In 2000, High Performance Pontiac magazine featured a wide-ranging interview with Bill Porter, chief designer at the GM Design Center, and studio chief at Pontiac Styling through 1979, the meat of development years for the second-generation Pontiac Firebird. By the time he’d worked his way up to studio chief, he said, the first-generation Firebird was just about wrapped up. “I never identified with that car personally,” he said. “But that ’70½ second-generation Firebird was another story altogether. I was absolutely crazy about that car from day one and I really threw myself into it. I put the best designers on it, and we were consciously trying to create an important American sports car. We knew we had our chance, and we wanted to do it bad.”

They did, and it was bad, in the best sense of the term. With the exception of the Corvette, the Trans Am and the Formula 400 were the baddest street cars available at that time, cramming high-horsepower 400-cubic-inch V-8s into a platform built to turn as well as it took off in a straight line. The Camaro was tough enough, but the Pontiac Firebird—with its own interior and exterior design staff and engineering teams—kept Pontiac on the map during some exceedingly grim years in the 1970s.

Of course, the Trans Am and Formula 400 get the attention, but lower-trim cars like the Esprit were massively popular. Long before Burt Reynolds drove a Trans Am in 1977, Jim Rockford put a series of brown Esprits in millions of American living rooms. Sales commensurately took off and stayed elevated throughout the entire decade, almost until the very end of production.

From the beginning, the Firebird was a driver’s car, and not just for drivers of the hot-performing trim levels. It went right down to the base car, and everybody involved with the Firebird’s production wanted to deliver a holistic driving experience.

Good ergonomics, for example, were a Firebird standard feature in every trim level. “Too many people cling to the notion that the inside of a sports car—especially a low-budget sports car—is a wind-in-the-face, knees-in-the-chest, pain-in-the-neck,” read the promotional material. Even the back seat gets a mention for its overall comfort, comparing its relative spaciousness to international sports cars that considered the rear seat an afterthought better suited for bag lunches than human occupation.

The basic shapes of the interior were similar to the Camaro, but as Porter mentioned in his interview, there was a unique synergy between the inside and the outside of a second-gen Firebird that might have been a bit lacking in the Chevrolet. “One of the design approaches pioneered in the ’70½ F-car and that’s coming into the industry in a more widespread way is the integration of the interior and exterior,” he said.

John Shettler designed the interior of the Firebird to mimic shapes that were used on the outside of the car. “I actually had templates taken off the grille openings and the nose profile,” said Porter. “John used those for the seatback shapes, the instrument panel cowl shapes . . . so that the exact same curves were used through the interior and exterior of the car. When you open the door of a Firebird, there is—I would like to think—a subliminal sense of the unity of the interior and exterior.”

John DeLorean—at the time general manager of the Pontiac Division—exerted his own influence on the interior design. “[I]f your hand didn’t fall right where it should’ve been when you reached for the shifter, or maybe for a switch, [DeLorean] and Johnny [Shettler] would talk about it, make modifications and try again,” said Porter. “Everyone involved with that vehicle wanted it to be really good, not only from a performance standpoint, but from an ergonomic standpoint.”

Like all cars of the era, the Firebird was challenged by increasing restrictions from the EPA and corporate mandates, by inflation, and by the general malaise that overtook the country, but it simply didn’t seem to hurt what most Americans considered to be a fun, good-looking mode of daily transportation. Especially in the early years of production, it wasn’t the Trans Am or the Formula 400 that kept customers flowing into Pontiac showrooms. From 1970 to 1976, it was the Esprit and the base trim Firebird that represented the largest sales volumes. That’s kind of fascinating for a car that has long been synonymous with the excess of the era.

1970

Depending upon who you talk to, the second-gen Firebird was a 1970 or a 1970½. Porter talks about the half-year, but the brochure clearly identifies it as a 1970. Regardless, the Camaro and Firebird debuted within a day of each other, on February 25 and February 26, 1970.

Like the Camaro, these cars were built at the Norwood, Ohio, and Van Nuys, California, plants. Later in the production run—from ’72 to ’77—Norwood exclusively built Firebirds. Cars built in Norwood will have an “N” in the fourth digit of the VIN from 1970 to 1971, in the sixth digit of the VIN from 1972 to 1980, and in the ninth digit in 1981, when the 17-digit VIN finally arrived. Van Nuys cars will all have an “L” (for Los Angeles) in the same positions.

Pontiac offered four trim levels in 1970: The “basic Firebird,” as identified in the sales brochure, the Esprit, the Formula 400, and the Trans Am.

“Economy is what the basic Firebird is all about,” read the copy, leaning on the car’s overall value proposition rather than its performance. The Endura nose, for example, is called out for its long-lasting resistance to dents and chips and its imperviousness to rust. The long door with no rear quarter window is identified for ease of access to the rear seat.

The base car sadly avoided the Pontiac-specific overhead-cam straight-six in favor of Chevrolet’s 250-cubic-inch six, though a Pontiac-specific 350-cid V-8 was available. Horsepower jumped from 155 in the six to 255 in the V-8, with the larger engine putting out an impressive 355 lb-ft of torque. It made a base 1970 Firebird with a 350 and a Hurst-shifted four-speed a smoking bargain.

The Esprit was marketed as a “luxury” Firebird, but not at the expense of performance. “We never let luxury get in the way of sport,” read the promotional materials. “You won’t find anything frivolous or wasteful about Esprit’s kind of luxury.” And you won’t, especially through a modern lens. “Luxury” includes things like knit vinyl upholstery (along with straight vinyl and cloth options), an available console, storage pockets in the doors, and “soft, squeezable vinyl” wrapping the wheel. Even in the “luxurious” Esprit, power steering was still an option, but you did get chrome window opening trim, and a 15/16-inch front stabilizer bar.

A differentiator from the Camaro was the fact that the Esprit was only available with a V-8 engine, either the base 350 or a 265-horse 400-cid V-8 with almost 400 lb-ft of torque. You could buy an Esprit with a manual transmission, but only the three-speed, and only with the 350. The Esprit with a 400 came exclusively with a TH350 automatic.

In nearly every way, the Formula 400 may have been the best car in the Firebird lineup for 1970. With its lack of spoilers, side scoops, and tape stripes, the Formula is a much cleaner design, hewing close to the car’s original sketches and avoiding nearly all identifying markers except for the fender callouts. The brochure called the styling “almost stark.” Dual exhaust, a flexible fan, fat front and rear stabilizer bars, and F70-14 tires were all part of the trim level.

The Firebird 400 featured—as the name implies—the 400-cid V-8, delivering 330 hp and 430 lb-ft of torque. The 400 could also be had with the 345-horse Ram Air III package (the same engine was rated at 366 hp in the GTO), though fewer than 700 were so-equipped. The Hurst-shifted three-speed was the base transmission, with a four-speed or an automatic transmission on the options list. The optional Ram Air twin-snorkel hood scoop was a particular bone of contention for Bill Porter. “I always kind of wished the double-scooped hood that became the Formula hood—originally done for the Trans Am—would have prevailed [as the hood for the Trans Am] because it’s functionally superior,” he said. “Those twin boundary scoops up front really gulp in the air.”

Top shelf was the Trans Am, with its spoilers, air extractors, and shaker scoop, all of which was functional. The 345-horse Ram Air III came standard in the T/A, while the 370-horse Ram Air IV 400 was an option that only 88 buyers took advantage of. The stabilizer bars are the thickest available for 1970, with 1¼-inch up front and 7/8-inch in the rear. Heavy-duty shocks, Rally II wheels without trim rings, and F70-15s rounded out the handling package.

There were 15 color options in 1970, and that year, Pontiac produced 18,874 base Firebirds, 18,961 Esprits, 7708 Formulas, and just 3196 Trans Ams. Watch that Trans Am number between now and 1979, because it goes through some wild fluctuations.

1971

The biggest news for 1971 was in the engine room of the Formula and Trans Am trims. The Formula now offered the two-barrel 350 and a four-barrel 400, and the cars were identified as “Formula 350” and “Formula 400.” Then there was the Formula 455, which shared the 455-cubic inch V-8 with the Trans Am. Compression ratios had dropped across the board, but the 455 was available in two flavors: The four-barrel 455 delivered 255 net horsepower (though gross horsepower was still listed in the brochure), with 455 lb-ft of torque. Then there was the 455 HO, with 305 net horsepower and a Wide Oval–boiling 480 lb-ft of torque.

Several trim items were revised, too, including fake side air extractors all the way down to the base Firebird, a new console-like armrest with an ashtray between the rear seats, and new Polycast honeycomb wheels. Bill Porter designed those himself, with the help of Maurice “Bud” Chandler, with whom Porter shares a patent. “It was inspired by Buckminster Fuller’s geodesic domes that I had admired since I was a student,” said Porter. “The idea of doing a wheel with a deep cell structure that would be inherently strong, not only radially but laterally, was intriguing.” Porter’s intent was to make the wheels completely aluminum, but that never made it to production. Instead, they were Polycast, “much to my regret,” said Porter. “In the Polycast approach, all of the structural requirements are taken care of by the underlying stamped steel wheel. The honeycomb pattern—now an injection molded appliqué—merely goes along for the ride, reduced to just so much pastry icing, only there for its decorative pattern.”

For 1971, again, 15 colors were available. Pontiac produced 23,021 Firebirds, 20,185 Esprits, 7802 Formulas in all three engine sizes, and 2116 Trans Ams.

1972

The Firebird underwent some exterior changes in 1972, including a new honeycomb grille pattern that mirrored the design of the Polycast wheels. Inside, the front seats all featured a new high-back design, the third consecutive year the front bucket seat design changed. In 1970, the low-back seats had small individual headrests. In 1971, the seat backs got slightly taller and the headrests left. And for 1972, the headrest was fully integrated into the high-back design, which would essentially carry through until the end of second-generation Firebird production.

