebird would retain this styling characteristic until the end of production in 2002.
In addition to being 500 lb (227 kg) lighter, the Third Generation Firebird was the most aerodynamic production Firebird to date. Wind tunnels were used to form the body shape, and the aerodynamic developments extended to the finned aluminum wheels with smooth caps and a functional spoiler. The Trans Am received a “Turbo Bulge” hood, styled loosely after the earlier Turbo Trans Am. In fact, plans had originally been made to use the Pontiac 4.9 Turbo, but they were scrapped at the last minute. However, the hood bulge remained and was made functional for the Crossfire-injected 305. While the S/E could be had with every option the Trans Am could, it didn’t use the bulged hood. Leather seating was also available on all models. Firebirds were available with several engines: the standard fuel-injected 90 hp 2.5L 4 cylinder Pontiac “Iron Duke” (this marked the first time a 4-cylinder engine was offered in the Firebird); a 102 hp 2.8L V6; and two 5.0L V8’s. The first and most common was the LG4, a basic carburetor-equipped 305 producing 145 hp. The other was a new fuel-injected 305, which employed a fuel injection system similar to that used in the 1982 Corvette’s 5.7L, and produced 165 hp. The base Firebird came standard with 14-inch steel wheels; 14-inch aluminum and 15-inch aluminum wheels were available on the S/E and Trans Am models. Pontiac had also hoped to drop all the “Trans Am” badges from the new cars to save royalties paid to the SCCA for use of the name. Early promotional cars were marked “T/A” as an alternative, however the production cars came marked as “Trans Am” regardless. The WS6 option, available on the S/E’s and Trans Ams, included 4-wheel disc brakes, P215/65R15 Goodyear Eagle GT radials with 15-inch cast aluminum wheels, stiffer springs, thicker front and rear sway bars, a high ratio 12.7:1 steering box, and limited slip rear differential.
The Trans Am came standard with one of the two 305 Chevy V8’s, as Pontiac V8’s were no longer being produced. The four-speed manual transmission came mated to the four-barrel-carbureted version that put out a milquetoast 145 hp, while the Crossfire-injected 305, rated at 165 hp, came with the automatic transmission. But with either drive train, the newest Trans Am was still no match for the 5.0L Mustang GT that took the performance car revival by stampede that year thanks to its 157 hp High Output 302 (the Mustang was much lighter than the Camaro or Firebird, and the 302 engine had a much better assortment of high performance parts than the Chevy small block forced on Pontiac).
Still, with its dimensions reduced, wheel base shortened, and weight reduced, the Third Generation Firebird was also the closest yet in size to the original 1967 model. Road & Track selected the 1982 Firebird Trans Am as one of the “12 Best Cars” in the world (along with its cousin, the Camaro). It won “Best Sports GT” category in the $11,000 to $14,000 range (also along with the Camaro).
A modified black 1982 Firebird Trans Am appeared in the television series Knight Rider as KITT, voiced by William Daniels. For the reunion movie Knight Rider 2000, KITT underwent a makeover and became the “Knight Industries 4000,” a modified red Pontiac Banshee.
1983
The Firebird remained basically unchanged from the previous model year. All automatic-transmission Firebirds now received a T-handle shifter knob, and the shift indicator changed for the Automatic Overdrive 700-R4. Midyear, the L69 high output 305 was introduced. This carbureted 190 hp V8 was virtually identical to the L69 engine in the Camaro Z28, but used a different air cleaner assembly (instead of the Camaro’s dual-snorkel air cleaner, the Trans Am received yet another functional cold air intake, designed to utilize the bulged hood).
In its second year, the Third Generation Trans Am was selected as the Daytona 500 Pace Car, and Pontiac offered a total of 500 Daytona Pace Car replicas through their dealerships. The limited-edition cars featured full body ground effect skirts that extended around the entire car. The front bumper grills were replaced with molded plastic panels, with the “Trans Am” script on the right-hand panel. Also included were Recaro leather/suede seats, special 15-inch “AERO” wheels with smooth covers, red gauge lighting, leather appointments, “Daytona 500″ graphics, and a unique white and charcoal paint scheme. The pace cars were only available with the LU5 Crossfire-injected 305 with an automatic, or the LG4 carbureted 305 mated to a 5-speed manual. Other special packages were also available such as the Recaro trim package, which included the Recaro seats, and black paint with gold highlights.
1984
The Trans Am was now available with the same ground effects package used on the 1983 Daytona Pace Car replica; the grill inserts in the front fascia were replaced with solid pieces, and new 20-slot, 15-inch aluminum wheels were also available. For the fifteenth anniversary of the Trans Am, Pontiac released another special, limited-edition Trans Am: using the same body as the 1983 Pace Car replicas, but with new 16-inch, 20-slot, convex aluminum wheels and Goodyear P245/50VR16 unidirectional tires (the new wheel/tire combo being very similar to the Corvette’s P255/50ZR16 arrangement); it marked the first appearance of 16-inch wheels on the Third Generation F-body, and was also the first Pontiac to come with 16-inch wheels. The 1,500 15th Anniversary Trans Ams also included an upgraded WS6 suspension, with a new 25 mm rear sway bar (as opposed to the ordinary WS6’s 23 mm bar). Other features included: gray multitone and white leather Recaro interior; a special steering wheel and shifter, and parking brake handle; white-striped taillight lenses; white wheels; special blue stripes and blue hood decal; 4-wheel disc brakes; and T-tops. The only available V8 engines were the LG4 and L69.
