GM’s pony cars, the Chevrolet Camaro and Pontiac Firebird, received a thorough redesign for their second generation, which debuted in 1970. The Coke-bottle styling of the first-generation cars gave way to a sleek coupe with a long hood and taut fastback rear. The shape was balanced and restrained (at first), showing a decided European influence. The redesign would prove long-lived, remaining in production until 1981.
In keeping with the pony-car formula, buyers could dial in performance ranging from mild to wild or interior appointments from poverty spec to near-luxury levels by ticking the right option box. However, it’s outside the purview of this brief piece to delve into all the variations of the car.
As the ‘70s progressed, ever-tightening emissions and safety regulations had drastic effects on car designs. The Firebird lost some of its sleekness and power in the name of cleaner exhaust and greater passenger safety.
Pontiac countered this assault in several ways. First, even though power was down, a 6.6-liter Trans Am was still among the quickest cars of its day. Handling was good across the lineup, too, thanks to “Radial Tuned Suspension,” as betokened by a plaque on the dash of Firebirds and Trans-Ams. Secondly, the clean coupe shape of the cars responded better than most to the installation of federal impact bumpers by using a molded one-piece bumper-cum-nosecone.
The 1970s were glory days for personal luxury coupes, even the humble Pontiac Sunbird (sibling to the Chevrolet Monza) could be ordered with a quarter-vinyl roof and other broughamizations.
The Firebird lineup had its own personal luxury touring car, the Esprit. Given their role, Esprit’s powertrains varied depending on the year, but they couldn’t be ordered with Trans-Am level engines. They were usually bedecked with creature comforts like tilt-wheel, air conditioning, and other luxuries like extra sound insulation. They could also be specified with that most 1970s of options, T-tops.
Capitalizing on the fashion-forward mood of the day, Pontiac designed special versions of the Firebird aimed specifically at women, who it was estimated made up 30 percent of Firebird buyers. These would be the so-called “Color Birds,” the first of which, the Sky Bird, was shown in 1977 and sold well. From today’s vantage point, it’s very easy to dismiss Pontiac’s marketing of a pastel-colored, not very fast, car to women as misogynistic and patronizing – and it was. However, the 1970s were a very different time.
Gender equity aside, the cars were very attractive. Sky Birds were a lovely pale blue hue and had color-keyed interiors and snowflake wheels. The exterior was enhanced with optimistic-looking striping specific to the car. Building on the Sky Birds’ success, a Red Bird replaced it in 1978 and it ran through till the following year. Red Birds also featured color-keyed wheels and interior trim and special striping but were otherwise just like other Firebird Esprits.
The Yellowbird that followed in 1980 would be the last of the series. Unlike its predecessors, the Yellowbird’s cockpit was tan instead of color-keyed. Probably for the best, since in this writer’s opinion, butter-yellow interiors really only work on Lincolns, Cadillacs, and Imperials.
Why This Car?
When it comes to late second-gen Firebirds, the Smokey and the Bandit Tans-Ams steal all the attention. This is all well and good if your idea of a fun road trip is outfoxing a corpulent Southern sheriff while smuggling beer across state lines. But, in the days of disco, most folks were more concerned about looking suave while K.C. and the Sunshine Band blasted on the 8-track and a feathered roach clip dangled from the rearview mirror.
I know this to be true because that’s exactly what my mother did in her two successive Trans-Ams. Admittedly, the first one was a 1977 6.6-liter, painted white, not Smokey livery (grandpa wouldn’t countenance his daughter driving a car with a screaming chicken on the hood). Mom wrapped the 6.6 around a telephone pole while riding with her buddy Jose Cuervo and replaced it with a 1981 running a weedy 301 cubic-inch V8. That car was black and sleek, if slow. Still, with the faux engine-turned dash and a full assortment of gauges behind a sport steering wheel, it managed to feel special; a real blue-collar Gran Turismo car.
Style is where the one-year-only Yellowbird makes its mark. Lacking performance, it’s a poseur and has zero shame about it (even if this particular example has a more powerful engine installed). Finished in an exclusive pale yellow with a nifty stripe package, color-keyed snowflake alloy wheels, and a complimentary tan interior, the Yellowbird is as light, bright and friendly as a Smokey car is sinister. It’s a rarity too. Only 17,277 Esprits of all types found buyers in 1980, making Yellowbirds the rarest of all the “Color Birds.”