Power outputs took it on the chin across the board, with the 250-cubic-inch six dropping to 110 hp, the 350 two-barrel to 160 hp, the 400 two-barrel to 175, and the 400 four-barrel to 250 hp. The standard 455 in the Formula 455 and Trans Am was eliminated for 1972, focusing solely on the HO, which dropped to 300 hp and 415 lb-ft of torque. (Some of the change in output coincided with the switch from SAE gross to SAE net calculations.)

The VIN code change for 1972 is significant. Prior to 1972, the only engine identification in the VIN was that V-8 cars had serial numbers starting at 100001, and six-pluggers started at 600001. From 1972 through 1980, the VINs got much more specific, helping future owners understand the DNA profile of their Firebirds. These letter designations change through the years, though they are fairly consistent for the next three model years. For a more explicit breakdown, visit PontiacFormula.Free.fr:

• D = 250-cid
• M = 350-cid 2-barrel, single exhaust
• N = 350-cid 4-barrel, dual exhaust
• P = 400-cid 2-barrel, dual exhaust
• R = 400-cid 4-barrel, single exhaust
• T = 400-cid 4-barrel, dual exhaust
• X = 455-cid HO 4-barrel, dual exhaust

Fifteen colors were again available in 1972. Thanks to a UAW strike, this is the lowest-production year for the second-generation Firebird, with just 12,000 base cars, 11,415 Esprits, 5250 Formulas, and a scant 1286 Trans Ams.

1973

It’s interesting to consider just how far ahead Pontiac was with the Firebird compared to the Camaro. Over at Chevrolet, there was hustling afoot to make the split bumper comply with new 2.5-mph crash requirements. The second-generation Firebird was born with it, thanks to the Endura bumper, which required no design changes to comply, regardless of trim level. The slender rear bumpers were beefed up a bit, but still chrome.

Inside, the Esprit got a “Custom Interior” as standard, with deeply scooped bucket seats, a grab handle on the dash for the passenger, rear ashtrays, a fitted rubber trunk mat, and a body-color insert on the exterior door handles. The Custom Interior package was optional on the Formula and Trans Am.

And most notably, the exterior of the Trans Am featured—for the first time—the bird decal on the hood that had been an emblem and a small decal in prior years. Porter said he sketched it roughly on a napkin and had intended it for the 1970 Trans Am. Norm Inouye—who later attained greater fame for designing the logo for Disney’s EPCOT Center—worked out the graphics, and Porter had it applied on two concept cars. “[GM styling chief Bill] Mitchell saw it in the paint shop and just went into one of his horrible tantrums. I was back in the studio. He called me up and I had to hold the phone away from my ear. That was the end of that,” said Porter.

But three years later, designer John Schinella had another bite at the apple. Schinella had worked on the Chaparral 2, the Mako Shark II, the ’67 Camaro, and the ’68 Corvette, before making his way to Pontiac. In a 2014 interview I conducted with Schinella for Bangshift.com, Schinella shared that Mitchell was driving a Trans Am in custom John Player Special livery that had been a show car. Schinella had a set of gold foil decals made up, applied them to the John Player Special car Mitchell was driving, and parked it outside Mitchell’s office. Evidently, that was enough to seal the deal for the hood bird to reach production.

Power reset again for 1973, with a paltry 100 hp for the inline-six, 150 for the 350 two-barrel, 170 for the 400 two-barrel, and 230 for the 400 four-barrel. The 455 HO disappeared, and in its place were the 455 four-barrel with 250 hp, and—one of the last significant muscle car–era engines—the 455 Super Duty with 310 hp.

A choice of 16 colors provided the most extensive palette to date, and seven vinyl top colors expanded the range as well. Five interior colors were available, but only two were available in cloth trim. Production picked back up to more normal levels, with 14,096 Firebirds, 17,249 Esprits, 10,166 Formulas, and 4802 Trans Ams.

1974

The 5-mph federal bumper standards came into effect for the 1974 model year, and it changed the nose of the second-generation Firebird for the first time. As a result, the Endura bumper morphed into something that was much more in line with the design of the Camaro.

The bumper itself is interesting and unique to the Firebird. Instead of the aluminum bumper that the Camaro had, the Firebird got a full rubber bumper, along with bumperettes that were all cast in one giant rubber piece. A body-color Endura chin piece covered most of it and provided the housings for the lower air intakes and marker lights.

Inside, seat belts changed to a three-point design, which moved through a seat-mounted holder, along with an inertia reel.

Power steering moved to the standard features list for all Firebirds, while power brakes became standard on the Trans Am. The fuel tank increased from 18 gallons to 21. Mechanical changes also included the late introduction of HEI ignition on the 400 and 455 engines, beginning around May 1, 1974. The balance of the engines kept their points distributors.

Sixteen colors made up the paint options. Production ramped in a big way, with 26,372 Firebirds, 22,583 Esprits, 14,519 Formulas, and Trans Ams broke the five-digit mark for the first time, with 10,255 units.

1975

The HEI distributor made its way to all Firebirds for the 1975 model year, and that’s probably the only positive news for performance. It was part of what the brochure pitched as “The Pontiac Travel Plan,” which included radial tires and a catalytic converter. The 455 bowed out, and the Trans Am instead featured a 400 four-barrel just like the Formula.

There were only minor exterior updates again, including the ever-moving marker lamps, which now moved up to the grille inserts. Like the Camaro, this was the year the Firebird got a wraparound rear window for better visibility, made more crucial because of the high-back bucket seats.

The brochure shows a new AM/FM stereo as an option, along with infant and child love seats (GM-branded baby seats), which were a first-time option for the Firebird. Again, 16 colors were available, but black was not one of them. Production dipped slightly to 22,293 Firebirds, 20,826 Esprits, 13,670 Formulas, and—in what would now be a relentless march skyward for the next four years—27,274 Trans Ams.

1976

Most of the changes for 1976 were cosmetic, but they seem rather dramatic in some cases. Take the Formula, for example: The twin scoop hood was still there, but it was drastically scaled back for 1976, with the two nostrils almost vestigial and moved back at least 10 inches on the hood.

Two full model years before the Camaro had them, the Firebird sported monochrome bumper covers rather than the aluminum bumper employed over at Chevrolet. It made the Firebird look much more modern, and it provided some interesting color contrast between the standard Firebird and the Formula, which now had more elaborate lower colors and graphics. The “Canopy” vinyl roof was new for 1976, essentially a reverse landau top with the vinyl over the front passenger compartment.

Hurst T-Tops were available for the first time in 1976, a late-enough option that they didn’t make the brochure that year. They were only available on the 1976 Trans Am Special Edition and had unique, one-year-only weatherstripping that both sealed the T-Tops and held up the headliner. The design changed in 1977 to a plastic trim held in with a series of screws. The Hurst T-Tops used between 1976 and 1978 were smaller—only 30¼ inches x 17½ inches wide—and left a foot of roof between the two panels.

In the engine room, things carried on pretty much as before, with a 250-cubic-inch inline-six as the standard in the Firebird, with a jump up to a 350 as an option. Formulas had a TH350 automatic as standard equipment, which was optional on all other trims.

There were 14 colors for 1976. This was the first year when Trans Am production really started to raise some eyebrows. The Firebird still sold respectably at 21,209 units, with another 22,252 for the Esprit. The Formula still sold well at 20,613, but the Trans Am massively outpaced all other Firebird trims at 46,701 cars.

1977

You can make arguments for the merits of Firebird design prior to 1977, but this is the Trans Am that everyone remembers, thanks to the second-most popular movie that year behind Star Wars. For the first time, the Trans Am was the halo car, showcased prominently on the cover and the opening spread of the Pontiac brochure.

The biggest obvious change was the nose, with a phoenix-like beak, and four DOT-certified rectangular  headlamps, set deep into the grille. The front fascia is one continuous piece, and it set the stage for more elaborate soft bumper covers to come. Incredibly, this icon of Pontiac design was around for just two years before it underwent a significant change in 1979.

The initial 1977 Trans Ams had shaker scoops that were recessed a bit into the hood, before a design change made the scoop more prominent later in the production year. Formulas also got another revision to their twin-nostril scoops, which moved them from the center of the hood to the leading edge, for a more aggressive look. Formulas and Trans Ams both shared the iconic chrome quad exhaust outlets.

Wheel and wheel cover designs changed as well, with Trans Ams using the Rally II as the base offering, while new cast aluminum wheels to replace the old honeycombs were available on all trim levels. Firebird, Esprit, and Formula all had a spoked wheel cover available as an option, a tragedy for any Formula.

Sadly, the lesser Firebirds really started to get pushed to the back of the line, though they did have their own redesign for 1977. With it came the all-new 3.8-liter Buick V-6, years before the Camaro would finally move away from the mid-1960s–era 250 as the base engine. The Buick 3.8-liter was as good here as it was in the rest of GM’s lineup, providing 105 hp and 185 lb-ft of torque. For the first time, the Esprit would start out with a six-cylinder as the base engine.

The Formula also got serious engine revisions, including an all-new Pontiac 301-cubic-inch two-barrel V-8 as the base engine, which providied 130 hp. That engine was optional on both the Firebird and the Esprit, along with an Oldsmobile 350 with a four-barrel that was available on all three lower trims. A Chevy 305 would come in later as well. The larger engine options in the Formula and Trans Am got even more busy. The 180-horse L78 400 Pontiac engine was available only with an automatic and was visually identified by the “6.6 Litre” on the Trans Am’s shaker scoop. The hotter 200-horse W72, denoted by the “T/A 6.6” on the scoop, was available with a manual or automatic. California and high-altitude locations got a 403-cubic-inch Oldsmobile V-8 rated at 185 hp.

New for 1977 was the Sky Bird, which was an appearance package only available on the Esprit. It featured blue velour seats, two-tone blue paint, cast aluminum wheels with unique blue-painted inserts, a dark blue rear panel, blue grille panels, and accent stripes.