1985
All Firebird models underwent redevelopment to boost sales as a number of power train improvements were introduced. The LB9 Tuned Port Injection (TPI) 305 was released, replacing the 305 H.O. as the high-output engine: using a tuned runner design, the LB9 produced 215 hp, which brought it suitable attention from buyers despite being unavailable with a manual transmission. The carbureted V6 was replaced with a new, multi-port fuel-injected 2.8L V6 making 135 hp. A Borg-Warner 9-bolt differential was made available for the first time, and the new positive traction rear end was said to be stronger than the Dana 44. The interior evolved with the addition of new, Recaro-styled seats; a new dash with redesigned gauges that used an embossed graph patterned background; new door panels; a new T-handle shifter for automatics; a new, more ergonomic console; an updated stereo; a dash-mounted map pocket; and a new, more ergonomic steering wheel. Further attempts to put the Trans Am into higher regard included a new digital dash and a new overhead console. The console included two manually adjusted reminder wheels, a positionable map light, a removable “Firebird” flashlight, and a small pocket for a garage door opener or sunglasses. The T-tops were also redesigned to use a pin-mounting arrangement rather than the earlier latch-based setup. The Trans Am drag coefficient was measured at 0.32 but was as low as 0.29 with the standard Aero wheels instead of the High-Tech turbo aluminum rims. At the time, it was the most aerodynamically-efficient car GM ever produced.
The Firebird received a restyled nose with wrap-around inserts known as “bumperettes” to replace the old grille/solid inserts; wrap-around “bumperettes” were also added to the rear bumper. The Trans Am “Turbo Bulge” hood was discontinued in favor of a new flat hood with twin louvered “nostrils” that were non-functional. Trans Am also received a restyled nose with integral fog lights and newly redesigned ground effects now standard, and its new “low density” taillight lenses have a grid-style pattern rather than the now-familiar “slit” or “louvered” pattern. The Trans Am now received the 15th Anniversary WS6 suspension as standard, which had been upgraded with the new, larger sway bars, and aluminum 16-inch, 20-slot wheels were made available on all Trans Ams. The Recaro option package was no longer available, but Recaro seats still were.
1986
All Firebirds received center, high-mounted stop lamps to comply with Federal legislation; these were placed on top of the back hatch window. New tail light lenses were now introduced on the base Firebird, completing the replacement of the “slit” or “louvered” taillight lenses that had been a Firebird signature since 1967. The 2.5L 4-cylinder engine was dropped, replaced by the multi-port fuel-injected 2.8L V6 as the standard engine. The Firebird S/E model was discontinued. A new, optional rubber/vinyl wrap-around rear wing was introduced on Trans Am (available only in black; as these wings aged, these and those offered on subsequent model-year vehicles would suffer from cracking and splitting problems). Mid year, Pontiac introduced a new light-weight, cross-lace wheel rim, available for the Trans Am.
Only 26 Trans Ams with the 305 H.O L69 were built in 1986; it was discontinued because of fuel boiling problems(www.thirdgen.org)The 305 TPI engine output was decreased from 215 hp to 190 hp, however, the L98 TPI 350, rated at 225 hp, made its mid-year appearance in the Trans Am. Paint RPO’s were changed to reflect the new base-coat/clear-coat paint process. American Sunroof (ASC), licensed by Chevrolet to build the 1987 Camaro convertible, also built 3 1986 Trans Am convertibles as a “design exercise.”
1987
The Firebird body remained basically unchanged. All center, high-mounted stop lamps were relocated to a new position between the spoiler and the rear deck lid, and the large Firebird hood emblem disappeared forever. All V8’s now received factory roller camshafts, and faced with consumer demands for more power, GM officially released the new 5.7L with tuned port fuel injection. Available only with an automatic transmission, it produced 225 hp and takes the top performance seat from the 5.0L TPI. L69 production is stopped, leaving the LG4 as the only remaining carbureted V8 used in the F-body. Trans Am GTA (Gran Turismo Americano) was introduced, available with the LB9 305 TPI engine (which was returned to 215 hp) or the L98 350 TPI. Gold 16-inch, flat-mesh, diamond-spoke wheels were standard on GTA, with 16-inch, 20-slot wheels standard on Trans Am. Firebird Formula was re-introduced, available with a choice of V8’s (LG4, LB9 305 TPI, or L98 350 TPI), 16-inch convex wheels, and the earlier Trans Am “Turbo Bulge” hood. The wrap-around wing was updated and now standard on Trans Am and Formula; the regular, flat-surfaced spoiler from earlier Trans Am models was now made standard on Firebird. Trans Am and Formula were also offered with an optional 140 mph speedometer.
