1980 Pontiac Firebird Trans Am SPOTLIGHT

A fuel embargo, rising insurance premiums for high performance cars, increasing government regulations regarding fuel economy and safety, as well as concerns over emissions, particularly in California, had made the 1970s a dark decade for the muscle car. Conscious of the dwindling market, GM had been looking to axe the Firebird as far back as 1972, but Pontiac's hierarchy stuck to their guns, and were able to keep the 'Bird alive.

1973 Trans Ams, with their 455ci V8s pushing out 310hp, marked the last hurrah for the true muscle car. Two years later, the addition of a catalytic converter meant power plummeted to less than 200 horses. By 1977, the 455 was gone altogether. There was still a market for performance, albeit greatly reduced, but big capacity engines could no longer be the means to its delivery. Pontiac's solution to keep the customers, law makers and their own company bean-counters happy was to go with forced induction, which debuted with the 1980 range.

It was a reasonably bold move for Pontiac at the time. Saab and Porsche had been successfully developing turbo power, but American experiments through the 1960s were less than successful. However, the need to get more power from smaller engines with fewer emissions meant that, by the mid 1970s, the turbo was back on the agenda. Buick debuted a turbocharged model in 1978, with Ford following suit a year later, but both of these examples used four or six cylinder engines.

Pontiac chose to go bigger, adding forced induction to their 301ci/4.9lt V8. The turbo 301 used much the same AiResearch TB0305 turbocharger already developed on the '78 Buick Turbo Regal, but with increased boost pressure (9psi, as opposed to the Buick's 7psi), better-balanced impellers to reduce 'turbo whine', and the addition of electronic timing control, designed to reduce the threat of engine detonation under boost. This was a very real risk with the low octane fuel prevalent at the time, and could be exacerbated by repeated heavy acceleration. Along with the Delco electronic spark control, a wastegate (instead of a blow off valve) was added to help keep boost output under control. The extra pressure generated by the turbo meant the 301's heads, gaskets and other areas were strengthened. Despite these measures, the engine wasn't perfect, and it was possible to blow it up.

For 1980, the turbo was available as a US$350 option on the 'Formula' and 'Trans Am' Firebirds only, and was identified by the offset bonnet bulge, designed to clear the repositioned carb and air cleaner. In a feature reminiscent of Pontiac's earlier bonnet-mounted tachometer, turbo Firebirds could be ordered with an optional 'Turbo Boost Gauge' on the trailing edge of the bonnet scoop that faced the driver. More an indicator than a true gauge, the option consisted of three lights advising the driver of when boost pressure was 'low', 'medium' or 'high'.

Aside from the turbo and naturally aspirated 301 V8, the only other engine option available for the 1980 Trans Am was a Chevrolet 305ci V8 - which was exclusive to California-delivered models. The turbo V8 offered 60 more horses than a normally aspirated 301 and was the most powerful Firebird engine available for that year.

For all its innovation and economy, the turbo 'Bird didn't hit the heights Pontiac hoped it would. Road testers bemoaned its 'docile' nature, and largely unfair comparisons were made between the turbo and the bigger-engined Trans Ams from the early 1970s. The reality was that the 301ci turbo produced only 10-20hp less than a 400ci V8, and did it with the handicap of an automatic transmission (no manual option was available for 1980) and the added burden of air conditioning, which was factory-fitted to all 1980 Trans Ams.

The turbo was the big news for 1980, and appearance-wise, not much changed on the Trans Ams. The quad headlight look, with the headlights individually-recessed in the endura front bumper, remained as per the 1979 models. Twelve different exterior colours were available, with the 'Screaming Chicken' bonnet decal as bold as ever. Turbo Trans Ams featured a different design to accommodate that model's unique bonnet bulge.

The Trans Am 'Special Edition' (SE) package returned for 1980, in the gold and black colour scheme made famous by Smokey and the Bandit. The SE could be had as a turbo or normally aspirated model, adding US$748 over the base Trans Am price, or US$1443 if the buyer selected the t-top roof. T-tops were available across all 1980 Firebirds, but were deliberately limited to around 35 percent of total production for the year. Inside, a centre console was a new feature, which was added to all Firebirds. Stereo options were increased, with additional speakers and upgraded radios. The "turbo-cast" alloy wheels were initially exclusive to the turbocharged models, but were later made available to all Firebirds.

