1970 - 1981 Pontiac Firebird
Provided by Hemmings

The second generation Pontiac Firebirds are popular collector cars that are relatively easy to find in good condition. Built on GM's F-body platform that it shared with the Chevrolet Camaro, Pontiac designers were allowed to style the second generation Firebird with different sheet metal than that of the Camaro. The '67-69 Firebirds had to make do with body lines that were identical to those of the Camaro. During the twelve model years that the second generation Firebirds were offered, there were four models to choose from: the base Firebird, the upscale Esprit, the bare-bones performer Formula and the most memorable of all, the Trans Am. Engines availability ranged from the Chevrolet-sourced 250-cu.in. -inline six-cylinder (later 231-cu.in.) in the base six-cylinder models, to the higher performance 350-, 400- and 455-cu.in. engines from PMD's big-bore engine family. Once emissions equipment and lower compression ratios were firmly entrenched under the hood, the Firebird began to see more "corporate crossover," with California buyers getting 1977 models powered by Oldsmobile's 403-cu.in. V-8 and Chevrolet's 305-cu.in. small block. By 1980, the only Pontiac engine available was the 301-cu.in. V-8, with a turbocharged version offered in '80-81 doing little to revive the performance levels Firebird fans had become accustomed to in the early 1970s.

By the time the third generation F-body reached production in 1982, more than one million second-generation Firebird models had been built. A variety of performance and appearance items differentiated the four model offerings. The base-level Firebird was just that, the basic low-cost Firebird ($2,875 in 1970) that came in either six-cylinder or 350-cu.in. V-8 versions without special handling package, custom interiors or other image and/or performance items. The Esprit (at $3,241) was the upscale model featuring a custom interior, extra brightwork, and dual rear-view mirrors and could be optioned with a 400-cu.in. V-8. The Formula was the ideal set of wheels for those seeking high performance without a lot of flash. It lost the Esprit's shiny brightwork, added a fiberglass hood with a functional pair of forward-facing scoops, a heavy-duty suspension system, and a special three-spoke formula steering wheel; and was offered with high-performance 400-cu.in. V-8s (later 455s) for $3,370. The Firebird flagship, the Trans Am, took the Formula approach one better. It was given its own suspension system, (available optionally in the Formula), could utilize the top-of-the-line performance engines and, like the Formula, had its own specific hood, this one with a functional ('70-72) shaker scoop attached to the engine that protruded through the center of the hood. A rear spoiler, front chin spoiler, flares behind each wheel and air outlet ducts on each fender attested to its targeted market. Inside, the Formula steering wheel was standard, along with a simulated engine-turn instrument panel facing. Initially bedecked with a contrasting color stripe that ran the length of the top surface of the car, in 1974 the Trans Am got its most recognizable feature, the famous "Screaming Chicken."

The Good

Let's start with the most obvious - production totals and cost. With more than a million Firebirds built between 1970 and 1981, there are plenty to be had in good condition at reasonable prices. Also, with so many built, there is a vast used parts market to take advantage of. Obviously, not all parts are going to be interchangeable across every year, but there are many that can be directly swapped. It's just a matter of unbolting it from one and bolting it into the other. Take the windshield for instance; it is fully interchangeable across all years. The same goes for the seats, dashboards, doors, suspension and some other ancillary components. This allows better component systems from later years like steering boxes, braking systems, etc., to be bolted to the earlier cars with relative ease.

Unless you are working with a particularly rare, numbers-matching model, there really is no need to work with a moderately to heavily rusted body shell. If you want to build one up from the ground up, start with a Southwest "desert" body; otherwise search until you find a good driver that's in sound shape, and you'll be far ahead of the game. Prices will range from $1,500-$3,500 for a project car needing paint and bodywork, an interior refurbishment and drivetrain work. For $3,500-$7,500 one will get an excellent driver that will need work in one or more of the previously mentioned areas. Spending $7,500-$12,500 will ensure the buyer that the Firebird is a turnkey example that may just need some detailing in order to take it to a car show for display. Formulas and Trans Ams represent the upper end of the price ranges, with Special, Limited and Pace Car editions, adding another 50% to the price, as will those optioned with the high-performance Ram Air, High Output and Super Duty engines.