The Trans Am GTA was Pontiac’s pride and joy with a standard 5.7L 350 Tuned Port Injection (TPI). The engine itself was pulled directly out of the C4 Corvette, which itself began using the engine in 1985, and gave the GTA performance numbers comparable to GM’s flagship performance platform from whence it came. The GTA came with a standard TH-700R4 (4L60) automatic transmission, A/C, new seats with inflatable lumbar and side bolsters, special door panels, epoxy-filled emblems, body-colored ground effects, a special GTA horn button, and the legendary WS6 performance handling package. All of these options were packaged into the Trans Am under the RPO code Y84, and the model was produced until the end of Third Generation F-body production in 1992.
Finally, Pontiac offered a Firebird/Trans Am convertible, built after-market by ASC (of ASC McLaren fame) along-side the new Camaro convertible.
1988
The Firebird remained basically unchanged. The 170 hp LG4 carbureted 5.0L V8 was dropped in favor of the new 170 hp L03 5.0L V8 with throttle body injection. All V8’s engines received serpentine belt systems and the A/C compressors were moved to the passenger’s side of the engine, de-cluttering the engine compartment. The Firebird Formula received new high tech 16×8″ aluminum wheels with distinctive silver “WS6″ center caps. The GTA wheels were slightly restyled, and the convex 16-inch wheels were dropped as all Trans Ams received the 16×8″ diamond-spoke aluminum rims, available in different colors (white, red, charcoal, and black) in addition to the GTA’s gold. The GTA received new a steering wheel with integral radio controls. The Trans Am was made available with body-colored ground effects like those on the GTA. The optional convertible model also carried over, and now optional on the GTA was a new “notchback” hatch: rather than the large, glass hatchback that had been common to the Third Generation Firebird, the optional notchback consisted of a fiberglass trunk lid with a small, flat, vertical glass window. The notchback also incorporated redesigned rear seatbacks with integral headrests. The notchback became popular with onlookers, who often assumed the notchback-equipped GTA was a Ferrari, thereby encouraging some owners of the type to dub their GTA the “Ferrari Back.” Many Trans Am owners were unaware that the $800 notchback option was even available, and for those who were, the vehicle typically had to be ordered from the factory, on a six-month waiting list, as the notchback was retrofitted to the vehicle. In rare instances, a dealership would get a notchback-equipped GTA on their lot. Another reason for the relative obscurity of the notchback is that the sales information was not very well disseminated to Pontiac salespeople, so many of them had no idea it was available as an option. As attractive as the notchback was, GTA owners were constantly plagued with structural and cosmetic issues with the design. The fiberglass would blister, causing surface bubbles resembling a bad case of acne. The Pontiac repair solutions were simply to sand the notchback down and repaint it, but the problem would always return, and GTA owners could expect multiple trips in order to achieve a final repair of the problem, or to have a new notchback installed. The notchback was intended to carry over and be standard-issue on the 1989 20th Anniversary GTA, but the plan never materialized; the aforementioned quality control issues apparently caused GM not to carry it over to the next year..
1989
GM made a new dual catalytic converter exhaust system (RPO code N10) available, freeing up 13% more power from some LB9- and L98-equipped Formulas and Trans Ams; so equipped, LB9 engine output was increased to 230 hp while the L98 increased to 240 hp. The N10 option remained available throughout the balance of the Third Generation production run, however the L98 powerplant was only available with an automatic transmission, whereas the LB9/N10 combination could only be coupled to a 5-speed manual (RPO code MM5) and a limited-slip differential (RPO code G80) using a 3.45 performance axle ratio (RPO code GM3). According to a March 1990 (Vol. 35, No. 9) Car and Driver article, when the latter set of options were combined into the relatively unassuming (and 300-pounds-lighter) Formula body, which shared same WS6 suspension with the top-end Trans Am GTA, it created a “sleeper” Firebird that could out-perform the heavier Trans Am GTA (even when equipped with the L98 engine) – at a roughly 30% lower sticker price. Car and Driver also reported that, aside from the special-edition Turbo Trans Am, offered only in 1989, these “sleeper” Formulas were the fastest Third-Generation Firebirds – capable of accelerating from 0-60 mph in under 7 seconds (quite impressive for the day). Although not an exhaustive comparison, these claims would seem to be supported by a simple examination of the weight-to-power ratios of both models: a 230 hp Formula at a curb weight of 3,300 lb (1,497 kg) versus a 240 hp Trans Am GTA at a curb weight of 3,600 lb (1,633 kg); the weight-to-power ratio for the Formula is 14.3 lb/hp compared to 15.0 lb/hp for the Trans Am GTA. According to the same Car and Driver article, very few of these “sleeper” Formulas hit the streets; only about 50 were built each model year, as almost all LB9-equipped Formulas came with an automatic transmission – which disqualified them from receiving the high-performance N10 and GM3 options.
