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The sixties
The sixties was a time of changes all over the world, as many countries was beginning to recover from the effects of World War 2 especially countries like Italy that had it's glory in the 20th and 30th, the fifties. For them was a time of reconstruction of their country to get it back to it's fame again so cars industry was Focused on making cheap, cars that every body can buy. Some other countries like England and the United states began to specialize in some types of cars, England was famous for its roadsters, a car that was mostly with 2 seats some of them where four seated, They all featured a no roof design convertible, the shape of the car looked like it had no roof at all, but That was not true the roof of the car could be fitted very fast in case of rain but some of them had a roof That didn’t match with it's look so it was better without it, but most English roadster offered excellent ride and comfort, they also Looked great in the inside as well and they where one of the best performers at their time. In this era demand was good on roadsters as they had a great chance of sales because roads where not as crowdie As they are today, pollution also was much lower in rates this all helped to create an atmosphere that was encouraging for People to buy roadsters, besides they didn’t cost much like big sports cars jaguars Austen Martens etc. Another fashion that came from across the Atlantic was muscular cars (American muscles). America has the best highways in the world and with a large country you will surely find the roads that suite big 6 and 8 cylinders cars. Italians also began to regain back their glory, and this time it focused on making some of the world fastest cars, Ferrari, Lamborghini, Maseratti, Italy is now not only famous for it’s design but also for the performance that began to grasp almost all car sports by victory. French cars also had their share of the evolution but the concept in France was for a more practical car, a classic car that could perform well and live longer also. French Citroen was famous for its classic inventions, servo assisted brakes in 1934 in the 7CV Self leveling suspension in the DS 19 in 1957, this self leveling (hydro pneumatic) Saved the life of French leader de Gaul when the rear tires was shot in a failed Assassination attempt, normal cars should roll over in such situations but the car kept its Stability and managed to run away, up till now Citroen is famous for having the best Suspension systems in the world. In the next page we will take some example to demonstrate some of the famous cars that was and is still renowend for its classic history.

English classics
Kenneth Howes and Jeff Crompton were tasked with doing a complete redesign in 1956, with the goal of producing a dedicated sports car aimed principally at the US market. Ken Howes contributed some 80% of the overall design work, which bears more than incidental resemblance to the early Ford Thunderbird — Ken Howe had worked at Ford before joining Rootes. The Alpine was produced in four subsequent revisions through to 1968. Total production numbered around 70,000. production stopped shortly after the Chrysler take over of the Rootes Group. Series I 1959-1960 The "Series" Alpine started production in 1959. One of the original prototypes still survives and was raced by British saloon car champion Bernard Unett. Its history can be found at http://www.xrw302.webeden.co.uk . The car made extensive use of components from other Rootes Group vehicles and was built on a modified floor pan from the Hillman Husky estate car. The running gear came mainly from the Sunbeam Rapier but with front disc brakes replaced the saloon car's drums. An overdrive unit and wire wheels were optional. Until 1962 the car was assembled for Rootes by Armstrong Siddeley. 11,904 examples of the series I were produced. Series II 1960-1963 The Series II of 1960 featured an enlarged 1592 cc engine but there were few other changes. When it was replaced in 1963 19,956 had been made. Series III 1963-1964 The Series III was produced in open and removable hardtop versions. On the hardtop version the top could be removed but no soft-top was provided as the area it would have been folded into was occupied by a small rear seat. Also, the 1592 cc engine developed less power. To provide more room in the boot, twin fuel tanks in the rear wings were fitted. Quarter light was fitted to the windows. Between 1963 and 1964 5863 were made. Series IV 1964-1965 The lower output engine option was now dropped with convertible and hardtop versions sharing the 82 BHP engine with single Solex carburetor. A new rear styling was introduced with the fins largely removed. Automatic transmission with floor mounted control became an option but was not popular. From autumn 1964 a new gearbox with synchromesh on first gear was adopted in line with its use in other Rootes cars. 12,406 were made. Series V 1965-1968 The final version had a new five bearing 1725 cc engine with twin Zenith-Stromberg semi-downdraught carburetors producing 93 BHP. There was no longer an automatic transmission option. 19,122 were made. Competition The car enjoyed relative success in competition, both in Europe and in North America, but the overall sentiment was that the Alpine lacked power. Successive increases in displacement and engine tuning improved the car tremendously, but Rootes executives were looking for something to transform the car, rather than an evolutionary development. They eventually found it in the (then) newly-introduced small-block V8 from Ford, and a subsequent collaboration with Carroll Shelby, Ken Miles, and other sports car racers in the US would result in creation of the Sunbeam Tiger. Rootes introduced the "Arrow" range in 1967, and by 1968 the saloons and estates (such as the Hillman Hunter) had been joined by a Sunbeam Rapier Fastback coupe model. In 1969, a cheaper, slightly slower and more economical version of the Rapier (still sold as a sporty model) was badged as the new Sunbeam Alpine. All models featured the group's strong five-bearing 1725 cc engine, with the Alpine featuring a single Stromberg CD150 carburetor to the Rapier's twins, and the Rapier H120's twin 40DCOE Weber carburetors.

