For the final entry (for now) in my COAL series, I’d like to introduce you to the only car I’ve owned that has not served as a multi-purpose daily driver, but has been engaged strictly for the pure joy of driving a fun, audacious anachronism. Meet my 1985 Pontiac Trans Am, a car that was part of my teenage dreams.
The General offered the third generation F-bodies, the Firebird and its platform mate Chevrolet Camaro, from 1982-1992. These cousins have graced these pages many times, and have never failed to evoke a response from the commentariat. Every US reader seems to have an opinion or perception about these vehicles, regardless of their actual experiences with them. This should not be a surprise, as their 11-year model run coincides with the school years and early adulthood of a large proportion of our readership.
Skim through the comments of those earlier entries, and you are likely to find that they fit broadly into one of three categories: 1. Admiration for their good looks; 2. Derision for their perceived lack of material and build quality (some real, some exaggerated); and/or 3. Stories of behind-the-wheel hooliganism performed by a mulleted friend/classmate/greaser down the street. Rare is a reader who doesn’t possess a strong opinion in either direction.
Growing up a car nut in the ‘80s, there were countless unattainable cars that took turns filling my adolescent dreams, and I’m sure many of you can empathize. While Monday’s daydreams might have been exotics like the Countach, 512BB, or 930 Turbo, by Tuesday my attention might shift to slick imports like the Supra, 300ZX, Scirocco, or Conquest TSI. Come Wednesday, and the practical charms of “Hot Hatch” offerings such as the GTI, FX16, Omni GLH, or 323 GTX were evident. But by week’s end, it was the crude but charming Americans such as the Fox Mustangs, T-Bird Turbo and Super Coupes, Mark VII LSCs, Shelby Chargers, and these F-Bodies that spoke most distinctly to me. I vividly recall staring at the fold-out multi-page Goodyear Eagle spreads that ran in all the magazines (as featured in this 2015 piece by William Stopford), lusting after just about all of them. Among that droolworthy roster of vehicles, there was one to which my eye always strayed back – the red Trans Am GTA.
Fast forward to 2020. It was a tough year for most of us, and my family was not spared. The year started in a fog of grief, as I was still reeling from losing my best friend, suddenly, the prior Summer. Jason and I had shared two distinct passions. We were both life-long, die-hard Seattle Seahawks fans, and had suffered that affliction together through many lean years while living in Philadelphia Eagles country. We also loved Firebirds, and often talked about pooling our money for a mid-70s Formula or Trans Am. When he passed, I was struck by the fact that we never took that plunge, that it was always either too much money, or not the “right” time.
Then, over St Patrick’s Day weekend of 2020, COVID rolled into town and shut down the world. The following weekend, Mom became seriously ill. Her affliction was completely independent of COVID, but hospitals were operating under a state of emergency, and we were unable to communicate with her and received only vague updates over the next two weeks. When the doctor finally decided to return our messages, it was only to tell us that she was non-responsive and should be transferred to hospice, where she would pass the following day. These two successive shocks led to me having a small midlife grief crisis, which resulted in the Trans Am that is in my garage.
I didn’t set out to buy a third gen. My initial focus was on the more popular and collectible second gen cars, but I quickly found that their desirability put them outside of my reasonable price range. As anyone who loves these cars knows, cheap ones have been beaten to within inches of their lives, and the good ones have become quite dear. Accordingly, I started to look more seriously at the third gens that had been the object of my teenage desire.
After a few weeks of daily eBay searches, I found one that fit most of my criteria at a reasonable price. For about $10K, I became the second owner of a 1985 model with the highly desirable combination of the WS6 handling package with beefy anti-roll bars, 4-wheel discs, and the stronger Borg Warner 9-bolt rear end. It was in my favorite color combination – 8524 Dark Red with silver graphics and grey velour – and it sported the very necessary T-tops.
I know not everyone is a T-top fan, and that many complain that they reduce the structural integrity of a car that is already known for being rattly, but this was intended to be a summer fun car, and a Trans Am without T-tops simply isn’t complete. Its body appeared perfect and the upholstery looked pristine. Critically, it was 100% mechanically original, showing no signs of molestation by a shade-tree hot rodder, and it had covered just 46K miles since new. The perfect car to drive as-is and enjoy its time capsule quality, or, if was later inclined, to make serious professional upgrades.
When the car arrived, via flatbed from its lifelong home in Missouri and still sporting its original dealer plate, I was immediately transported back to high school and that Goodyear ad. That slick shape and the squinting eyes give these cars a grinning face with a hint of smugness, conveying a sense of confidence to which I always aspired, and a casual indifference to the opinions of others. It seems to say, “Yes, I’m a little too big and heavy, a bit loud and rough around the edges, and I’m not welcome in polite company. But damn, I’m good.”