Colors became more limited in 1977, with just 13 offered. All sales ticked up in 1977: The Firebird sold 30,642 cars, the Esprit 34,548, and the Formula 21,801, while Trans Am sales grew to 68,745.

1978

Styling didn’t change much at all, with a gold Trans Am stealing the show on the cover and the first spread in the brochure. There were slight revisions, with the grille surrounds in black, but otherwise, the design went essentially unchanged.

The T-Tops were still the Hurst design, featuring screwed-in plastic pieces that held up the headliner. Continuing through the interior, cruise control appeared on the options list. The radios included a new AM/FM stereo with a digital readout, though it was still an analog tuner.

Power increased on the W72 6.6-liter V-8 to 220 horses, making it the engine to have. Some sources note that it was partway through the ’78 model year that the automatic ceased to be available with the W72.

While the Camaro offered just nine colors, the Firebird palette grew to 14. Sales for 1978 saw growth across the board, with the Firebird at 32,672, Esprit at 36,926, Formula at 24,346, and the Trans Am at a staggering 93,341 units.

1979

Depending on who you ask, 1979 might be the last year for the “real” second-generation Trans Am. It marked the end of 400-cubic inch V-8 production.

The basic shape was unchanged, but it was bookended by radically different front and rear fascias. The front was a return to something similar to the Endura nose, a rubberized nose cover unbroken by anything but low-mounted grille openings with the marker lights at the outside edges, and four headlamp buckets. The nose design was shared throughout the Firebird lineup, with the exception of the Trans Am’s chin spoiler.

At the rear, the pads on the bumpers mirrored the design of the grille up front. Replacing the individual taillamps was a full-width red panel that hid the fuel filler and incorporated the lights, predating designs that used full-width LED lamps by 40 years.

The 10th Anniversary Trans Am was a bona fide hit, with a ton of unique features that had never been available before, including mirrored T-Tops, leather seats, and a hood bird that reached the front fenders for the first time. These cars had their own unique X87 VIN code and only one option: The Olds 403 with an automatic, or the Pontiac 400 with the four-speed. Base price was a hefty $10,620, or nearly $46,000 in 2024 dollars.

If there’s one thing to take note of for 1979, it’s that it was all Trans Am. The Formula Firebird rated exactly one picture in the Pontiac brochure. The Esprit and Firebird none at all, though the Esprit did have a special package in the Red Bird, which replaced the Sky Bird. It was essentially the same idea but red instead of blue.

Mechanical changes were few but presaged what was coming in 1980: For the first time, the Trans Am was available with a small-block V-8, the 301 that was optional in the standard Firebird. High-altitude cars were available for the last time with a Chevrolet 350, and California was only offered the optional 305.

There was also the addition of four-wheel disc brakes as part of the WS6 package, which included fat stabilizer bars and wide 8-inch wheels. The big issue was the take rate on the package, which caused supply chain issues and resulted in Pontiac offering a WS7 package that included everything but the brakes.

The T/A was so immensely popular in 1979 that the last page of the brochure featured a pitch for a limited-edition 20 x 50-inch poster of the car, which was available for $2. Again, 14 colors were offered, and 1979 marked the most popular year ever for the nameplate: Pontiac sold 38,642 Firebirds and 30,852 Esprits (the first year that trim level had seen a dip since 1975). The Formula managed to hold steady at 24,851 cars. For Trans Am sales, though, hold onto your hats: 117,108 cars were produced, a number it would never come close to again.

1980

The Turbo Trans Am got a bad rap in its day, but it’s actually a more exciting car than most people thought in 1980. That year’s 301 wasn’t the run-of-the-mill engine that it had been in years prior. The block was beefier, along with the head gasket and pistons, and there was a high-pressure oil pump. The turbocharger was electronically controlled and was shipped over to Pontiac from Buick, which knew a thing or two about turbocharging. The Garrett TBO-305 delivered 9 psi of boost and used a modified Q-Jet four-barrel and a knock sensor, just like the early T-Type from Buick. (Imagine what might have happened if the second-gen had hung around long enough to steal the Grand National’s later setup . . .)

The engine delivered 210 hp, which wasn’t much to get excited about, but torque was respectable at 345 lb-ft. Sadly, this engine was crying out for a manual but only got an automatic, with a 3.08 rear gear to boot. That put the kibosh on any enthusiasm for the car, as did the 17.02-second quarter-mile that Car and Driver reported that year.

The other major intro for 1980 was the Indy Pace Car, 5700 of which were built in Cameo White with gray details. The Esprit had one more trick up its sleeve with the Yellow Bird appearance package, which continued the legacy of the Sky Bird and Red Bird before it.

This was also the first full year of the Fisher T-Top, which replaced the Hurst T-Tops that required cars be shipped out to Hurst for modification. Now they were built right at Fisher Body, and the modified design addressed a few issues. First, instead of having two latches at front and rear, the Fisher T-Tops had just one latch, with pins at the front and rear that extended into matching holes in the roof. They were also 3 inches longer, stretching back to match the side window opening. And they were each 5 inches wider, leaving a narrow strip of just 4 inches of steel roof between the two panels. If there’s anything truly improved about the 1980 model year, it’s the T-Top design.

Pontiac offered 15 colors in 1980. The Firebird’s sales glory came to an end that year, with every trim level seeing significant drops. The Firebird sold 29,811 units. The Esprit dropped to 17,277, and the Formula was barely on life support, with 9,356 cars sold, less than half of the year before. The Trans Am fared not much better, with a total of 50,896 cars, a year-to-year drop of significantly more than 50 percent.

1981

In its final year, the Firebird was virtually unchanged, except for the deletion of the Indy Pace Car and the Yellow Bird trim package. The Pontiac brochure squeezed the entire Firebird lineup in between the Phoenix and the Bonneville. It did manage to feature Burt Reynolds in the main spread, atop a black Turbo Trans Am, and next to a Formula.

The biggest revision was the standard Computer Command Control emissions system, an ECU that monitored fuel mixture, throttle position, and transmission performance, since the computer controlled the new lockup torque converter. There were 14 colors available in the final year. Sales took another massive dip in 1981, with just 20,541 Firebirds, 10,938 Esprits, a paltry 5927 Formulas, and 33,493 Trans Ams produced.

Before Inspection

If you’re hunting for one of these cars, you’ve got a lifetime worth of resources for figuring out every possible nut and bolt. Note that most of those resources are going to be focused on the Trans Am and to a lesser extent the Formula, and not necessarily the six-cylinder cars, the Esprits, or the odd trim packages like the Sky Bird. For the most part, though, many of those same resources for everything from headliners to wheel covers will transfer.

FirebirdNation is an excellent forum, with more information in one site than we could possibly add to this document. Check out the sticky topics at the top of the forum, which focus on things like paint colors, fabric types, how to adjust door glass, and where you can find whatever parts you may be looking for.

As with the Camaro, VINs in these cars changed three times during production, so be aware that the information encoded in those VINs will change depending upon the year. There’s a good VIN decoder at Classic Industries.

F-Body Warehouse is a parts supplier specializing in Firebird and Camaro restoration. Their video on what to look for when buying a second-gen Firebird—specifically a Trans Am, but it applies across the trim levels—doesn’t have Ingmar Bergman–level production quality, but the information within is solid and a must-see before you decide to look at one of these cars.

Rust is going to be your biggest concern. It can quickly turn a half-decent prospect into something that’s not much better than a parts car when areas like frames, floors, trunk pans, fenders, rockers, window pinchwelds, and firewalls are rusted beyond reasonable repair. Keep in mind that while these cars do have an excellent aftermarket, the cost for parts and labor to set a car like this right is going to be expensive.

These cars were built in the same two plants as the Camaro, so build sheets will likely be in the same locations—that is, all over the place. They could be tucked under the package shelf, under carpets on the transmission tunnel, over gloveboxes, under the front seat springs, under the rear seat backs, or on top of the fuel tank.

The cowl tags are also a vital source of information. Trans Am Country has good information on cowl tags, from their location to their contents to why it should be considered an international war crime to swap a tag.

Unfortunately, the GM Heritage Center has no information on these cars at all, so you won’t find order guides, brochures, or sales documentation the way you do for a Chevrolet (or a Geo, inexplicably.) All of that information is now with PHS Historical Services, which will sell you a full report on your car based on its VIN for $95 via email in four to five days, or $125 for a rush turnaround.

Before You Buy

When you’re considering what you’ll have to put into a potential project, know that there really isn’t a part that you can’t source through one of the major suppliers. And some of these aftermarket suppliers are dedicated to nothing but cars from Pontiac, like Ames Performance Engineering. They’re probably the best place to start for technical advice and sourcing. Start with the PDF version of the Firebird catalog. Other suppliers, like Classic Industries, Year One, Classic Muscle, and National Parts Depot, can fill in the gaps. You may need to hunt for highly specific things. For example, the folks at Restore-a-Muscle Car have successfully 3D printed the T-Top headliner trim we mentioned earlier. But the good news is, it’s not like owning a second-generation Buick Riviera, where the only parts available are in a junkyard.

Mechanical components for the Chevy 250, the Buick 3.8-liter, the Pontiac 350, the Pontiac 400, the Olds 400, and the Pontiac 455 are all readily available. F-Body Warehouse even has a number of restoration parts for the 301. Transmissions and rear differentials are plentiful, no matter which example your Firebird came with.

The best car to buy is wildly subjective. Most people are going to be interested in the Trans Ams throughout the build history, but you can have a lifetime’s worth of entertainment with a 1973 Esprit with a 350 and save yourself a boatload of money in the process. Cars like the Sky, Red, or Yellow Birds add an extra element of rarity with period-correct luxury touches, ensuring you’ll never find a duplicate of yours at a local car show.

