There are three models in the line; Firebird, Formula and Trans Am, each available as
a coupe or convertible. The Formula and Trans Am are the V8 versions; for this review
we concentrated on the base car with the 3800 Series II V6 and 5-speed manual, and a
carefully selected option list. Remember that what is said here about the Firebird
could be essentially duplicated in Camaro form, as they share the same platform and
powertrains.
High on our priorities was Pontiac option Y87, known as the 3800 Performance Package.
It includes a limited-slip differential, 4-wheel disc brakes, quicker steering, dual
exhaust outlets, 3.42:1 axle ratio and P235/55R-16 tires on 5-spoke alloy wheels. It
costs only $535. Add a sound system and you have yourself a quick, efficient, great
handling car for less than $17,000. It would blow the doors off practically any 4-cyl.
imported or domestic sporty car and cost less than most of them.
Our specific Firebird was also fitted with an assortment of comfort and convenience
features, but still stayed below the $20,000 barrier.
What you get for that amount is a terrific-looking car that's fun and rewarding to
drive beyond all measure of what you paid for it. It will out-handle most of its
sporty competitors, and it will also deliver fuel economy ratings of 19 mpg city, 30
highway and go 100,000 miles between major tuneups.
If there's a sore spot with the F-bodies, it's found inside. Or, to be more accurate,
about midway between inside and outside. The car is low and getting into it--or out--is
not as easy as sliding behind the wheel of a sedan. If you're tall, simply entering or
leaving the Firebird can be a minor athletic event.
Once inside, some people may find the seating position lacking in comfort--although we
think it's just about right, especially for the kind of enthusiastic driving the car
encourages. The car's low height and swoopy shape result in a low-down,
close-to-the-floor seating position, with your legs and feet stretched out in front of
you; it may not be everyone's delight.
And if a useable back seat is a requirement, this may not be the right car. For
anything but the shortest trips, it's virtually uninhabitable, at least for adults.
The back seat is best left for kids, briefcases, jackets, caps and gloves--and maybe
not all those at the same time.
The trunk, an odd-shaped bin under the rearmost portion of the hatch, is small, too.
This cargo hold is deep enough for grocery bags, but if you want to carry much more
you'll need to fold the rear seat forward.
Ergonomically, the Firebird's interior layout is conducive to the business of
enthusiastic driving. The important control functions are where they need to be, with
instrumentation housed in a rounded pod where all is easily visible. The sound system
and heating, ventilation and air conditioning controls are a hand's reach away in the
center. And the laid-back driving position is actually quite comfortable for the
long-distance driver.
Visibility gets mixed reviews. To the front it's OK, to the sides it's not bad, to the
rear it's minimal and to the rear three-quarter--for that all-important view of the
lane you're about to move into--it's pretty limited. It's a good idea to watch the
mirrors, keep track of whatever's back there and avoid any nasty surprises.
For spirited driving the Firebird fits great. The pedals are well-placed--unlike those
in some of the competition--so you can do a proper heel-and-toe dance as you work on
the niftiness of your corner entry technique. The shifter works the gearbox through
short throws and precise motions. And the Firebird has long had a reputation for good
steering feel, with clear feedback coming from the front tires.
Even if the only competition you'll ever enter is to race make-believe ghosts up
on-ramps and around cloverleafs, the Firebird can put you in the Walter Mitty winner's
circle every time.
The Firebird's chassis, with a live rear axle--as distinct from independent rear
suspension--might seem antiquated to some, but it's well-developed and works with
amazing results. In front, the Firebird has upper and lower control arms instead of
struts--a big plus--and in back the axle is properly located, with twin trailing links,
a Panhard rod for lateral positioning and a long torque arm that controls axle driving
and braking torque.
In hard driving, particularly, the Firebird behaves predictably and enthusiastically.
On the debit side, the ride is not as soft as some sporty cars; whether the Firebird's
ride is objectionable is a matter of personal preference. We like the taut, connected
feel; others may not.
The convertible also deserves mention. As convertibles go it's quite good; the top
operation is easy, and with the top down it's about as solid and rattle-free as you
can reasonably expect of an open car.
But the bottom line of the Firebird's ride and drive is the driving. You boot the gas
pedal and find your right foot connected to the rear wheel. You turn the wheel and it arcs into corners with a response and feel you just don't find in a front-driver.
Basically, it's an exhilarating car to drive.