Austin healey
Austin-Healey was a brand of sports car. The marque was established through a joint venture arrangement set up in 1952 between Leonard Lord of the Austin division of the British Motor Corporation (BMC) and Donald Healey, a renowned automotive engineer and designer. Austin-Healey produced cars until 1972 when the 20-year agreement between Healey and Austin came to an end. Donald Healey left the company in 1968 when British Motor Holdings (BMC had merged with Jaguar Cars in 1966 to form BMH) was merged into British Leyland. Incidentally, the name Austin is now owned by Nanjing who bought the assets of MG Rover Group (British Leyland's successor company) out of bankruptcy in 2005. After Donald Healey sold his original business, Donald Healey Motor Company, the Healey brand was registered to a new firm, Healey Automobile Consultants, which the Healey family sold to HFI Automotive in 2005. In June 2007, Nanjing and Healey Automobile Consultants / HFI Automotive signed a collaborative agreement that aims to recreate the Austin-Healey and Healey marques along side NAC's MG. No timeline has been given as to when the Healey and Austin-Healey brands will return, although MG will be back on the market in China and the UK by the year's end.

Sunbeam Alpine

The original Alpine was launched in 1953 as the first vehicle to bear the Sunbeam name alone since the 1920 merger of Sunbeam, Talbot, and Darracq. The car was derived from the Sunbeam-Talbot 90 Saloon, and has since become colloquially known as the "Talbot" Alpine. It was a two-seater sports roadster which was initially developed by Sunbeam-Talbot dealer George Hartwell in Bournemouth,[1] as a one-off rally car that had its beginnings as a 1952 Sunbeam-Talbot drophead coupé. It was named supposedly by Norman Garrad, (works Competition Department) who was heavily involved in the Sunbeam-Talbot successes in the Alpine Rally in the early 1950s using the saloon models. It had a four-cylinder 2267 cc engine from the saloon but with raised compression ratio. However since it was developed from the saloon platform, it suffered from rigidity compromises in spite of extra side members in the chassis. The gearbox ratios were changed and from 1954 an overdrive unit became standard. The gearchange lever was column mounted.[1] . The Alpine Mark I and Mark III (no Mark II was made) were hand built – like the 90 drophead coupé – at Thrupp & Maberly coachbuilders from 1953 to 1955 remaining in production for only two years with close to 3000 produced. The majority of production were exported, primarily to the USA, as left hand drive models. It has been estimated that perhaps only 200 remain in existence today. In the 1953 Alpine Rally four Alpines won the Coupe des Alpes, one of which, finishing 6th, was driven by Stirling Moss while Sheila van Damm won the Coupe Des Dames in the same rally. [3] Very few of these cars are ever seen on the big screen however a sapphire blue Alpine roadster featured prominently in the 1955 Alfred Hitchcock film To Catch a Thief starring Cary Grant and Grace Kelly. More recently, the American PBS show History Detectives tried to verify that an Alpine roadster owned by a private individual was the actual car used in that movie. Although the Technicolor process could "hide" the car's true colour, and knowing that the car was shipped back from Monaco to the USA for use in front of a greenscreen, the car shown on the program was ultimately proven not to be the film car upon comparison of the vehicle identification numbers.