What to Pay

Since the middle of 2021, median #2 (good) value is up a little more than 20 percent, with even more growth for the Super Duty, though prices stabilized and have been flat for about a year, according to the Hagerty Price Guide, #2 values range from $11,400 for a 1981 Firebird with a 120-hp V-6 to $165,000 for the aforementioned Super Duty. As always, get the latest valuation data from Hagerty by clicking here.

According to Hagerty’s data, it almost doesn’t matter what year of Trans Am you choose, a #1 (concours) example will be expensive. The 1970 and 1973 Trans Ams with the largest engines and four-speed manual transmissions push up over the $200,000 mark, with the best of the rest still fetching around $60K. On the other end of the economic spectrum, there are deals to be had if you don’t necessarily want to go fast. Driver-class 1980 base Firebirds and Esprits with a 350-cid V-8 and an automatic can be had for less than $13,000, and the 301-powered cars are even more affordable.

The count of insurance quotes sought for these cars has remained even in the last year, but the Firebird—in all trim levels—is the sixth-most popular vehicle in Hagerty’s database. Gen X quotes a fairly stunning 40 percent of second-generation Firebirds, even though that cohort makes up a 32 percent share of the market. Right behind them, boomers quote 34 percent of the second-gen cars, about even with their share of the market. Millennials quote 17 percent of second-gen F-bodies, with an even smaller share of the market at 21 percent. Gen Z quotes 8 percent of F-body examples, and comprises exactly the same percentage of the overall market.

Bookended by the memorable blue-and-white early Ram Air cars and the Bandit-era black-and-gold Trans Ams, all of Pontiac’s second-gen Firebirds have come to epitomize the charm of 1970s American iron. Whether you go understated or full bird, this Pontiac delivers plenty of character.

***

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The post Your Handy 1970–81 Pontiac Firebird Buyer’s Guide appeared first on Hagerty Media.

When Pontiac marketers called the redesigned 1970 Firebird “The Beginning of Tomorrow,” they likely didn’t imagine that the second-generation muscle car would see more than 4000 tomorrows in what would become a 12-year production run. The new Firebird not only looked good, it offered more power, a winning combination for performance-minded buyers of the era—and auto enthusiasts today.

As Hagerty Price Guide editor Greg Ingold wrote in 2021, “Although the second-gen Firebird achieved pop-culture fame in its later years—think T-Tops and screaming chicken—serious collectors prefer the high-horsepower, tightly wound thoroughbreds of the early ’70s.”

General Motors’ first-generation F-body cars were rapidly developed in response to the wild popularity of the Ford Mustang, and plans for a second generation were green-lit almost as soon as the first Chevrolet Camaros and Pontiac Firebirds went on sale in 1967. Designed by legendary GM design chief Bill Mitchell, the second-iteration Firebird received positive reviews when it was introduced at the 1970 Chicago Auto Show.

The new Firebird, wearing dramatic, European-influenced bodywork with long hood and truncated fastback rear end, was available in four models, all coupes. The entry-level Firebird offered both six-cylinder and eight-cylinder engine options; the Esprit had an upgraded interior, bright moldings around the hood, doors, and wheel lips, and a wider chrome molding on the rocker panel; the Formula 400 featured unique dual snorkel hood scoops and a 400-cubic-inch, four-barrel V-8 standard (with the Ram Air III 400 as an option); and that fourth model, the Trans Am, that became a legend.

With all of its high-performance options, the Trans Am was built for the serious driver—so serious, in fact, that in addition to the standard 345-horsepower Ram Air III 400, the racing-focused Ram Air IV 400 offered 375 hp and could only be had through the special order form. (Only 88 of those were built, 59 with standard transmission and 29 automatics, making them the most valuable and sought after second-gen Trans Ams.)

The top-end Firebird model’s styling also offered fender flares, “shaker” hood scoop, and spats ahead of the front and rear wheel openings, all unique to the Trans Am.

That brings us to this beautiful 1970 Firebird T-A, one of 1739 built with the venerable Ram Air III and mated to a four-speed manual gearbox. Fully restored in 2015 and offered on Hagerty Marketplace, this legendary muscle machine was refinished in its original factory shade of Polar White (10) with a blue stripe and Black (218) vinyl interior, and it rides on 15-inch Rally II wheels mounted with raised white-letter BF Goodrich Radial T/A tires. Its five-digit odometer shows 15,500 miles; exact mileage is unknown.

The car’s many features include front air dam, chrome rear bumper, color-keyed dual exterior racing mirrors, engine-turned aluminum dash panel, rear ducktail spoiler, thick stabilizer bars (front and rear), heavy-duty springs and shocks, bucket seats and lap belts, padded three-spoke steering wheel, Hurst shifter, power steering and brakes, manually operated windows, center console, gauges for voltmeter, water temperature, and oil pressure, dual-speed windshield wipers, Delco push-button AM/FM radio, heater, dual padded sun visors, locking glove compartment, lined trunk compartment, back-up lights, and dual exhaust outlets.

Known imperfections include cracking in the front grille surround and discoloration of the clear coat in some areas. Included in the sale are a PHS Automotive Services, Inc. information packet, digital copy of original build sheet, tire jack, and spare wheel/tire.

Currently located in Lakeville, Massachusetts, the Trans Am was originally delivered to All American Pontiac in San Jose, California, in June 1970 with a sticker price of $4748.64, which is the equivalent of approximately $37,670 today.

A 1970 Pontiac Firebird Trans Am with Ram Air III 400 carries an average value of $93,300 in #2 (Excellent) condition and $55,300 in #3 (Good) condition. With 11 days remaining in the auction, which ends on November 13 at 3:30 p.m., bidding has reached $18,500.

If you’ve been searching for a second-gen Trans Am, perhaps this is the beginning of your tomorrow.

***

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Challenging the staff at Hagerty Media with loaded questions has become a thing here at Our Two Cents. The mission is to inform and entertain the reader, and this time is no different. I asked everyone for their opinion on the most underrated vehicle currently on the market. Not a very loaded question, you say?

Consider the fact that we are staffed with several overachieving over-thinkers. There were concerns, as it wasn’t clear if I meant a new, used, or properly classic vehicle. Okay fine, you guys can pick one or give me all three. We have experienced some seriously underrated new vehicles, we all know what we’d buy if a used pre-owned car was in our future, and we all believe there’s a classic that’s clearly in need of more recognition.

Sam Smith: C5 Corvette

The mythical man himself, Editor-at-Large Sam Smith, came in hard with one of the most underrated performance cars on the market. Nicely done, Sam:

“Most underrated vehicle new or used? For real people? The C5 Corvette. Period, bar none, full stop. If you know, you know; if you don’t, you probably read that line and made a face.

There are cars with better steering and more refined ride and handling, cars with interiors that don’t feel ported over from some forgettable 1990s GM SUV, cars quicker off the line and more forgiving at the limit. But in dollars per horsepower, in reliability, in all-out (and accessible!) pace, in moddability, in the ability to make you feel special at the wheel. They should be more expensive. The only reason they aren’t: GM built a lot of them, and Corvettes carry a certain…image. Which not everyone wants.

Whatever. Great car. And they’re everywhere, at reasonable prices, in good shape.”

Conner Golden: Lexus LC, Shelby GT350, Bentley Continental R

Our Features Editor decided to present a new, used, and classic offering for this episode of Our Two Cents. His points are rather convincing:

“New: I can’t really think of an underrated new car, considering you are still unable to walk into a dealership and purchase a new, enthusiast-oriented vehicle without additional dealer markup or some other hassle on the showroom floor. Maybe the Lexus LC 500? It’s very much an Aston Martin as told by Lexus. Incredibly special interior for a mass-production car, distinctive and original design that borrows from nothing, incredible fit and finish, and a wonderful high-revving, free-breathing V-8.

Used: pre-owned metal that’s underrated has to be 2016–2018 Shelby Mustang GT350. It’s an incredibly cool car that absolutely will be a collector’s favorite in the near future. Cars with modest miles (sub 30k) are still “only” hovering at or around $5000 above original MSRP. Get ‘em while you can, folks…

Classic: The most underrated collector car has to be the 1993–2002 Bentley Continental R. My God, this was the most expensive production car for a few years, and you can purchase a nice-ish example for between $35,000–$50,000. These things were $271,000 when new—in 1992 dollars! They have incredible road presence, and were handcrafted at every detail. They drive like the nicest, softest F-150 you’ve ever experienced, but I can’t think of a better trans-continental bruiser for road trips. It’s ruinously expensive to maintain, but for $45,000 or so, you should have plenty in the budget left to keep it chugging along.”

Eddy Eckart: 1993–02 Camaro/Firebird (F-body)

Senior Editor Eddy Eckhart hit the same nail that Sam Smith did, only at a more affordable asking price, with an extra pair of seats for kids. (Or very compliant adults.) Not showing appreciation for these F-body products would be a crime, even the earlier models with the LT1. Perhaps especially the LT1, as they are much less desirable but still pack a helluva punch. No matter, here’s what he said:

“Fourth-gen F bodies are one of the most overlooked used/near-collectible performance cars right now. The highlight—for me, anyway—is the 98–02 Camaro SS (I’ll take a ’99 in Hugger Orange with t-tops and a six-speed, please). Third-gen cars, led by the IROC Z, have seen values take off, but the better-in-every-measurable-way 93–02 cars have remained relatively steady. They’re excellent cruisers, and with the manual transmission can get close to 30 mpg on the highway. Go to a drag strip or a road course and you’re bound to see one—Camaros and Firebirds of this era are excellent platforms for any kind of racing. And who doesn’t like T-Tops?

The only downsides are that they’re a little under-braked and the looks—especially the WS-6 Trans Am—aren’t for everyone. Go get you one before the word gets out!”