While it had performance credentials, the Firebird Trans Am was still an 'image' car, too. That image was further boosted by the Firebird's selection as the pace car for the 1980 Indianapolis 500 and Daytona 500 NASCAR race. Following the tradition of past years, a limited run of 5700 Firebird Trans Am pace car replicas were produced, all 4.9lt turbo V8 models with t-top roofs, four wheel disc brakes and the 'WS6' Performance Handling Package. Cameo White exterior with matching white 'turbo' cast alloy wheels, special decals (some optional), an 'Oyster' interior in hobnail cloth and doeskin vinyl, and a long options-as-standard list was common to all pace car replicas, too.

In the midst of a high inflation period in the US, Pontiac sales dropped sharply in 1980. As such, fewer 1980 Firebirds - of all types - are around today. While first year Trans Ams, 'Bandits' and the mighty SD455s attract the attention of collectors, 1980 and 1981 Turbo Trans Ams have been largely ignored by hard-core enthusiasts, who argue that Pontiac only got turbocharging right with the 1989 model. Despite this, the 'debut year' turbocharged models hold a certain appeal, not least for their rarity, as they sold poorly compared to the normally-aspirated models (only 16,476 out of a total of 107,340 Firebirds for 1980).

There's also something to be said for the 301ci/4.9lt's status as the last Pontiac V8, as after 1981, all Pontiacs were powered by Chev engines. Pace car replicas are the pick of the Trans Am crop for 1980. They were around 55 percent dearer than a standard Trans Am when new, and their rarity means they still command a premium today. Any Trans Am with the WS6 package fitted is more attractive, too, as they ride and handle better.

Keep a turbo Trans Am well maintained, use high octane fuel and you've got a reasonably potent performance car that handles well, is comparatively fuel efficient and easy to drive. These cars aren't perfect - the lack of a genuine boost gauge is a flaw, for example - but as a piece of engineering history, they are a very interesting machine. Turbo models are also an interesting point of difference - for those that want it - from the earlier models and Bandits that make up the majority of Trans Ams on the market today.

SPECIFICATIONS: 1980 Pontiac Firebird Trans Am (w/301ci Turbo V8)

Engine: 301ci (4.9lt) turbocharged V8
Bore/Stroke: 4.00" x 3.00"
Compression: 7.6:1
Power/torque: 210bhp@4000rpm / 345ft/lb@2000rpm
Fuel system: 1 x Rochester QuadraJet (4bbl) carburettor AiResearch TB0305 turbocharger
Cooling system: Liquid
Electrics: 12 Volt
Transmission: 3-speed automatic
Front Suspension: Unequal length A-arms, coil springs, hydraulic shocks & sway bar
Rear Suspension: Live axle, multi-leaf springs, hydraulic shocks & sway bar
Front brakes: 11.01" disc w/power assist
Rear brakes: Drum (optional disc)
Wheels: 15" Fr/Rr
Tyres: 7.00 x 15" Fr/Rr
Wheelbase: 108.2" (2748mm)
Length: 196.8" (4999mm)
Width: 73" (1854mm)
Weight: 3518 lbs (1596kg)
0-100 kph: 8.5 seconds (approx)
Top Speed: 185 kph (approx)

TRIVIA:
The 301 cubic inch (4.9lt) V8 used for the 1980 Pontiac Firebirds was actually 302ci (301.6ci to be precise). However, as Ford pretty much owned the '302' name for their performance V8 engines, Pontiac chose to round down to the displacement label, rather than up. As much of the Firebird badging was in metric units anyway - 4.9lt, 6.6lt, etc. - no-one seemed to notice!

For 1980, Pontiac could still list most of the same four models in the Firebird range that they'd started the 1970s with, namely the base model, Esprit, Formula and Trans Am. A succession of special, anniversary and limited edition models also broadened the range. It was the Trans Am that got all the attention when new, though, much as it still does today.