With such high production totals and platform longevity comes an enthusiastic following. (Search Hemmings Car Club Central under Pontiac Firebird and you'll have a day's worth of club web sites to check out!) Because of that following, this is a car that has received a lot of press in regards to how to enhance and improve its handling and performance. There are plenty of high-performance and handling parts and systems still on the market for this car. For the most part, modifications are a matter of removing, replacing and hitting the road. Unlike some model-specific collector car circles, you won't be frowned upon as severely, if at all, for altering the looks or performance of a Firebird. You don't have to start with a Trans Am to make a Trans Am; just pick up the parts and add them to a base Firebird. Just don't try to pass it off as the real deal, as most Firebird enthusiasts are aware of all the relevant identification numbers that signify the models and know where to find them.

Though ironically it doesn't have as strong of a Trans-Am racing heritage as the Camaro, it is a very capable car, both on and off the track. The 455-powered cars are nose-heavy, leading to plenty of tire-smoking, on-power oversteer going around the slower corners, but in a controlled environment (race course) that's just one of its charms; and in competent hands, a well-prepared Formula or Trans Am can be a competitive racing machine. As a matter of fact, it's a great choice for someone seeking a dual-purpose car - one for sunny day drives on winding roads or closed-course club or drag racing. Just grab your helmet and head to the track. The Pontiac big-bore engines were veritable torque monsters in the early '70s, and were the last V-8s that offered anything resembling high performance when the muscle car era faded out. Even the lower compression, smog equipment-laden versions of these engines respond particularly well to basic performance modifications. Very high in the fun factor, Firebirds, especially the earlier Endura-nosed versions, still rate as head-turners, whether it's because of its European-inspired, boy-racer look or the throaty roar of the Pontiac engine under the hood.

And The Bad

Rust will almost always top the list of negatives relating to older automobiles, and the Firebird is no exception. Prime areas of concern are the lower half of the fenders, the rocker panels and along the bottoms of the quarter panels. The front fenders have a large brace on the inside that can collect a lot of debris that subsequently traps moisture. Inspect sound-appearing cars by looking under the hood with a flashlight behind the wheelhouses for patch-panel seams. There isn't a lot of room, but the horizontal seam (if it has been patched) is usually present about twelve inches from the bottom. Rockers often had optional chrome covers screwed to them, and these also trapped debris and moisture. If the owner is willing, take them off with a phillips-head screwdriver. If there aren't any rocker covers, look for the telltale rust bubbles on the underside. Quarter panels are the true deciding factor. For '70-74 cars, full NOS replacements are very rare and expensive. Inspect cars of these years carefully. Feel inside the wheel arch for fiberglass or body filler. If you find filler back there, and there isn't any rust bubbling under the paint on the outer side of the panel, it is probably only a matter of time before it starts. The lower half of the tail panel also tends to rust and is a major undertaking to replace, or even to patch for that matter. Another problematic area is the bottom half of the A-pillar, where the windshield meets the cowl. There are no replacement parts for this; and a repair with clipped pillars from used cars, though not difficult, is expensive because it requires removal of the windshield. The base of the cowl is another rust-prone area, and is one of the hardest to inspect because it is hidden by the bottom of the fender. To inspect this, you will need to poke at it through the slots in the kick panel in the interior with a straightened wire coat hanger.

If you have gotten this far and everything is solid, inspect the floor and trunk pans. The floor pans are easily visible from underneath (as long as there is air in the tires), while the trunk floor must be inspected from inside. Unfortunately, the rear frame rails of the unit body can't be inspected unless the fuel tank is removed. Keep in mind, the Firebirds of '70-73 had lower production totals and featured the very distinct Endura nose. Parts for these front ends are becoming scarce. Rear windows for the '70-74 cars are also limited in availability and expensive in comparison with the '75-81 style. And always remember, despite what anyone else tells you, doors and fenders from Camaros are not the same. If you are a talented sculptor and don't mind several gallons of body filler and days of labor per door, then by all means buy that $75 Camaro door. Otherwise ignore those who tell you that they'll work on your Firebird.

If you're looking at a well-kept driver, don't be dismayed by a few oil spots on the garage floor. The Pontiac engines use a rope seal for the crankshaft's rear main seal; and minor leaks, though annoying, are commonplace with these cars. It's an item that can be taken care of if and when you decide to rebuild the engine.

When it comes to value, the Firebird has not been held in the same regard as the Camaro and its rivals the Mustang, Challenger and 'Cuda. Interestingly enough, it is considered to be a more well appointed, better-built and styled car than any of these; yet it lags in value. This might be because of the successes and higher visibility its rivals enjoyed during the '66-71 Trans-Am racing seasons, when public attention on the SCCA racing series was at its peak. You can always count that as a plus though, for how many Boss 302, Challenger T/A or Z/28 Camaro owners drive their cars regularly, if not daily, without a worry as to what might happen?