Kyle Smith: Honda XR650L

Editor Kyle Smith does a good job representing motorcycles amongst the car-obsessed masses here at Hagerty Media, and he certainly picked a winner in our book:

“For me it’s the Honda XR650L. I admit my bias as I am a documented Honda XR fanatic, but the tried-and-true nature of an air/oil cooled 650cc thumper that can still be purchased right off the showroom floor for $7k is pretty amazing. It’s a go-anywhere, do-anything machine that (for someone with a tall enough inseam) can be a one-bike solution for any two-wheel fun you seek. Throw in that the 650L has been relatively unchanged since its 1993 introduction, so parts and knowledge are plentiful, and suddenly low-mile used 650Ls become an amazing deal.

New or used, I just can’t see a situation where an XR650L is a bad choice for a person looking to have fun on a motorcycle.”

Nathan Petroelje: Honda Element

Associate Editor Nathan Petroelje has utility on his mind. It’s snowing at his house in chilly northern Michigan right now, and we’ve had to deal with him complaining about subjecting his Mitsubishi Montero‘s carpeted interior to the salty, sandy mix of crap underfoot more than we deserve. But we’re starting to think all of his whining was just him setting up the long game to swoop in and pitch this loveable toaster—well played, sir.

“I tend to think of underrated as it relates to the whole ‘you don’t know what you have until it’s gone’ sentiment. Yes, the Honda Element was nearly peak toaster-on-wheels (though the outright throne belongs to Scion’s xB in that department), but it was also deeply utilitarian, friendly as the day is long—this was a Honda, after all—and neat and funky in its own way. Folks drove the wheels off these things—several hundred thousand mile examples are commonplace. But if you could find a low mile example, particularly one with all-wheel drive? Between four driven wheels (with good winter tires!) and those plastic floors, and you’ve got yourself a wicked little winter warrior that will put a smile on your face perpetually. They’re not terribly expensive—four-figure ones are plentiful, and a great daily driver can be had for right around $15,000.

They have cult followings in certain areas, but by-and-large, I think they’re overlooked and underappreciated by society in general—for the mindset of the product planners, and for how useful they were.

Now, if only we can get big H to gin up a modern take on this quirky design!”

Sajeev Mehta: Elantra N, Aztek, Mark VIII

Okay here’s the deal: I don’t think my beloved co-workers are taking my questions seriously enough. A Corvette’s depreciation curve very rarely sinks low enough to reach that true “bargain” status. Everyone’s gonna want a Bentley in theory, and there are plenty of repair shops that will keep them running for a reasonable fee (considering the asking price for parts, that is). My beef stems from underappreciation via depreciation and neglect.

New: The Hyundai Elantra N has all the car guy cred needed in its track-tested bones, and they come with a manual transmission and a wicked pair of front buckets. But will people line out the door for one like a Mustang, VW GTI, or more expensive metal that provides no more fun per dollar than the little Korean that could? Well, perhaps that’s a possibility. But while all new cars seem to hold their values better these days (when’s the last time you saw an advertisement for Truck Month?) it’s a safe bet that the N-spec Hyundais will depreciate harder than anything else in its class. Which leads to neglect . . . and scrappage . . . and a seriously rare and underrated classic in the coming years.

Used: Do you think all crossover utilities are kinda awful? If so, how much worse was the Pontiac Aztek? Sure, the styling is disturbingly crude, which is what we all focus on. But the absolutely vulgar commitment to functionality and practicality cannot be understated. It’s based on a GM’s ubiquitous U-body minivan platform, so the seats pop out with ease. The Aztek was designed for camping, for crying out loud! Be it classic Fiat Multiplas, Malaise-y AMC Pacers, or the Pontiac Aztek, these underrated statements to neglect and depreciation usually get their day in the sunlight—eventually. But the Pontiac can’t get there soon enough, because I reckon it’s aging better than your average crossover utility from the 2000s. Simply put, it deserves better than a death next to an early Ford Escape in the junkyard.

Classic: The Lexus LC reminded me about my personal bias toward the Lincoln Mark VIII. I’ve owned two, and my current one feels as good as a new car (ancient four-speed gearbox notwithstanding) in terms of performance and eye-catching styling. Yet these minimalist, 280-plus-horsepower machines lack the classic car cache of their wood-paneled Lexus and Mercedes counterparts. I reckon they sell for less than a Northstar V-8-equipped Cadillac Eldorado that’s about to munch on a head gasket, too. If I’m right, that’s the textbook definition of an underrated automobile.

The post Our Two Cents: The most underrated vehicle on the market? appeared first on Hagerty Media.

Pontiac established itself as a performance brand in the early 1960s, kicked off the muscle car era with the 1964 GTO, and fed the pony car frenzy when it offered the Firebird’s “Trans Am performance and appearance package” starting in 1969. Fewer than 700 1969 Trans Ams were built, and this sterling WS4 example, one of just a handful known to exist with its original and desirable drivetrain, is set to cross the stage at Mecum’s Kissimmee sale this month.

The WS4 option code for the Trans Am included unique fender trim that mimicked heat extractors, a decklid wing, a front spoiler, a dual-scoop ram air hood, and Cameo Ivory paint highlighted with Tyrol Blue stripes and tail panel. Those cosmetic and aerodynamic upgrades were met with a limited-slip differential, a heavy-duty suspension with a 1-inch diameter sway bar, and front disc brakes, just to name a few of the standard performance bits.

Pontiac buyers had several performance engine options to choose from in 1969, including several V-8s and a spicy version of the 250 overhead-cam inline-six, the latter good for 230 hp.

The Trans Am, however, brought the heat. It came standard with a 400-cubic-inch Ram Air III V-8 that produced 335 hp. The only engine option was an upgrade to the Ram Air IV V-8, with an identical displacement.

While the Ram Air III V-8 was nothing to sneeze at, the Ram Air IV V-8 took the power to the next level with improved intake ports matched to a four-barrel aluminum intake manifold. It used round exhaust ports like the Ram Air II heads, while the standard 335-hp engine employed the more common D-ports that crowded the exhaust routing a bit. The Ram Air III and IV used the same performance camshaft, but the Ram Air IV took better advantage of it thanks to an increase in rocker arm ratio—1.65:1 compared to 1.5:1—that netted higher valve lift. Pontiac claimed those improvements in airflow were good for 345 hp in the Trans Am and 370 hp in the GTO, but it seems that those numbers were sandbagged a bit.

Just fifty-five Trans Ams were produced with Ram Air IV power in 1969, forty-six of which were equipped with a four-speed manual, as is the case with this recently restored beauty that retains its original interior.

Low production numbers mean that it’s rare to have one come up for sale. Mecum has noted an estimated sale price of $375,000 – $450,000. That closely follows the current #2 (Excellent) to #1 (Concours) value for a Ram Air IV 1969 Trans Am, which saw a big increase in the summer of 2022.

We’ve noted some ho-hum results for muscle cars in the last few months, perhaps this rare and beautiful piece of Poncho power will wake bidders up at what has become one of the top locations for big muscle car sales. We’re not going to place too much import on just one Trans Am transaction, but it could be an interesting barometer for the muscle market going into 2023.

The post Is this rare Ram Air IV four-speed the finest of first-gen Firebirds? appeared first on Hagerty Media.

From a performance car enthusiast’s perspective, the mid-’70s and early-’80s didn’t have much going on. High-compression big blocks were a thing of the past, and burning rubber right off the showroom floor proved increasingly challenging. That didn’t keep American cars from looking the part, though. Despite the oil crisis, regulations, and insurance rates neutering cars for the better part of a decade, automakers didn’t stop building cars with all the appearances of being able to lay down long streaks of rubber at any impromptu stoplight drag race.

Gimmicks and graphics, decals and doodads ruled the day, and thanks to the facial hair fashions of the era, “mustache muscle” is the term we like to use.

Always attention-grabbing but rarely worth much money, mustache muscle has nevertheless gotten pulled up by the recent growth elsewhere in the classic car market. Several of them, including some of our favorites, have surprised us. Here they are.

1977–78 Ford Mustang II Cobra II/King Cobra

Ford’s OG pony spans six generations and counting, but the Mustang II is the one many people would rather forget. This compact, Pinto-based coupe didn’t even have a V-8 option when it debuted in 1974. Having gone from the likes of the Mach 1 and Boss 429 to this in just a few short years is as emblematic of American muscle’s quick demise as anything. To be fair, though, the Mustang II was the right car for the time, selling over a million units before the Fox-body came along in 1979.

Few Mustang IIs raced between stoplights, but there were at least a couple of peppy-looking V8 models to choose from. First came the Cobra II: available with either a V6 or 302/134hp V-8, it was, in the true spirit of mustache muscle, an appearance package. To trick people into thinking it was fast, the (fake) hood scoop, spoilers, quarter window louvers, stripes and Cobra graphics mimicked the original Shelby GT350 from the ’60s .

Next was the V-8-only King Cobra, introduced for the Mustang II’s final model year in 1978. The air dam, stripes, and a massive look-at-me Cobra decal on the hood aped Pontiac’s “screaming chicken” Trans Am styling cues, although it offered even less performance.

Nobody ever paid much attention to Mustang IIs as “classics,” but prices for the loud and proud Cobra models started to shoot up in late 2020—way up. Over the last three years, condition #2 (Excellent) values Cobra IIs with the six-cylinder engine are up 102 percent (to $19,600) and V8s are up 160 percent (to $30,700). King Cobras are up 110 percent (to $29,000). The most expensive ones we’ve seen were a ’76 Cobra II for $45,360 and a King Cobra for $36,300, both sold last year.

Quoted insurance values for Mustang IIs are up significantly as well over the same period and, surprisingly, they're popular with young car enthusiasts. These decal-driven pony cars date from Gen X's youth, but they're disproportionately more popular among Gen Z, who quotes 16 percent of Mustang IIs despite representing just 7 percent of the market.