Firebirds optioned with T-tops received new Lexan plastic tops. The new tops were lighter in weight and tinted darker, but were more dome shaped and aged rapidly. GM replaced many sets with tops made of glass under warranty, but the Lexan tops continued as standard-issue through 1992. All Firebirds optioned with rear disc brakes now received PBR brake calipers and larger brake rotors, which resolved issues encountered with previous-model rear discs and increased stopping power. Introduction of GM’s Vehicle Anti Theft System (VATS) or PASS-Key made all Firebirds more theft-resistant. The system was adapted from GM’s higher-end Corvette and Cadillac vehicles in response to an escalating trend among car thieves to target the Camaro and Firebird. VATS incorporated a small resistor into the ignition key shaft which was read by a sensor when the key was inserted. VATS-equipped cars also displayed anti-theft system warning decals in the lower rear corners of the side windows. A new CD player was offered, shoulder belts were added in the back seat, and the convertible model carried over.
The Trans Am was selected to pace the Indianapolis 500, and Pontiac marketed another pace car replica. This special, 20th Anniversary Turbo Trans Am (TTA), based on the GTA, was only available in white with a tan interior, and came equipped with the turbocharged Buick 3.8L V6, originally developed for the Buick Regal Grand National. At the time, these replicas were as close to the actual pace car as any replica previously offered; the only differences between the replica cars and those that actually were on the track during the race were the additions of strobe lights and safety equipment to the latter. 1,555 were produced, 5 of those being test cars. Out of 1,550 cars produced by PAS, the actual pace cars were randomly selected and sent to Indy for testing and modification, and when the TTA was released to the public, they were underrated in power. Not all came with T-tops or with leather interior; there were hardtops and cloth-interior cars. But every TTA had an automatic transmission – the 200R-4. Still, the TTA was, at the time, widely regarded as the fastest production car in existence – ironically a title it had briefly (at least for 1989) usurped from its GM stablemate that had supplied the engine: the Buick Regal Grand National (although as noted above, the LB9/N10/MM5/GM3-equipped Formula was quite possibly a close contender as well). 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. 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.
TTA production figures:
1,321 T-Top & Leather Interior
187 T-Top & Cloth Interior
24 Hardtop & Leather Interior
15 Hardtop & Cloth Interior (Base)
3 Convertible (prev. T-Top) & Leather int.
4 Test Cars with T-Top & Cloth Interior
1 Test Car with Hardtop & Leather Interior
1990
A driver’s side air bag was made standard. The Firebird interior again received a re-design, this time the changes were much less drastic: the lower dash and under-dash panels were altered, and accessory switches were moved to a new panel above the heater and radio controls. The console got a new shift indicator and different leather boot, steering wheel mounted radio controls disappeared from the GTA (due to the addition of the airbag), and the L98 engine was no longer offered in the convertible due to purported torque limitations in the unibody construction. LB9 and L98 platforms were updated with new speed density fuel injection, and the elimination of the MAF sensor reduced production costs and supposedly improved performance.
Like the Camaro, the 1990 Firebird only received a half-year production run, as Pontiac labored to release the re-styled 1991 model.
1991
All Firebirds received re-styled noses loosely fashioned after the “Banshee IV” show car while Pontiac was developing the all-new Fourth Generation platform. The Trans Am’s ground effects were re-styled as well, and were made available on the base model Firebird. The Trans Am and Firebird Formula received a new fiberglass-constructed, flat, wrap-around wing, and all L98-equipped cars now received the N10 dual catalytic converters as standard. The Trans Am and GTA received updated two-piece tail lights with “PONTIAC” scripted in orange across the panels, and the center, high-mounted stop lamps were moved to inside the top edge of the rear hatch. The Firebird convertible was now being built on the same production line as the coup?s (previously, ASC had been converting customer/dealer ordered T-top cars, and the convertible option was not officially offered through GM), and was offered with one of three engine options: the LHO 3.1L V6, the L03 5.0L V8, or the LB9 5.0L V8. Production improvements led to use of new body sealants that improved body rigidity, long a source of complaints with the Third Generation F-body.
The new styling brought higher sales figures, up from the previous model year.
1992
This marked the final production year for the Third Generation platform, and as release of the Fourth Generation model was imminent, Pontiac made few changes to the Firebird. Mid-year, TPI-equipped cars only received blank throttle body plates rather than ones that had been marked “TUNED PORT INJECTION” on similar engines in prior model years; and black-painted valve covers replaced the silver components from previous years. As use of the L98 in the Corvette had come to an end, rough-cast runners found their way into L98-equipped Firebirds, and some cars received special rubber snubbers on the rear hatch frame that were designed to make the hatch more stable. Ultimately, very few Trans Ams, GTA’s, and Formulas were produced in this model year, as most buyers were waiting for the next-generation models.