The car itself largely lived up to its write up. Its body was straight and virtually perfect, except for a bit more chipping than was apparent in the glamor shots on eBay. Accordingly, the original wheels were a bit more pitted and oxidized than expected, and would need to be restored or replaced. The interior, though, was virtually perfect, and everything worked as it should. It fired right up and settled into a smooth idle.
Over the next two years, I drove the Trans Am with little investment besides fluids and elbow grease. What was immediately impressive was how well that car handled. Contemporary reviews and comparisons frequently hailed it as the best handling American vehicle, competitive even with high-end euro fare with sophisticated suspensions. I’ve honestly never driven anything this side of a late-model Boxter that had less body lean through fast corners. Considering the live rear axle and old school engineering, the team at GM got the basic suspension geometry of this car just right. Where it didn’t quite shine, though, is in the power department.
Curiously, the original owner spec’ed this car with the best suspension options available, but graced it with the weakest powertrain in the catalog. Trans Ams could only be specified with V8s – mercifully the Iron Duke 4 and 2.8 V6 were only available in lesser trims. My car was born with Pontiac’s LG4 code engine – a 305ci Chevy in standard output with a Rochester QuadraJet 4bbl, good for all of 155hp but with a respectable 255 lb-ft of torque and an OK-for-its-day 9.0 sec 0-60 trot.
Available upgrades include a HO version of the 305/4bbl producing 190hp, or the same 305 with tuned port injection putting out a very respectable and highly drivable 205hp. Those mighty horses were connected to the drive wheels via GM’s mostly excellent 700R4 4-speed automatic (I say ‘mostly’ with deep fraternal respect for those who’ve ever had to adjust the TV Cable). I would have loved a manual, but frankly the suburban Atlanta traffic makes the automatic not completely undesirable.
The 305 is known for its bulletproof dependability, and is a perfectly respectable powerplant for an El Camino, Monte Carlo, or ¼ ton pickup application. It is not a great choice for a vehicle with performance aspirations. It creates great torque down low, and can provide a spirited launch and acceleration to about 40mph, before its intrinsically poor lung capacity limits its ability to process oxygen. That limitation made these cars all show, no go. I was fine with those limitations for a season, but I eventually started craving more punch.
Through research and conversation, I found that there wasn’t much you could do with the 305. A hotter cam and new heads can pump a little life into them, but the return wasn’t quite worth the investment. Though these share the basic SBC architecture with the legendary 350 and other SBCs of various displacements, their bore-spacing and valve-train render them difficult to unshackle. What ultimately doomed the factory engine, however, was the Rochester. The car developed a propensity to vapor lock when driven hard in warm weather, and I could never get that carburetor dialed in. After two fruitless rebuilds and several embarrassing stalls, I made the decision to swap out the carb for one of the new generation EFI units. That project quickly snowballed into a complete heart/lung transplant.
In the spring of 2022, I met with a respected engine builder/tuner to talk about my options. We aligned on a GM performance short-block crate engine, complete with factory warranty. After discussing my desires, his recommendation for this application was not the now-ubiquitous LS swap, but a more old-school hot rod selection – the 383 Stroker, upgraded with modern throttle body injection. Hooker ceramic headers and a complete Flowmaster exhaust would allow it to breathe freely and produce just the right sound. Along with the swap, the 700R4 was gutted and built up to take the nearly 500hp and similar torque figure the new engine would produce. We also upgraded to Baer brakes and 16in wheels on YearOne Trans Am wheels that mimic the ‘70s vintage snowflakes. While in the shop, we added a few pieces that are recommended by all third-gen fans to further improve handling and effectively reduce body flex and rattles – namely a ‘wonderbar’ steering brace and welded-in subframe connectors.
The results were, simply, phenomenal. All Show AND all go. The car is a delight to drive – generally docile around town, with a low and slightly lumpy grumble that commands attention by the initiated, but is not obnoxious. When pressed, though, it will launch in a screaming fury befitting of its fire chicken logo. She draws admiration wherever I take her. Men and women of my age are drawn back to their high school years, when these were attainable only by the rich/cool/jock/jerk-types frequently stereotyped in contemporary teen movies. One guy recently told me that if he had had my car in high school, he might have gone to the prom.
The other thing that captures people is that these used to be so very common, and were produced for so very long, that they didn’t warrant a second glance until, suddenly, they were gone. Now, as one of the few remaining ambulatory examples of a near-extinct species, this car stops people of all ages and demographics in their steps. What brings me the most joy is how teenagers respond to it. Thanks to cultural influences like Stranger Things, everything ‘80s is cool, and even more so if it has flip-up headlights.
This brings us up to date on my COAL series. Thank you for coming along with me for the ride. I have a few other ideas I plan to post here, and I have promised to also take you along as I shop for two new cars this year. Meanwhile, if you are in the Atlanta area and see (or hear) a dark red, mid-‘80s Trans Am, please stop and say ‘Hi’. Cheers.