1979–80 AMC Spirit AMX

Bearing little resemblance to the original '60s two-seat AMX or the baroque 1971-74 Javelin AMX, the Spirit-based AMX of 1970–80 was American Motors' last real go at a sporty car. AMC delivered on the era's expected tacked-on look-fast bits: the Spirit AMX sported a front air dam, rear spoiler, fender flares, side graphics, and a giant hood decal that looks like a temporary tattoo you'd buy from a vending machine. There were also some genuine driving enhancements: mild suspension modifications, quicker steering, and better brakes all gave the AMX better handling than the standard Spirit, and the eight-gauge dash, unique steering wheel, and bucket seats implied serious sporting intent. Press the accelerator, though, and you'd quickly discover the 125 lazy horses under the hood with the 304 cid V-8 (or 110 hp with the 258 cid six).

Despite the flame decal on the hood, the AMX didn't set any sales figures on fire. Just 3,600 Spirit AMXs left dealerships in 1979—Ford managed to sell over 10 times more Mustangs that year. Sadly, few Spirit AMXs have survived the ravages of time. One of them, likely the world's best, has been to auction several times over the last few years, selling for a then-staggering $24,200 at Spring Auburn in 2019, at Mecum Chattanooga last year for $31,350, and then for $35,750 in Kissimmee this January. That's the high-water mark, though. While these late AMX have gotten pricier in recent years, Hagerty Price Guide values still put condition #2 cars in the teens and #1 values at under $30,000.

1978–81 Chevrolet Camaro Z/28

1978 saw the third and final facelift for the second-generation Camaro, and top-mustache status in the lineup went to the Z/28. Adorned with fender louvers, hood scoop, spoilers, decals and optional T-tops, the Z/28 screamed for attention. A close-ratio M21 4-speed and dual exhaust attached to the tried and true 170-190-horsepower 350 V-8 did their best to provide some entertainment, if not outright speed.

Late second-gen Z prices have steadily increased over the last five years, but the most substantial bump has occurred in the last 18 months. Average condition #2 value for a 1978-81 Z/28 is up 79 percent since 2017 to $43,400 (about the cost of a brand-new, 455-hp Camaro 2SS), but driver-quality #3 cars can still be found in the mid- to high-$20,000 range. A fixture of high school parking lots through the 80s and early 90s, these stickered-and-scooped Z/28s are unsurprisingly most coveted by Gen Xers: they make up 38 percent of Z/28 quotes even though they constitute 32 percent of the collector car market.

1977 Pontiac Le Mans Can Am

Named after a then-popular racing series that Pontiac had no involvement with (see also: Trans Am), the one-year-only '77 Can Am came at a time when Pontiac sold a lot of Firebirds but had little else in the way of sporty offerings. The 455-cid V-8 ceased production the previous year, and the GTO was retired after 1974. This was not a good look for what was traditionally considered GM's performance division, so Pontiac cobbled together the LeMans Can Am in an effort to preserve its performance image across more models. Even though the Can Am had little in the way of driving excitement, ads for it encouraged potential buyers to "Remember the Goat," suggesting GTO-like intentions.

The $1214 Can Am Option Package included variable ratio power steering, power front disc brakes, sport mirrors, Grand Prix instrument panel, and an optional Safe-T-Track limited-slip. Most cars came with a 400/200hp Pontiac V-8, but California and high altitude cars came with the wheezier 403/185hp Oldsmobile engine. All Can Ams came in Cameo White with orange, red and yellow graphic accents, and attention-grabbers borrowed from the Trans Am included the standard shaker hood and optional snowflake wheels.

Unfortunately, the Can Am name would not last long. Motortown Corporation was responsible for adding the appearance items on the car, and the tooling used for creating the rear spoiler broke after only about 1,300 Can Ams were produced. Rather than find any kind of workaround, Pontiac threw up their hands and canceled the model.

Despite their loud appearance, Can Ams are a rare and obscure piece of mustache muscle lore. Perhaps because of that, they've nearly doubled in value over the last five years to a #2 value of $29,900. Even that might be conservative, as one sold back in February on Bring a Trailer for $48,300 and another just sold at Mecum Indy for $70,400.

1983–84 Oldsmobile Cutlass Hurst

If mustache muscle cars are about visual excess, then the interior of the 1983-84 Hurst/Olds absolutely nails it. With the famous "Lightning Rod" shifter, Oldsmobile answered a question nobody was asking:"what if my automatic had not one, but three shifters?" The Lightning Rod's first lever is used for most driving, but if the need for speed arises you can pull each of the other two levers back to hold the transmission in first. Then, pushing one of the auxiliary levers puts the car in second, and the other shifts into third. This drag-style box seems a tad silly for a car with just 180hp from its 307-cid V-8.

As for the rest of the Hurst/Olds, it leveraged the heritage of the original '60s version without offering big speed. The engine did at least get a specific cam, distributor, and valve springs, as well as a Rochester four-barrel carburetor for more oomph over the standard Cutlass. A limited-slip was also optional both years. The '83 versions are finished in two-tone black on top of silver with 15th anniversary decals and dash plaque, while '84 cars reversed the paint scheme with silver on top of black. Just 3,001 were built for 1983 and 3,500 left the factory in 1984.

Prices for the triple-shifter Olds haven't spiked like they have for other members of the mustache muscle club, but they saw a modest 15 percent bump with Hagerty's latest pricing update. $26,500 will fetch a 1983 car in #2 condition, and $25,800 should grab a #2 condition '84 model. Naturally, they're popular with Gen Xers, who remember when they were new, and make up 36 percent of insurance quotes. Surprisingly, though, Millennials represent 35 percent of quotes for this Oldsmobile even though they make up just 21 percent of the market. Maybe it's the Lightning Rod gimmick, or maybe the Hurst/Olds is a shoo-in for Radwood.

1977–78 Pontiac Firebird Trans Am

We can't think of a car more closely associated with a movie than Burt Reynolds' black and gold Trans Am from Smokey and the Bandit. "Bandit era" has become the descriptor for late '70s Firebirds, and when we say "mustache muscle," Burt's upper lip is the one that comes to mind.

Of course, "screaming chicken" is another term associated with these cars, although the massive bird decal on the hood is more turkey or eagle-sized. T-tops, snowflake wheels, spoilers and bright interiors also draw your gaze, but the cars still had reasonably good performance for the era. Although Pontiac's 455 engine was no more, buyers could get a Trans Am with 400/200-hp or 400/220-hp Pontiac engines as well as a 403/185-hp Olds V-8. The WS6 Special Performance Package became available on Trans Ams in 1978 and featured wider wheels and tires as well as a beefier rear sway bar, making the car a competent handler for its time.

These are probably the most famous and most loved mustache muscle cars, and they're also the most valuable. Collectors have had their eyes on low-mile and restored Trans Ams for several years, but these cars have still gone up in value significantly over the past 24 months, with condition #2 values up around 18 percent. The #2 value for a standard 1977–78 Trans Am is $52,600, but cars equipped with the Special Edition Package (like the one in Smokey and the Bandit) are worth more than twice as much. An ex-Burt Reynolds car sold at auction in 2019 for $391,000.

The post Mustache Muscle: 6 climbing classics of the ’70s and ’80s appeared first on Hagerty Media.

Although they’re far more efficient and power-packed than their V-8 ancestors, most late-model cars just don’t have the same kind of under-hood presence as cars from the ’80s, let alone the ’50s and ’60s. We asked our community to tell us their favorite air cleaners, and we are happy to report that there is some clear consensus on what air cleaners look the best. Here are the top 11-ish responses, in no particular order.

Mopar Six-Pack/Six Barrel

Whether it was a Dodge Six Pack or a Plymouth Six Barrel, the monster air cleaner atop the 440 meant business either way. Heck, it meant business on the 340 too!

1963 Z11 Impala

While Chevrolet was still experimenting with the Mystery Motor 427 that was the predecessor to the 396, 437, and 454 big-blocks of the muscle car era, there was another 427 that would set the stage and help Chevrolet make the displacement memorable. The race-bred Z11 Impala, stripped and lightened for competition, packed a 427-cubic-inch version of the W-motor that took the already potent 409 into even more legendary territory. The cowl-induction was straight out of NASCAR and helped the big engine pump out 430 hp through a pair of four-barrel carbs. The engine pictured here was from a sublime example that sold for $340,000 at a Mecum auction in 2017.

Cadillac/Olds “Batwing”

We were a bit surprised we had to go to Facebook to find a comment mentioning the 1951–1956 Cadillac/Oldsmobile “batwing” air cleaner. The simple design of these air cleaners matches the mid-century design of the exteriors and the scoops hint at the performance that lies within. This design was so popular that multiple companies still manufacture reproductions. They look good on just about any ’50s car.

Camaro Cross-Ram 302

This one may be more about the intake than the air cleaner, but any intake that has a pair of carbs spaced that far apart and an air cleaner that spans them will draw some attention. Even the Crossfire Injection Camaro and Corvette managed to make twin one-barrel throttle bodies cool.

Hudson Twin H Power

Hudson made a lot of strides in car design and engineering, netting them multiple NASCAR manufacturers championships in the early ’50s. Some of Hudson’s racing knowledge made its way to the street when it offered a twin-carb upgrade to its 308-cubic-inch flathead six that resulted in 160 hp. Hudson embraced the new induction, calling it “Twin H-Power” and topped the twin one-barrel carbs with ornate canister air cleaners.

1967 Buick GS

This piece of automotive art has a bit of an architectural vibe to it. It’s come to be known as the “Star Wars” air cleaner because the two inlets do make the piece look a bit like some sort of sci-fi shuttle, or maybe a droid, we’re not sure. It can be found on the 1967 Buick GS400 as well as the 1967 Buick Riviera GS. The one-year-only intake seems to be a hard-to-find commodity for restorers, so seeing one in person is a rare treat.

