GM's ever-popular F-body pony car,
the Camaro/Firebird, had weathered two recessions in the Seventies but was
looking decidedly long in the tooth for the new decade.
“Apart from the four-pot, they were all
powered by Chevy engines, unlike the second-gens. The TPI fuel injection is far
better than the earlier systems, and looks good too!” – MM
The
3rd Generation of 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 Coupe; the Firebird S/E was the luxury version; and the Trans Am,
the high-performance version.
“There's a common rot spot behind the rear
wheels, especially on the passenger side where the spare wheel housing bulges
out. Another spot is ahead of the rear wheels, on the front edge of the inner
arch, which is close enough to the rear seatbelt mounts to be an MoT fail.
Water can get into the boot when the tailgate rubber seals fail – water runs
down the metal part of the tailgate and collects in the rear trunk area.” - RG
“Check the carpets in the rear foot wells
for evidence of leaking T-tops. After that it's just a case of checking the
bottoms of the doors and wings, the top of the wing where it meets the scuttle
and so on. Look beyond the paint job.” – MM
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 and was
the last true Pontiac engine to be offered in the Firebird. This engine was
only offered for the first few years of the generation. It provided almost the
same power as the V6, but when coupled with the 5-speed manual transmission,
provided between 31 and 34 miles per gallon on the highway, depending on the
year.
“The tilt mechanism on the steering column
can work itself loose, usually by drivers heaving on the wheel to get in and
out of the car. It's a big job to strip down the steering column, but once you
do, you tighten four bolts and it's as good as new again! Digital dashboards
can give problems, especially the GTA, and are tough to fix – you'll probably
need to send it back to the States for reconditioning. Watch the 'service
engine' light when you turn on the ignition. It should come on, go out, and
then come back on until the engine is started. If it stays on, or comes back on
at all, you need hooking up to a diagnostic code reader. If it doesn't come on
at all, the bulb is blown or someone's removed it so suspect foul play!” - RG
“The seat belt mechanisms can sometimes be
tricky. If the seat belt doesn't retract when you unbuckle it, it could be a
sign that the locking mechanism is failing. Test it by driving up to about
40mph then braking – the seat belt should lock. If it doesn't they could be
expensive to fix. The gauges aren't usually too problematic, but check them
anyway.” – MM
The
new Firebird shrank to a 101-inch wheelbase, losing more than 8 inches in
overall length, measured about an inch narrower, and weighed nearly 500 lb (227
kg) less than its 1981 predecessor. It also was the most aerodynamic production
Firebird to date with a drag coefficient of 0.33. The new Trans Am took things
a bit further, with a coefficient of .32.
“There were many problems with the axles in
these F-bodies, and they'll often blow the planetary gears or chip the teeth on
the crown wheel under hard launches. If there's a whine from the axle when you
back off the throttle, it'll be the pinion gear and bearing. There's a torque
bar between the axle and the gearbox that loads and lifts the gearbox under
hard acceleration, and it breaks the transmission mount. If the gearbox hits
the tunnel when you accelerate hard, this is why! We've sold more transmission
mounts for third gens than any other single part.” – RG