Congratulations for finding a 35 year old car that had traveled not much over 1000 miles/year in its life prior to you. There must be a good back story there.
I love the color, and think it’s great that you have been able to build it to be the vehicle you want. I also love the comment about teenagers infected with 1980s nostalgia and flip up headlights. Kids…. 🙂 Enjoy!
I wish I knew the backstory as well. Unfortunately the original owner sold it through a broker. Tons of original paperwork and maintenance logs were with the car. Based on its condition and mileage, I surmise it was a mature guy who bought it perhaps in his late ’30s/early ’40s – his reward for ‘making it’. It has the contemporary hallmarks of a car that was bought with the intention to keep – aftermarket alarm (with key swich in the fender), VIN etching on all the glass. Records show it was driven a little less each year, then hardly at all for the last dozen years. I assume he aged out of being able to get himself out of those seats. Whoever he is (or was), I’m grateful for his choices.
I think it’s absolutely wonderful. It’s a beauty and I love that you were able to get the car in such lovely condition and were able to upgrade it a bit to make it just how you wanted it. I’m in Woodstock and I would love to see this thing in person sometime!
Worship show off Woodstock Road in Roswell, first Sunday. I plan to bring it a couple of times this summer, would love to connect. https://carstoshow.com/eventdetails.aspx?eventid=87347
Yes, Sir! This was another truly excellent entry, Brian. Hard to believe it’s the last – like you said, for now. You nailed it RE: comments on these gen-three Firebirds. And I concur that a Trans Am simply has to have t-tops.
One other thing I appreciated was that, in a sense, you had ended up sort of realizing the dream you and your friend had for purchasing one of these, even if you had initially wanted a second-generation car.
We go around only one time. Good on you for realizing this dream, and also for making it exactly what you wanted.
Thank you as always, Joseph. I have appreciated both of your prior posts on 1985 Trans Ams: https://www.curbsideclassic.com/blog/editorial/curbside-musings-1985-pontiac-firebird-trans-am-nevermore/ and https://www.curbsideclassic.com/blog/in-motion-classic/in-motion-classic-1985-pontiac-firebird-trans-am/
A beautiful car! And yes, if you’re going to get one of these, it simply must have T-tops!
It’s a beautiful day here in GA, and I’m about to pop the hatches!
Gorgeous car, Brian… I am SO jealous. I was 24 or 25 when this car was new. I loved them then, and love them now. Being a Ford guy though, I had that OTHER ‘Bird.
The color is perfect. At the time, if I could have afforded one of these, I would have gone for the dark blue that these came in back then, trimmed in silver like yours, with the light blue pinstriping.
What I like about them is that they were more subtle than their “Smokey and the Bandit” predecessors, but still had that Trans Am swagger about them.
Those performance upgrades are perfect, and the Snowflake rims give it a subtle Gen 2 vibe.
Enjoy!
Thank you Rick, and nothing wrong with the ‘other’ bird. The blue was nice – I recently saw one in the medium blue with silver rockers, it looked great. I appreciate the thumbs up on the upgrades – I was worried I would get a lot of ‘you should have kept it original’ comments. I was going for subtle – keeping it close to stock appearance, but upping the performance quotient.
Great car, great mods, and a great COAL series. Thank you.
Thank you, Evan, for reading and commenting.
This really hit the spot for me, Brian. I indulged my own teenage dreams when I bought my 2nd gen TransAm brand new at the ripe age of 24, in 1981. WS6, LG4 305 with 4 speed, and maroon (77L and 77U) like yours. Camel tan interior, no T-tops nor screaming chicken decal. MSRP with destination was $11250.23. I kept it less than a year … but still miss it. Even with the old-school OEM 225/70-15 Goodyear tires, handling and grip were very good, at least on smooth roads, and the 305 was plenty torquey by my standards, coming from 60-90 HP four cylinder cars, though top end signed off quickly. By the way for California in 1981 the Pontiac 301 was still standard, with automatic, and the 305 with 4 speed was a whopping $140 option, though California emissions added another $46.
Picture attached, of the day I brought it home, with my Fiesta in the background.
Oops, here’s the photo.
She’s a beaut. Must be a story behind only keeping her a year. And that depreciation must’ve hurt (although the inflation and new car sticker shock in 1982 may have helped mitigate the impact).
I like the Fiesta, too!
Nicely done, Brian, what a great appropriately-updated homage to the past. 155hp to 500, huh? What was THAT like the first time you laid into it after the transplant?
Thank you. Neck-snapping.
You did some really nice upgrades. Kept the car looking original, but upgraded the parts that can be felt without ruining the excellent original packaging. Nice job. My hat is off to you sir.