Mopar Shaker

Mopar embraced the shaker hood scoop with graphics on the underside of the hood that nearly made you want to get your eyes examined. As if you needed more reason to stare at a Hemi ‘Cuda.

Ford Shaker

Everyone loves shaker hoods, we can’t forget that Ford used some beautiful and functional shaker scoops on Torinos and Mustangs.

Trans Am Shaker

Of course, GM also got into the shaker scoop action, but for Trans Am the scoop was mounted backward. While the shaker scoop was shared with the spicier Formula variants, it really became a Trans Am signature and was used for most of the second-gen Trans Am’s run.

1958 Mercury Monterey Super Marauder

The 1958 Mercury Monterey’s 383 V-8 used a gargantuan, round air cleaner that looked like a flying saucer. Huge and pretty cool in its own right, it got completely blown out of the water by the piece of art that topped the optional 430 Super Marauder V-8 and its triple carbs. The 400-hp engine deserved the gorgeous sculpture, no doubt, but just imagine the work that went into casting it in aluminum, polishing it, and painting it. No wonder we’d get accustomed to stamped air cleaners and eventually plastic airboxes.

Pony-car twin-snorkels

Pop the hood on an ’80s pony car and you may spot a round air cleaner with twin snorkels that lead to cold-air ducts. It could be a Mustang or a Camaro, as both featured similar looks. They’re simple, they can be effective, and they both are a bit of throwback that honors their SCCA Trans-Am heritage. Even if many of these engines were just coming out of the Malaise Era, they still offered solid performance for their day and a nice foundation for building real power with help from the aftermarket.

Of course, our community suggested these and many more, so make sure to visit the thread and add your favorite to the growing list. Who knows—with enough strong responses we may revisit this subject for a Part II post.

The post According to you: 11 cool air cleaners to spruce up your engine bay appeared first on Hagerty Media.

We’ve previously discussed the magic of Pontiac’s Firebird Firehawk, in which the automaker utilized a third party engineering firm to add a dash of spice to an already impressive package. While the formula of adding go-fast parts from SLP Engineering to factory-built Pontiac Excitement was set in stone, it appears the wonks at SLP also had a cosmetic trick up their sleeve to go with the transition from LT to LS small-blocks. They intended to make the Firehawk strikingly unique—relative to a standard Pontiac Trans Am—with a pair of sleek, exposed headlights.

While the 1998 Camaro wore headlights somewhat like these, the Firehawk was clearly influenced by the flagship Oldsmobile Aurora. These lights never made production (more on that later), but this uber-rare 1998 Firehawk prototype is memorialized on the Internet, thanks to the folks at Motorweek. SLP Engineering’s prototype possesses the performance upgrades we’ve come to love with the production 1999–02 Firehawk, but the difference was clear: Exposed headlights work surprisingly well with the redesigned front fascia.

It appears SLP Engineering wanted no part of the 1998 Firebird’s headlight change, as the design grew wider to accommodate the four sealed-beam headlights underneath. Instead SLP made these almond-eyed headlights, which start at the bumper-to-fender cutline and logically flow to the seam between the front bumper and the hood’s twin-snout grille. It has a logical flow, much like a fourth-generation VW Jetta but with far more attitude. Unfortunately, these parts never made production, and we can only guess that factors like R&D costs, federalization headaches, or even interference from Pontiac management ensured they never saw the light of day (so to speak).

Imagine a Pontiac executive’s face when realizing the top-dollar Firebird now looked more like a … gasp … Camaro! No matter, a total of six Firehawk prototypes were made in 1998. While at least two (here and here) sported the Firebird’s conventional pop-up lights, SLP Engineering’s press photos (above) suggest at least one red and one silver prototype had the exposed headlights. Clearly they had intentions of going all the way with the project, lest Motorweek would have received a pop-up headlight prototype instead for evaluation. Details on these unique headlights are sparse.

It’s unfortunate that Pontiac had no Firehawk to do battle with the 1998 Camaro SS (with SLP goodies under code WU8).

Reg Harris, SLP’s Marketing Director, set the record straight on Firehawk.org:

“SLP Engineering, Inc. did not produce 1998 model year Firehawks at its Montreal, Quebec, Canada production facilities. SLP did however add Firehawk content to six 1998 model Trans Ams and Formulas. That work was performed at our Troy, Michigan, facility. The six vehicles were purchased locally from Pontiac/GMC dealers, converted in Troy, then used for 1998–99 model year marketing and sales activities. In addition, it should be noted these vehicles do NOT contain the GM RPO WU6 option code. While these vehicles do contain Firehawk content, they are NOT considered production Firehawks by SLP.”

And now you know the truth about these mysterious Firehawks from 1998. While somewhat unfortunate, that’s not to say the production 1999–02 Firehawks were a disappointment. Far from it, as SLP Engineering shined bright, from the Ram-Air intake down to the sticky Firestone SZ-50 tires. You may never witness those headlights open, but you’re almost guaranteed to see those honeycomb taillights.

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Almost everyone has an opinion about Pontiac Firebirds. Ours, for the record, is that they’re pretty great. Spanning 35 years, four generations, and myriad high-performance variations—not to mention three Smokey and the Bandit movies, Knight Rider, and countless other cultural touchstones—the Firebird transcends typical collecting considerations and cuts to the core reason most of us like old cars—they’re fun. Although most were relatively affordable when new and remain so today, a select few have appreciated into exotic-car territory. We looked at each generation, and here are the most expensive cars from each series.

First Generation (1967–1969): 1969 Firebird Trans Am Convertible

#2 (Excellent) condition average value: $1,000,000

1969 is when it all started, with Pontiac introducing the famous Trans Am to the Firebird lineup. Aside from the famous Cameo White body with Tyrol Blue stripes, the Trans Am included plenty of other upgrades. This included a standard Ram Air III 400-cubic-inch engine, with the optional Ram Air IV, heavy-duty suspension and quicker ratio steering. Trans Ams are very uncommon to start with.

Only 697 total cars were produced, so any car in excellent condition brings six figures. Convertibles are a completely different story, though, with only eight being produced. While all are equipped with the less powerful Ram Air III engine, a pristine T/A Convertible is easily a seven-figure car. Being even rarer than a Hemi Cuda Convertible, these cars come up for sale just about as infrequently.

Second Generation (1970–1981): 1970 Firebird Trans Am 400/370-hp Ram Air IV Coupe

#2 (Excellent) condition average value: $172,000

Although the second-gen Firebird achieved pop-culture fame in its later years—think T-Tops and screaming chicken—serious collectors prefer the high horsepower, tightly wound thoroughbreds of the early ’70s. It should thus come as no surprise that the most expensive of this era would be an early Trans Am. For the first few years of Trans Am production, numbers were the lowest and the most sought after engine options were offered—one of the rarest  the Ram Air IV. Pontiac offered this engine (distinguished by round-port, high-compression cylinder heads) in the Trans Am for only two years, producing only 88 of the cars. The Ram Air IV T/A is closely followed in value by the 455 Super Duty equipped cars in 1973.

Third Generation (1982–1992): 1992 Firebird SLP Firehawk Coupe

#2 (Excellent) condition average value: $61,000

GM discontinued production of Pontiac V-8 engines in 1981, forcing the third-gen Firebird to find other ways to distinguish itself from its Chevrolet twin, the Camaro.

The Firebird of this era that managed to do that well is the Firehawk, built by Street Legal Performance (SLP). While SLP was technically an outside tuning company, you could walk into your Pontiac dealer and order yourself a Firehawk using option code B4U. This got you a fire breathing Firebird making 350-hp out of it’s 350-Chevy engine and a number of additional braking and handling upgrades. With 25 cars produced in total, these represent the top end in terms of both performance and value, for F-Bodies. The very best of these cars can flirt with the $100,000 mark. Given how rarely they come up for sale, we wouldn’t be surprised to see these continue to climb.

Fourth Generation (1993–2002): 1997 Firebird SLP Firehawk 350/330-hp LT4 Coupe

#2 (Excellent) condition average value: $59,600

The final series of Firebird launched in 1993, lasting nine years with a final send off in 2002. Traditionally, the very last year of any significant car will bring the most money, but this is not the case with fourth-gen Firebirds. It takes a truly special car to make that happen and the 1997 SLP Firehawk equipped with the LT4 engine is it.

The Firebird would see a major facelift and a complete engine change in 1998 to the LS platform; however for 1997, SLP had a few tricks hidden up its sleeve. It sourced a number of LT4 engines used in the Corvette program, most notably in the Grand Sport. SLP would install the LT4 in just 29 cars Firehawks (and 100 Camaros). Like the third-gen Firehawk, these cars rarely come up for sale and are highly coveted by Pontiac enthusiasts.

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Brendon Vetuskey has a dream job. He gets to play with Hot Wheels all day. OK, so that’s not really his job, but it’s close—he’s a Hot Wheels designer who is responsible for many of the iconic 1/64-scale diecast cars that have reached store shelves and fueled the dreams of automotive enthusiasts young and old.

Vetuskey was a guest on a recent Hagerty Drivers Club Livestream on Facebook, and he and host Brad Phillips talked about how the legendary toy cars came to be. Some are licensed replicas of cars that we know, and some are total custom jobs taken directly from a designer’s imagination.

Vetuskey has created plenty of both. He owns a silver 1967 Pontiac Firebird that he modified himself, adding (among many other things) an LS1 engine that’s mated to a T56 Magnum wide-ratio transmission. “It gets a lot of attention because it’s really different,” Vetuskey says .

The Firebird was featured on the cover of Car Craft magazine in October 2018 … a year after becoming a Hot Wheels car—designed by Vetuskey, of course.

Speaking of different, one of Vetuskey’s wildest designs is a 2018 truck that he called “The Gotta Go.” It looks like a large toilet. “If you roll the rear wheels,” he says, “the toilet seat goes up and down.”