This example appears to be a survivor, while some corrosion is evident at the bottom of one of the doors, as shown in the pictures, the car still “rings true.”
On the debit side, there’s a damaged door handle, and the paint is original but probable beyond anything but preservation at this point. While the interior looks presentable, aftermarket gauges have been fitted to make up for the fact that the original buyer didn’t opt for a complete set of factory items.
The present owner has installed a tuned 350 cubic-inch V8 and a BM shift kit for the automatic transmission but has retained the original 301 cubic-inch powerplant, which is included in the sale. As with many high-power engines, idle quality is not good, according to the ad. While it was a factory A/C car, it is not presently functional, partly due to the engine swap.
On balance, the fact that this is a surviving example of a rare and unusually stylish car outweighs its condition and modified drivetrain. Especially as the factory engine is included, the car could be returned to its original specification if desired.
Things to Watch Out For When Buying a 1980 Pontiac Firebird
Corrosion is always a concern with any car of this vintage, and Firebirds are no exception. Pay special attention to the kickup over the rear axle and rear frame rails. The trunk floor is another problem area, as are rear spring hangers. The lower areas of fenders and quarter panels also demand attention when inspecting for corrosion.
Powertrains are, by and large solid. Even the 301 isn’t too heinous, even if it doesn’t make much power. Apply the same inspection techniques you’d use for any car, check the dipstick and oil filler caps for emulsified coolant and oil, and do the same for the radiator cap. Pull the transmission dipstick and carefully sniff. If it smells burnt, it’s not a good sign.
When test driving, pay attention to shift quality, which should be pretty smooth (for unmodified cars), and power delivery should be linear.
The good news is, parts commonality with other GM cars and a robust collector community means most mechanical parts are readily available for Firebirds and Trans Ams. Routine maintenance chores are well within the abilities of a home mechanic.
Summing It Up
This is a rare surviving example of a one-year-only car that perfectly encapsulates the spirit of its time. Whether you chose to keep the built-up 350 cubic-inch V8 the present owner has installed or return the car to factory spec is a matter of preference. As for me, I’d buy a roach clip to hang from the rearview mirror and drive the wheels off it exactly as it sits. However, I’d make sure to leave Jose Cuervo at home.
TTAC Throwback
TTAC Throwback is a new series devoted to cars we think deserve to be owned by someone who really loves them. Just imagine Sarah McLachlan crooning In the Arms of an Angel as the camera pans past a deserving car up for adoption, hoping desperately that it doesn’t get recycled into a Nissan Versa (I’ve, I’ve got something in my eye). Now go ahead, put in your bid; there now, don’t you feel better? You’re doing the right thing.
[Images: eBay]
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These cars, even with the larger displacement engines were easy prey for my 2 door ’68 Galaxie 500.
@Lou_BC–Do you still have your 68 Galaxie? That would make a good review.
“These cars, even with the larger displacement engines were easy prey for my 2 door ’68 Galaxie 500.”
Most were geared pretty tall. They weren’t 1/4 mile cars. On the open road or in the twistys, they’d eat your Galaxie 500 alive. With the WS6 performance package they drove and handled better than pretty much anything else on the road domestic. If you’ve never driven one you wouldn’t understand.
@Carlson Fan – My ’68 has 2.75:1 rear end. It buries the speedo needle. It came stock with the factory 390ci high compression 10.5:1, 4 barrel dual exhaust engine with the C6 transmission. It was rated at 315 hp and 427 lb.ft. torque. Some sources refer to it as the police interceptor motor. It came with disc brakes and sway bars. The rear is a 5 link coil spring set up. It handles well albeit floaty at higher speeds.
@JeffS – its currently a work in progress. Too broke to finish it. LOL
Good looking car that definitely needs a good home. But there’s only one Yellowbird and it was the CTR made by Ruf.
1974 SD 455 Formula Firebird
It’s the only Firebird worthy of love.
Dang. No love for the last hurrah that was the Trans Am WS6?
“Dang. No love for the last hurrah that was the Trans Am WS6?”
Someone that know’s something about F bodies. Trans Am’s have to have 2 things: T-roofs & the WS6 or WS7 performance package. The WS7 didn’t have the rear disc brakes because Pontiac ran out of them. My 79 TA had both and was one of the few equipped w/400 Pontiac engine & 4sp. The Pontic engine only came with the 4sp. The motors in the 79’s were stock piled from 1978. If it had the 403 Olds then it was automatic only.