Thanks Rob, that was precisely my goal
Congrats, that is a beautiful car! As you wrote, everyone has an opinion of these cars, mostly based on “common knowledge” and not actual experience. “Everybody knows”…. followed by empty headed blather. The new F bodies were real lookers, and their fans had to put up with some peculiarities, just like Mustang and other types of specialty vehicle fans of the time had to. Like the converter bump in your floor, and the poor seating in the SN95 Mustang.
Pony car fans are lucky that there have been newer designs built over time. Unfortunately Firebird fans don’t have a modern version like Mustang, Camaro, and Challenger guys. Like you wrote, those classic 70’s models are now too expensive for most of us, but these newer cars channel a lot of the classic mojo and are from OUR time period growing up. Buying a later model makes a lot of sense, and why waste time wishing and dreaming? Better to find something that you can afford and get out there and drive.
My 2006 Mustang GT channels the ’69 Mach One that I dreamed about. And now I’m one of those mature owners that doesn’t put a lot of miles on my Mustang.
You did some very intelligent and well executed modifications to your car, the larger retro style wheels are a handsome upgrade. After high school my older brother bought a new ’73 Camaro followed by a used ’76 Trans Am, and finally a ’76 Camaro with the manual transmission that he’d wanted. I got to drive them… occasionally. The best of the bunch was the ’76 Trans Am with the 400 and automatic. Instant Power. Just add Throttle!
Jose, my introduction the firebirds was my brother’s ‘74 with the 400 auto. The sensation was exactly what you described. Congrats on the ‘06 – those first retro-Stangs are beauties. Hard to believe they are now 20yo ‘classics’ – the equivalent of a ‘69 GTO when I was in high school.
I think this is simply great! I have a friend that I’ve known since 1979. He bought a used 1981 Z28 (long story but he was persistent in getting this car) that he still drives today.
Chevy had issues with the valves and did a valve job under warranty years ago. But it wasn’t enough so here had the 350 rebuilt. I believe it’s now a 355 after what work he had done.
Like your car, it turns heads everywhere. He’s kept it totally stock and it too has the T-top option. My dream car was finally realized a year ago-a 1978 Fleetwood Brougham d’Elegance. I’ve written about it. Sadly it’s in the shop for engine work.
Enjoy your awesome car
That’s a beautiful survivor. If you’ve watched Stanger Things, you’ll know that it looks a lot like Billy’s car.
I always enjoyed the 3rd generation F-bodies and Fox Mustangs of this era. 1985 marked the return of 200hp+ V8 engine options to both cars.
The Camaro and Firebird’s top 5.0, the LB9 (not fitted to your car) made 215 horsepower mated to a 4-speed automatic, while the Mustang’s 302 HO was rated at 210 horsepower when equipped with a 5-speed manual. Those could do 0-60mph in the 6.5-7 second range and 1/4 miles in the high-14/low-15s.
Hope you continue to enjoy many more fun times ahead.
Congrats! Beautiful car and meaningful upgrades. Well done! It’s never too late to have a happy childhood…
What a high note to cap off your series; congratulations!
These really were exceptionally good looking cars in their time, and as you said, there’s very few still left. Good to know this ended up in your loving hands. I bet it scoots.
Thanks Paul, for your kind comments along the way. I do feel a stewardship toward the car, and yes it will scoot.
This was quite the capstone to your COAL series. I always liked the looks of the 3rd-generation F-bodies, and when they were first introduced in 1982, they really caught my attention. Love the color of yours also.
My younger brother in San Diego County, Calif. still has his 1986 Camaro IROC-Z that he bought new. It now has over 400K miles and looks great in black (admittedly, not my favorite color). There’s no rust to worry about where he lives, but he’s on his 2nd engine and 3rd automatic transmission, IIRC.
I remember when the ‘82s were introduced, seeing the ads on TV. I was not yet 9, but already a car nut and was enthralled with how futuristic these looked. I believe Ertl produced the first matchbox size replicas, and my parents bought me both.
What a wonderful time capsule car with some well choosen upgrades. I quite like the colour as well. These were definitely a looker in the day and as you say quite unique now. I have a first generation Miata and have noticed that younger folks love the pop up headlights.
Whenever I see a first gen Miata with its lights up, I thing of the scene in ‘Cars’ where the Miatas are female race fans ‘flashing’ the race cars.
Your post takes me back. I had close to the twin of your car for a little over 30 years and roughly 100,000 miles. Developed a leaking head gasket and I decided to sell it in March of 2020. Mine was an 86 but had the stripes originally like yours, but I took them off when a high pressure car wash peeled a little off. Mine also had the TPI 305 and the performance Sound system. I thought when I bought it that the GTA style honeycomb rims had been swapped on by previous owner but I sent off for original build specs from Pontiac Historical Society and found out they where included in some group of options if bought together.
Your car is a beauty and your upgrades look great. Enjoy it. Here is a picture of the one I had
Lovely. Do you ever miss her?