MG

MG is a British sports car brand founded in 1924. The brand was in continuous use (barring the years of the Second World War) for 56 years after its inception. Production of predominantly two-seater sports cars was concentrated at a factory in Abingdon, some 10 miles (16 km) south of Oxford. During the 1960s, the MG badge was used on a sportier version of the Austin 1300 family saloon. In the autumn of 1980, however, the Abingdon factory closed and MGB production ceased. Between 1982 and 1991, the MG marque was revived on faster versions of Austin Rover's Metro, Maestro and Montego ranges. After an interval of barely one year, the MG marque was revived again, this time on the MG RV8 — an updated MGB Roadster with a Range Rover V8 engine, which was produced in low volumes. The "real" revival came in the summer of 1995, when the high volume MG F two-seater roadster was launched. This was an instant hit with buyers, and sold in volumes which had been unthinkable on affordable two-seaters since the 1970s. MG became one half of the MG Rover group in May 2000, when BMW sold off the huge Rover Group. This arrangement saw the return of MG badges on sportier Rover-based products, but production ceased in April 2005 when MG Rover went bankrupt. The assets of MG Rover were bought by Chinese carmaker Nanjing Automobile in July 2005, and within two years MG TF production resumed at Longbridge. Production of the MG 7 large sports saloon has also started in China, and in 2008 the range is set to expand with the arrival of the smaller MG 3 and MG 5 hatchbacks.[1] MG got its name from "Morris Garages", a dealer of Morris cars in Oxford which began producing its own customized versions to the designs of Cecil Kimber who had joined the company as its Sales Manager in 1921 and was promoted to General Manager in 1922.[2] Kimber remained as General Manager until 1941 when he fell out with Lord Nuffield over procuring wartime work. Kimber died in 1945 in a freak railway accident. In 1952, with the BMC merger, long-time service manager John Thornley took over as General Manager, guiding the company through its best years until his retirement in 1969. MG is best known for two-seat open sports cars, but MG also produced saloons and coupés. More recently, the brand has also been used to designate sportier versions of other models belonging to the parent company. The BMC competition department was also based at the Abingdon plant and produced many winning rally and race cars. Following the collapse of the MG Rover group, who had owned the marque since purchasing it in 2000 from BMW, MG was bought by the Nanjing Automobile Group in 2005. Under its new Chinese owners, the brand stands for something new in China, as MG general manager Zhang Xin said: "We want Chinese consumers to know this brand as 'Modern Gentleman'. To see that this brand represents grace and style." [3] In Europe it still stands for "Morris Garages".