Once upon a time, Hot Wheels were created by building a model and scaling it down for casting. These days designs are drawn on a computer, and a 3-D printer allows the designer to check for accuracy and also access the need for changes—technology that Vetuskey says allows for more detailed vehicles.

In addition to partnering with major automakers and celebrities like Magnus Walker, one of Vetuskey’s favorite collaborations was with Gas Monkey Garage in Dallas. He worked with the GMG crew for three days to build an actual life-size “HiPo Hauler,” then he returned to his office and replicated it as a Hot Wheels vehicle.

Vetuskey not only designs Hot Wheels vehicles, he collects them. He owns some of the original 1968 versions—“the ones I can afford,” he jokes—and also collects a casting of every car that he has personally worked on.

His advice to other collectors? “If there’s a car that you like, focus on that,” he says, pointing out that Hot Wheels often produces several variations and colors of the same vehicle. “You can always expand on that. We’ll make more. There’s always another car you can get.”

The Livestream contains a lot more fun and valuable information, including the reveal of a future Hot Wheels release, so watch it in its entirety below:

The post Geek out for 61 minutes with a real-life Hot Wheels designer appeared first on Hagerty Media.

Is it possible that someone out there loves K.I.T.T. even more than The Hoff himself? It certainly looks that way.

A fully functional 1980s Pontiac Firebird Trans Am K.I.T.T. conversion car owned by Knight Rider star David Hasselhoff is being auctioned online by liveauctions.com, and it has already blown past its $175,000–$300,000 estimate. It’s nearly doubled it, in fact. With 12 days remaining in the auction at the time of this writing, bidding has roared to $500,000.

What makes that number even more astounding is that auction details are as sketchy as a napkin doodle. Wondering the model year? Us too. It appears to have a four-speed automatic transmission, so that eliminates 1982, which was available only with a three-speed. Maybe it’s an ’83? The description doesn’t say.

Wondering if the Firebird was used on the 1980s NBC television series or was simply Hasselhoff’s personal replica? Us too. Again, the description doesn’t elaborate.

What we do know is that it is a “full conversion car,” is currently located in the U.K., and the buyer is responsible for all shipping costs.

There’s also a 21 percent buyer’s premium added to the sale price, which means if bidding ended right now, someone is prepared to shell out $605,000. That’s serious cash, especially considering that six months ago, in July 2020, Julien’s auctioned a Knight Rider K.I.T.T. car that was used to promote the show for $192,000.

K.I.T.T. (Knight Industries Two Thousand) was created by Universal Studios for the television series, which ran from 1982–87 and starred Hasselhoff as Michael Knight. In the show, K.I.T.T. was no ordinary automobile—it talked and reasoned as a human—and the custom Firebird became one of the most popular and replicated TV cars of all-time.

In addition to Hasselhoff’s K.I.T.T. car, liveauctions.com is selling more than 40 years of the actor-singer’s personal items. The list includes screen- and stage-worn wardrobe items, awards, scripts, toys, autographed items, photos, music, film, and television memorabilia. A portion of the proceeds will be donated to Hasselhoff’s charitable organizations.

Perhaps the bidding frenzy has something to do with this little bonus: It seems Hasselhoff has promised to personally deliver the car if the sale price is at least 25 percent higher than the reserve. If that’s the high estimate of $300K, a face-to-face with The Hoff would have kicked in at $375K, so he’d better pack his bags. We wonder if the buyer is responsible for shipping him too—you don’t hassle The Hoff!

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It’s a well-known fact that automakers don’t actually make all the parts that bolt up to their vehicles. Be it an Aisin AS66RC transmission in a Dodge Ram or Mercedes bits within a Tesla Model S, third-party solutions are used by the original equipment manufacturers (OEMs) to accelerate and simplify production.

What happens when a company secures one such vendor not simply to facilitate production, but to make the final product faster?

That’s where Street Legal Performance (a.k.a. Specialty Vehicle Engineering) came into play. The company earned General Motor’s adoration by designing and manufacturing the first 50-state legal (i.e. legal even in California) performance pack for the 1988 Chevy Camaro and Pontiac Firebird. The kit netted a 50-hp increase with a 2 mpg improvement on the highway, thanks to SLP’s work on the tune-port injected V-8’s intake (specifically, replacing those restrictive intake runners), a custom exhaust, and bespoke computer tuning.

With the 5.0 Mustang dominating the streets at the time, General Motors wanted a slice of the action. A joint effort with SLP was promising: The automotive press would clamor over it, the dealer network would love the added revenue from its hot-rodding clientele, and SLP would get a direct link to F-body production as a final assembly point for the renamed Pontiac Firebird. Meet the Firehawk, ordered and delivered by your friendly Pontiac dealer under the RPO code B4U (1991–92), R6V (1993–97), or WU6 (1999–2002).

Motorweek got its hands on a fourth-generation Firebird Formula optioned with the R6V Firehawk treatment, and its LT-1 mill sported bolt-ons and a bespoke ram-air hood scoop. The upgrades translated into 0–60-mph and quarter-mile stats on par with those of forthcoming LS-1 F-bodies. That level of performance was no joke. In addition, SLP’s team also upgraded the springs, control arms, front sway bar, and rear-axle torque arm. The end result was a balanced package, sittin’ on some seriously wide wheels with Firestone Firehawk (of course) tires. The interior remained stock, which is impressive—Motorweek’s example still had the Formula’s understated cloth seats.

The later LS-1 Trans Am also benefitted from the SLP treatment (RPO WU6), though the waters were somewhat muddied by the inclusion of Pontiac’s own WS6 package. That’s because the WS6 also had an extra smattering of horsepower, a Hurst shifter, and even a unique-to-WS6 ram-air hood.

Does the WS6 prove that imitation is the sincerest form of flattery? That depends on how far back in Firebird history you want to go, but I digress …

Perhaps we leaped too far ahead in SLP’s history. Was the original (RPO B4U) the best of the breed?

I’d wager yes. The original Firehawk possessed a stunning amount of work above and beyond the reasonably impressive powertrain of the third-generation Firebird. Motorweek also wrangled a B4U Firehawk, and it didn’t disappoint: a robust 350 horses from an L98 small-block Chevy and a T-56 six-speed manual swap that foreshadowed the fourth-generation F-body. The conversion was clean, especially on this example’s interior custom console.

The end result? This Firehawk was significantly faster than the soon-to-be-released LT-1 and was also quicker than a Firehawk-fettled version. It’s likely that a B4U Firehawk owner could beat a (stock) LS-1 powered F-body in any dynamic battle, especially if they ordered the aluminum hood, the upgraded Brembo front disc brakes (supposedly shared with the Ferrari F40), and a track-friendly roll cage. Those improvements weren’t cheap, but they were readily available at your local dealer upon selection of that magical RPO code.

The post When the formula required added heat, Pontiac offered Firehawk appeared first on Hagerty Media.

Say what you will about the 1980s NBC television series Knight Rider and its iconic Knight Industries Two Thousand, car enthusiasts just can’t seem to get enough of KITT. We can’t either.

We’ve told the story of how a 1982 Pontiac Firebird Trans Am became the famous talking/crime stopping superhero. We’ve written about KITT replica builders and created videos featuring their creations. Comedian Byron Bowers even considered making KITT the last car that he’ll ever own, although he ultimately decided to keep looking.

Now one of six original KITT Knight Rider studio promotional cars is headed to auction. Among Hollywood’s most beloved ’80s pop culture artifacts, the KITT Firebird Trans Am is part of Julien’s “Hollywood: Legends & Explorers” Auction set to culminate July 18–19. The car has a pre-sale estimate of $100,000–$200,000, about 10–20 times more than the very best non-KITT 1982 Firebird Trans Am out there. Online bidding is already underway. [Editor’s note: The KITT Firebird sold for $192,000.]

According to The Knight Rider Historians, the vehicle was created by Universal Studios and used in tours and appearances promoting the Knight Rider series, which ran from 1982–87 and starred David Hasselhoff as Michael Knight. The show made Hasselhoff an international star, and the car was also used in Hasselhoff’s “Night Rocker” concert tour in Austria in 1987. It was later exhibited at the Siegfried Marcus Automobile Museum in Stockerau, Austria through 2005. It has been signed by Hasselhoff.

The interior of the car retains approximately 50 percent of the original custom dashboard and electronics from its 1983–86 USA car show tour. The Firebird comes with bill of sale only; it is offered for static display purposes only and cannot be legally or safely driven on public roads or highways.

The vehicle was created by Universal Studios and used in tours and appearances promoting the Knight Rider series, which ran from 1982–87 and starred David Hasselhoff as Michael Knight. The show made Hasselhoff an international star, and it accompanied him on his “Night Rocker” concert tour in Austria in 1987. KITT was later exhibited at the Siegfried Marcus Automobile Museum in Stockerau, Austria through 2005. It has been signed by Hasselhoff, who also provided a certificate of authenticity.

Knight Rider’s indestructible self-driving black Trans Am was smart, fast, and had a sense of humor, and the car seemed to enjoy poking fun at Michael. Its voice was provided by William Daniels, who was also starring in St. Elsewhere at the time and was surprised to learn what he was actually auditioning for when NBC asked him for a voice recording. Daniels wasn’t sure it would work, but somehow it did—in no small part because of the public’s fascination with KITT. Nearly four decades later, the car and the show still have plenty of fans.

Other notable items in the auction include a space suit from Stanley Kubrick’s 2001: A Space Odyssey, Christopher Reeve’s Superman cape, composer John Williams’ scores for Star Wars: The Empire Strikes Back, photographer Jack Warford’s collection of original Star Wars prints, the actual rudder-control sticks used by Neil Armstrong and Buzz Aldrin on NASA’s Apollo 11 mission, items from Apollo 17’s last mission to the moon, and costumes, props, and memorabilia from some of Hollywood’s biggest films.

You can view the complete catalog here.

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