Beginning in this year, a company named SLP Performance Parts modified a factory-built Formula into what they called the “Firehawk”. Once a Formula had been order or purchased, this limited-availability option (RPO code B4U) could be specified, and the vehicle was sent to SLP to be modified. No two cars SLP produced were alike; they all were special orders. SLP had anticipated making 250 of these special Firebird Formulas, but in fact, only 27 were ordered; and of those, only 25 were ever built (numbered 1-25 for hardtops – with numbers 18 and 23 never being built – and the ONLY Firehawk Convertible was numbered 27). Of those 25 Firehawks, 21 were “Mandatory” Red, 1 Aqua, 1 White, 1 Blue, and 1 Green; 11 had the Competition Package, 3 came with Aluminum Engine Blocks, 1 had T-Tops, and as previously stated, 1 was a Convertible.
FIREHAWK SPECIFICATIONS
Standard Features: $39,995
SLP modified 350 engine rated at 350 hp @ 5500 rpm and 390 ft/lbff @ 4400 rpm
17″X9.5″ Ronal Rims with Firestone Firehawk SZ P275/275/40 ZR17 tires
ZF 6-speed manual transmission with carbon fiber clutch
Stainless catalytic converter exhaust system
A performance Dana 44 rear axle with 3.54:1 Posi-gears
Special Firehawk badging decals and numbered plaque
Competition Package: $9,995
Cross-drilled 13 in Brembo Ferrari F-40 brakes
Full roll cage minus the back seat
Aluminum hood
Recaro racing seats with full harnesses by Simpson and rear seat delete.
Engine:
4-bolt main engine block
Forged steel crankshaft
1053 alloy, forged steel “Pink” connecting rods
Light-weight, high-silicon, cast aluminum pistons
Steel billet hydraulic roller camshaft
High-output aluminum cylinder heads with stainless steel valves
Port injection intake manifold designed by Ray Falconer
Performance:
Weight-to-power ratio: 9.7 lb per hp
Acceleration (0 to 60 mph): 4.6 seconds
Quarter mile: 13.2 seconds @ 107 mph (172 km/h)
Top speed: 160 mph (260 km/h)
Skid pad: 0.88g on full tread

Fourth generation (1993-2002)
The fourth generation F-body continued the aerodynamic formula initiated by the previous generation, but while still a desirable sports car, it fell victim to declining sales. As before, the Camaro kept the exposed headlights and the Firebird its pop-up units, with some minor changes. The overall styling of the Firebird more strongly reflected the “Banshee IV” concept car than the 1991 “face lift” received by the Third Generation model.
From 1993 until 1995 (1995 non-California cars), Firebirds received a 3.4L V6 with 160 hp, or the 5.7L 275 hp LT1 V8. The 1993 Firehawk (only available in Formula trim for 1993) received the SLP package with a functional hood scoop and other performance enhancements that increased power to 300 hp. Only 201 were built for 1993, and they routinely out-performed 1993 Corvettes, leading many to believe that the power rating was purposely underrated to allow the Corvette (also rated at 300 hp for the 1993 model year) to be the listed “king of power” (and price tag) for that year. In fact, the LT1 in the Formula and Trans Am was very similar to the one in the Corvette C4, except with 2-bolt mains and a more restrictive intake/exhaust system.
1994 marked the 25th Anniversary of the Trans Am, and another Anniversary Edition was released, painted white with a single blue stripe down the center of the vehicle – clearly reminiscent of the 1970 Trans Am.
1995 models were the same as that of previous years, but traction control (ASR: Acceleration Slip Regulation) was now available.
1995 (special).A freer intake/exhaust was available similar to that of the Chevrolet Corvette giving 310hp on very few models. These models were able to accelerate from 0-62mph in 4.9sec and cover a quarter-mile in 13.2@110mph. The ‘Perform Transmission’ button which are available in the 310hp Trans Am gave a 25% increase of torque with every kickdown. Giving a maxium of 350lb-ft of torque. Although the redline on the tachometer is 5000rpm, they were capable of 7000rpm.
1996 and later models had a 200 hp 3.8L V6 as the base engine, and the power rating of the LT1 had been raised to 285, thanks to a new dual catalytic converter exhaust system which was offered in previous years by order only.
The very rare 1997 Firehawk LT4 model made by SLP Performance Parts and sold through Pontiac dealerships had 330 hp (243 kW) and 340 ft/lbff (459 Nm) of torque.
In 1998, the Firebird received a “face lift” dominated by a new front fascia (now with four pop-up headlights) as well as other modifications, the most significant of which was the introduction of the latest Corvette small block V8 engine, the LS1. Initially, the color “Bright Purple Metallic” had been available, however it was discontinued due to production issues with the paint. The color was replaced with “Navy Blue Metallic,” but not before a total of 12 Trans Am models with the WS6 Ram Air package (10 coup?s and 2 convertibles) made it out of the factory dressed in “Bright Purple Metallic.” For 1998-2002 Pontiac utilized the same heavy duty brakes, steering ratios, fuel pumps and shocks (non-WS6) on both V6 and V8 models.
1999 marked the 30th Anniversary of the Trans Am, commemorated by another white Anniversary Edition, this time with twin blue stripes which more closely patterned the original paint scheme of the 1969 Trans Am.