Nice review and some excellent wordplay and references.
My Grand Prix SJ also had a ‘Radial Tuned Suspension’ plate on the instrument panel
The 4th generation Pontiac Le Mans, particularly the Sports Coupe were quite popular in a light, yellowish colour.
Circa the late 1980’s I negotiated for a family member who was trading in a ‘roached out’ Bandit Trans Am, complete with the T-bar roof for a Chevy Sprint (3 cylinder with an automatic). In retrospect I should have just given him cash for the Trans Am and garaged it for a few decades. He wasn’t a car guy and the Sprint served him very well.
Those T-bar roof’s were sexy but problematic. A flexy chassis/body was the primary culprit. The seals didn’t hold up well either.
If you rest your elbow on the sill and put your fingers on the joint between the A-pillar and the T-top, you can feel the gap constantly getting bigger and smaller. Creepy!
“Those T-bar roof’s were sexy but problematic. A flexy chassis/body was the primary culprit. The seals didn’t hold up well either.”
The Hurst units were crap but the Fischer units were fine. My ’79 TA was 13 years old when I got rid of it and the hatches didn’t leak a drop. Sub frame connectors stiffen them right up.
Boy do I remember the Le Mans, Grand Prix, and Firebird especially the T Tops. Arthur you must be close to my age because I had a 77 Monte Carlo with swivel buckets and rally wheels loaded with power everything bought new which was my first new car. Really loved my Monte and all the cars of that era. I really like the light yellow on this Firebird.
My own GM F-body experience came my Senior Year in the form of a 1978 Camaro 305. It was promised that if I kept my complaints minimal about moving to Central TX from SoCal. In his own Senior years, my Dad has admitted to me that not finding a way for me to not have to move at that time is one of his biggest regrets. The car was not a worthwhile incentive.
The only positive I can offer was when it was clean it looked really good. I remember the rest way too well to ever dare venturing down this path in 2022. It’s on my list that if I ever get access to a Time Machine to renegotiate those terms.
By looking under the car I verified there were springs and shocks – but I think their job was more as ground-hugging weight and ballast than any true function of the suspension.
Needs a nice LS, electronics for drivability, about 450hp, and a six speed (manual or automatic).
I got as far as looking for a replacement door handle. You are way ahead of me. :-)
Sure but not realistic for most of us. It’s a $4200 car that could be transformed into a really fun car with just rear-end gears, like 4.10s and locker.
We’re talking a whole other animal for minimal cash plus still emissions compliant.
“Especially as the factory engine is included, the car could be returned to its original specification if desired.”
LOL, why? The 301 is famously one of Pontiac’s worst. The one in my father’s new
Grand Prix developed crank problems until at idle it sounded like a diesel. Pontiac ended up giving him another engine.
The Firebird Esprit was the luxury sport trim package akin to the Camaro Berlinetta. It was for folks who wanted something a bit more luxurious than the base model but didn’t want to go for the full on performance model Formula/Trans Am or Z-28.
The 69-73 Mustang offered a Grande trim as it’s upscale near brougham version, later renamed as Ghia on the Mustang II and early Fox body cars.
At the last OEM where I worked, whenever my two co-workers would start talking about how awesome their Camaros and Firebirds were back in the day, I would quietly find a way out of the conversation. (No need to insult people unnecessarily.)
They also both liked motorcycles. (Shudder.)
Best thing my old man ever did for me was give me his 1979 Formula Firebird when I turned 16. Like this car, but with red and grey pinstripe accents, black vinyl interior, no snow flake wheels they were the silver ones, and that same 301 which was not at all fast.
Best looking steering wheel. Best looking fake brushed metal dash. Most comfortable seats I ever remember. Girls loved this car. The speedo hand went well past the numbers and I got it right down beyond the low oil light and bottom dead center before I lost it, and hit the guard rail on the QEW to Hamilton.
Sorry dad, but thanks for all the great memories I have from this most awesome car.
When I was a teenager in the mid 90’s you could have one of these rolling s-boxes for a case of Old Milwaukee Best and a couple packs of Marlboros. They’re awful in every way. The “Smokey” edition gets a slight pass, but that’s it.