The final model year of the Firebird, 2002, offered a distinctive “Collector’s Edition” Trans Am, painted yellow. Like the Chevrolet Camaro, the Fourth Generation Firebird and Trans Am were built in Sainte-Th?r?se, Quebec, and the plant closed down after producing the last F-body cars.
The LS1 Firebirds, despite their poor sales, were among the fastest ever produced. Outfitted with the all-aluminum 5.7L V8 from the Corvette C5, and producing 305 HP @ 5,200 rpm; 335 ft lb , 454 Nm @ 4,000 rpm (310 after 2000) or 320 hp (325 after 2000) in the WS-6 “Ram Air” version, these Fourth Generation Firebirds could out-perform just about any of their predecessors (including the original “muscle car” Firebirds). In 2001 and 2002, models equipped with a V8 received the higher-flow LS6 intake manifold and a higher-performance clutch. Firebird enthusiasts believe these engines were underrated by the factory, and that these cars often produce up to 40 horsepower (30 kW) more than rated. The rare Firehawk model, made by SLP and sold through Pontiac dealerships, had 330 hp (335 after 2000, 355 in late 2002 models). Even the last of the V6-equipped Firebirds were rated at an impressive 205 hp, which was more than some of the earlier-generation V8’s could muster (in fact, the final V6 Firebirds are as quick as almost any V8-equipped Firebird produced before 1990). Average quarter-mile elapsed times for the Fourth Generation Firebirds were reported as 15.2 seconds at 90 mph (140 km/h) for V6-equipped vehicles, and 13.2 seconds at 110 mph (180 km/h) for those with the V8; in the hands of an experienced driver, the latter cars have even been known to “crack” the 12-second quarter mile mark. Top speeds for both the V6 and V8 versions were generally governed according to their factory tire ratings, which were typically 118 mph (190 km/h) for the V6 models. However, with the governor programmed out and applying V8 speed rated tires, V6 Firebirds will reach in excess of 130 mph (210 km/h) (4th gear limited) with the Y-87 performance package and a 5-speed transmission, whereas V8 models that had Z-rated tires had a speed limiter set to 167 mph (269 km/h).
V6 Firebird
1993-1998 had angular cable driven throttle body units, which later changed in 1999 to a less restrictive drive by wire electronic controlled with 18 reference throttle position points. 1999-2002 also saw the change of mass airflow sensor technology. GM, ridding themselves of the cast rod Mass Airflow Sensor in the Throttle Body, chose the higher flow capacity of the top mount MAF sensor and eliminating the angled induction to a straight forward ram air style intake which removes a large portion of the restriction.
In 2000-2002 Firebird also received an upgraded exhaust manifold from rectangular cast Iron primaries to a round tubular style manifold giving further gains in performance.

Engine summary

First generation
1967: OHC 6 & Sprint, 326 in? V8, 326 in? V8 H.O., 400 in?, 400 in? Ram Air
1968: OHC 6 & Sprint; 350 in?; 400 in?; 400 in? H.O.; Ram Air II 400 in? (mid-year release; underrated)
1969: 350 in?; 400 in?; Ram Air III 400 in?; Ram Air IV 400 in? (underrated)

Second generation
1970: 250 in? I6, 350 in? V8, 400 in? V8, Ram Air III 400 in? (Pontiac), Ram Air IV 400 in? (Pontiac)
1971: 250 in? six-cylinder, 350 in? V8, 400 in? V8, Base 455 in?, 455 in? H.O.
1972: 250 in? six-cylinder, 350 in? V8, 400 in? V8, Base 455 in?, 455 in? H.O.
1973: 250 in? six-cylinder, 350 in? V8, Base 455 in?, 455 in? H.O., 455 in? S.D.
1974: 250 in? six-cylinder, 350 in? V8, 400 in? V8, Base 455 in?, 455 in? H.O., 455 in? S.D.
1975: 250 in? I6, 350 in? V8, 400 in? V8, 455 in? V8
1976: 259 in? I6, 350 in? V8, 400 in? V8, 455 in? V8
1977: 231 in? V6, 301 in? V8, 302 in? V8, 350 in? V8, 400 in? V8 (Pontiac), 403 in? V8 (Oldsmobile)
1978: 231 in? V6, 301 in? V8, 302 in? V8, 350 in? V8, 400 in? V8 (Pontiac), 403 in? V8 (Oldsmobile)
1979: 231 in? V6, 301 in? V8, 305 in? V8, 350 in? V8, 400 in? V8 (Pontiac), 403 in? V8 (Oldsmobile)
1980: 301 in? (Pontiac), 305 in? (4-speed only) (Chevrolet), 301 in? Turbo (Pontiac)
1981: 301 in? (Pontiac), 305 in? (4-speed only) (Chevrolet), 301 in? Turbo (Pontiac)

Third generation
Starting in 1982, all engines were manufactured by Chevrolet unless otherwise indicated.
1982: 2.5L 2-barrel, 2.5L Throttle Body Injection, 2.8L 2-barrel, 5.0L 4-barrel, 5.0L Cross-Fire Injection (first year for fuel injection in Trans Am)
1983: 2.5L 2-barrel, 2.5L Throttle Body Injection, 2.8L 2-barrel, 5.0L 4-barrel, 5.0L Cross-Fire Injection, 5.0L 4-barrel H.O. (only 662 were made, all 5-speeds)
1984: 2.5L Throttle Body Injection, 2.8L 2-barrel, 5.0L 4-barrel, 5.0L 4-barrel H.O. (1500 Anniversary Editions, 500 of them 5-speed)
1985: 2.5L Throttle Body Injection, 2.8L 2-barrel, 5.0L 4-barrel, 5.0L Tuned Port Injection, 5.0L 4-barrel H.O. (5-speed only)
1986: 2.8L Multi-port Fuel Injection, 5.0L 4-barrel, 5.0L Tuned Port Injection, 5.0L 4-barrel H.O. (5-speed only)
1987: 2.8L Multi-port Fuel Injection, 5.0L 4-barrel, 5.0L Tuned Port Injection, 5.7L Tuned Port Injection
1988: 2.8L Multi-port Fuel Injection, 5.0L Throttle Body Injection, 5.0L Tuned Port Injection, 5.7L Tuned Port Injection
1989: 2.8L Multi-port Fuel Injection, 5.0L Throttle Body Injection, 5.0L Tuned Port Injection, 5.7L Tuned Port Injection, 3.8L Sequential Port Fuel Injection Turbocharged (Buick)
1990: 3.1L Multi-port Fuel Injection, 5.0L Throttle Body Injection, 5.0L Tuned Port Injection, 5.7L Tuned Port Injection
1991: 3.1L Multi-port Fuel Injection, 5.0L Throttle Body Injection, 5.0L Tuned Port Injection, 5.7L Tuned Port Injection
1992: 3.1L Multi-port Fuel Injection, 5.0L Throttle Body Injection, 5.0L Tuned Port Injection, 5.7L Tuned Port Injection

Fourth generation
1993: L32 3.4L, LT1 5.7L (350 in? iron block, aluminum heads)
1994: L32 3.4L, LT1 5.7L (350 in? iron block, aluminum heads)
1995: L32 3.4L, LT1 5.7L (350 in? iron block, aluminum heads)
1996: L36 3.8L, LT1 5.7L (350 in? iron block, aluminum heads)
1997: L36 3.8L, LT1 5.7L (350 in? iron block, aluminum heads) / LT4 5.7L (350 in? iron block, aluminum heads) in Firehawk by SLP
1998: L36 3.8L, LS1 5.7L (346 in? aluminum block and heads)
1999: L36 3.8L, LS1 5.7L (346 in? aluminum block and heads)
2000: L36 3.8L, LS1 5.7L (346 in? aluminum block and heads)
2001: L36 3.8L, LS1 5.7L (346 in? aluminum block and heads)
2002: L36 3.8L, LS1 5.7L (346 in? aluminum block and heads)

Performance

Trans Am
The Trans Am was a specialty package for the Firebird, typically upgrading handling, suspension, and horsepower, as well as minor appearance modifications such as exclusive hoods, spoilers, and rims. In using the name Trans Am, a registered trademark, GM agreed to pay $5 per car sold to the SCCA. Four distinct generations were produced between 1969 and 2002. These cars were built on the F-body platform, which was also shared by the Chevrolet Camaro.
The first generation was available only in 1969. The second generation was available from 1970 to 1981 and was featured in the 1977 movie Smokey and the Bandit and the 1974-1980 TV series The Rockford Files. The third generation, available from 1982 to 1992, was featured in the 1984 movie Alphabet City. KITT, the automotive star of the popular 1980s TV series Knight Rider, was a modified third generation Trans Am. The fourth generation Trans Am, available from model years 1993 to 2002, offered between 275 and 325 horsepower.
Although the Trans Am nameplate was discontinued along with the Firebird in 2002, the body is still used in the IROC Racing Series.

Trans Am engines
First generation
1969: Ram Air III 400 (Pontiac), Ram Air IV 400 (Pontiac) 345 hp, Ram Air V 400 (Pontiac) 500 hp
Second generation
1970: Ram Air III 400 (Pontiac), Ram Air IV 400 (Pontiac), Ram Air V 400 (Pontiac, rare dealer-installed option)
1972: Base 455 (Pontiac), 455 H.O. (Pontiac)
1973: Base 455 (Pontiac), Super Duty 455 (Pontiac)
1974: 400 (Pontiac), Base 455 (Pontiac), Super Duty 455 (Pontiac)
1975: 400 (Pontiac), 455 (Pontiac)
1976: 400 (Pontiac), 455 (Pontiac)
1977: 403 (Oldsmobile), 400 (Pontiac), W72 400 (Pontiac)
1978: 403 (Oldsmobile), 400 (Pontiac), W72 400 (Pontiac)
1979: 301 (Pontiac), 403 Oldsmobile, W72 400 (Pontiac)
1980: 301 (Pontiac), 305 (4 speed only) (Chevrolet), 301 Turbo (Pontiac)
1981: 301 (Pontiac), 305 (4 speed only) (Chevrolet), 301 Turbo (Pontiac)
Third generation
From 1982 on all engines are Chevrolets unless stated otherwise.
1982: 305 4 barrel, 305 Cross-Fire Injection (First year for fuel injection in Trans Am)
1983: 305 4 barrel, 305 Cross-Fire Injection, 305 4 barrel H.O. (Only 662 were made all 5-speeds.)
1984: 305 4 barrel, 305 4 barrel H.O.(1500 anniversary editions, 500 of them 5 speed)
1985: 305 4 barrel, 305 Tuned Port Injection, 305 4 barrel H.O. (5 speed only)
1986: 305 4 barrel, 305 Tuned Port Injection, 305 4 barrel H.O. (5 speed only)
1987: 305 4 barrel, 305 Tuned Port Injection, 350 Tuned Port Injection
1988: 305 Throttle Body Injection, 305 Tuned Port Injection, 350 Tuned Port Injection
1989: 305 Throttle Body Injection, 305 Tuned Port Injection, 350 Tuned Port Injection, 231 Turbo (Buick)
1990: 305 Tuned Port Injection, 350 Tuned Port Injection
1991: 305 Tuned Port Injection, 350 Tuned Port Injection
1992: 305 Tuned Port Injection, 350 Tuned Port Injection
Fourth generation
1993: LT1 350
1994: LT1 350
1995: LT1 350
1996: LT1 350
1997: LT1 350
1998: LS1 346
1999: LS1 346
2000: LS1 346
2001: LS1 346
2002: LS1 346

Burt Reynolds Edition Trans Am (2007)
For the thirtieth anniversary of the hit movie Smokey and the Bandit, Year One Muscle Cars and Burt Reynolds (the movie’s star) reinvented the 2nd Generation Trans Am. The revitalized classic is offered in three options: “Ban One”, “Ban Two”, and “Ban Three”. They are restored 1977 or 1978 or 1979 Trans Ams but with a twist. This new Trans Am has many new options.
The Ban One has a 462 cubic inch traditional Pontiac V8 with aluminum heads, 9.5:1 compression and a hydraulic roller camshaft. The engine made 496 horsepower on the dyno. The transmission is a five-speed manual, and the suspension system features upper and lower tubular control arms with coil springs up front, and performance leaf springs in the rear, with sub frame connectors keeping everything properly located. Wheels are 18″ x 9″ billet aluminum snowflakes all the way around. It, along with all other models, come with a CB Radio.
The Ban Two has a 461 cubic inch, 430 horsepower traditional Pontiac V8, while optional powerplants include a 500-horsepower LS2 based fuel-injected engine, a 550-horsepower Pontiac V8 or a 600-horsepower supercharged LS2. A five-speed manual overdrive with short throw shifter is the standard transmission, and a four-speed automatic overdrive is optional. The suspension system is completely redesigned on Ban II-level cars, and features a tubular front subframe, rack-and-pinion steering, four-link rear suspension, with adjustable coil-over shocks all the way around. The chassis is reinforced with integrated subframe connectors and is mini-tubbed in the rear for additional wheel and tire clearance. Wheels are 18″ x 10″ billet aluminum snowflakes on all four corners, with 285-35-18 BFG tires. Brakes are from Baer Racing, with 13″ two-piece front rotors.
The Ban Three has a 515-horsepower dry-sump LS7 7.0 liter engine, and upgrades include a 605-horsepower dry-sump LS7, or a monster 8.8 liter (540 cubic inch) Pontiac V8 making over 650 horsepower. A five-speed manual is the only transmission offered on the Ban III. Suspension consists of the Ban II’s tubular front subframe, rack-and-pinion steering, and four-link rear with adjustable coil-overs on each corner. Chassis reinforcements include integrated subframe connectors and a four-point roll bar with safety harnesses. Brakes are huge Baer Racing six-piston calipers with 14-inch two-piece rotors front and rear. The Ban III offers a level of performance rarely seen in a street-legal vehicle.

Racing
Firebirds were used in the Trans-Am series in the 1960s and 1970s. When the Pontiac Firebird Trans Am came out, there was controversy over the model’s inability to compete in the Trans-Am because the smallest available engine was too large for use in the series. When the Trans-Am was last seen, model year 2002 Firebirds were in use. A Firebird is currently in use in the KONI Challenge Series. Firebirds have also been used in the IROC Series for a number of years.

Future?
With the anticipated return of another iconic General Motors sports car, the Fifth-Generation Chevrolet Camaro, in 2009, there remains the possibility that the Firebird could rise from the ashes as well. However, GM has not yet officially identified whether it will be a revised Firebird or GTO that returns to the Pontiac line-up during this time period. Car and Driver magazine published an article on the issue in which it speculated that the most likely vehicle that Pontiac will revive for its Zeta-platform muscle car is the GTO. This tends to corroborate an earlier article from another automotive news source in which it was also reported that GM would reintroduce a Zeta-based GTO alongside the Fifth-Generation Camaro.