Triumph

The Triumph Motor Company had its origins in 1885 when Siegfried Bettmann (1863-1951) and Moritz (Maurice) Schulte from Germany founded Bettmann & Co and started selling Triumph bicycles, from premises in London and from 1889 started making his own machines in Coventry, England. From bicycles, the Triumph Cycle Co. Ltd., as the company was named in 1897 [1], branched out in 1902 into making Triumph motor cycles at their works in Much Park Street. At first these used bought-in engines but the business took off and they soon started making their own and in 1907 expanded into a new factory in Priory Street taking over the premises of a spinning mill. Major orders for the 550 cc Model H came from the British Army during World War 1 and by 1918 they were Britain's largest motor cycle maker. In 1921, Bettmann was persuaded by his general manager Claude Holbrook (1886-1979), who had joined the company in 1919, to acquire the assets and Clay Lane premises of the Dawson Car Company and start producing a 1.4 litre model called the Triumph 10/20 which was actually designed for them by Lea-Francis to whom they paid a royalty for every car sold. Production of this car and its immediate successors was on a moderate scale but this changed with the introduction in 1927 of the Triumph Super 7 which sold in large numbers through to 1934. In 1930 the company changed its name to the Triumph Motor Company.It was clear to Holbrook that there was no future in pursuing the mass manufacturers and so decided to take the company upmarket with the Southern Cross and Gloria ranges. At first these used engines made by Triumph but designed by Coventry Climax but from 1937 they started to make them to their own designs by Donald Healey who had become the company’s Experimental Manager in 1934. The company hit financial problems however and in 1936 the Triumph bicycle and motorcycle businesses were sold, the latter to Jack Sangster of Ariel to become Triumph Engineering Co. Ltd. . Healey purchased an Alfa Romeo 8C 2300 and developed an ambitious new car with an Alfa inspired Straight-8 engine called the Triumph Dolomite. However the eight-cylinder engine was not used in the production car with the same name. In July 1939, the Triumph Motor Company went into receivership and the factory, equipment and goodwill were offered for sale. T.W. Ward purchased the company and placed Healey in charge as general manager, but the effects of World War II again stopped the production of cars and the Priory Street works was completely destroyed by bombing in 1940. Standard Triumph After the war, in 1944 what was left of the Triumph Motor Company and the Triumph brand name was bought by Standard Motor Company[4] and a subsidiary "Triumph Motor Company (1945) Limited" was formed with production transferred to Standard's factory at Canley, on the outskirts of Coventry. The pre-war models were not revived and in 1946 a new range of Triumphs starting with the Triumph 1800 Roadster was announced. Because of steel shortages these were bodied in aluminium which was plentiful because of its use in aircraft production. The same engine was used in the 1800 Town and Country saloon, later named the Triumph Renown, which was notable for the razor-edge styling chosen by Standard-Triumph's managing director Sir John Black. A similar style was also used on the subsequent Triumph Mayflower light saloon. All three of these models prominently sported the "globe" badge that had been used on pre-war models. When Sir John was forced to retire from the company this range of cars was discontinued without being directly replaced. In the early 1950s it was decided to use the Triumph name on sporting cars and the Standard name on saloons and in 1953 the Triumph TR2 was launched, the first of a series that would run through to 1981. Curiously the TR2 wore a Standard badge on its nose and the Triumph globe on its hubcaps. Standard had been making a range of small saloons called the Standard Eight and Ten and had been working on a replacement for these. The success of the TR range meant that Triumph was seen as a more marketable name than Standard and the new car was launched in 1959 as the Triumph Herald; the last Standard car to be made in the UK was replaced in 1963 by the Triumph 2000 In December 1960 the company was bought by Leyland Motors Ltd with Donald Stokes becoming chairman of the Standard Triumph division in 1963. Further mergers led to the formation of British Leyland Motor Corporation in 1968. In the 1960s and 1970s, Triumph sold a succession of Michelotti-styled saloons and sports cars, including the advanced Dolomite Sprint, which, in 1973, already had a 16-valve four cylinder engine. It is alleged that many Triumphs of this era were unreliable, especially the 2.5 PI with its fuel injection problems. In Australia, the summer heat caused petrol in the electric fuel pump to vapourise, resulting in frequent breakdowns of the 2.5 PI and TR6 models. While the injection system had proved itself in international competition, it did lack altitude compensation for the adjustment of mixture at altitudes greater than 3000 ft (1000 m) above sea level. The key reason for the Lucas system's unpopularity, was that Lucas was not inclined to further develop it on the one hand allied to the unwillingness of Standard-Triumph dealers to attend factory and field-based training courses dedicated to this propulsion method. For most of its time under Leyland or BL ownership the Triumph marque belonged in the Specialist Division of the company which went under the names of Rover Triumph and later Jaguar Rover Triumph apart from a brief period in the mid 1970s when all BL's car marques or brands were grouped together under the name of Leyland Cars. The only all-new Triumph model launched under Rover Triumph was the TR7, which had the misfortune to be in production successively at three factories that were closed - Speke, the Leyland-era Standard-Triumph works in Liverpool, the original Standard works at Canley, Coventry and finally the Rover works in Solihull. The four-cylinder TR7, its eight-cylindered derivative the TR8, and its still-born fastback variant the Lynx, were dropped when the Solihull plant ceased making road-going cars (the plant continues to build Land Rovers.) The last Triumph model was the Acclaim which was launched in 1981 and was essentially a rebadged Honda Ballade built under licence from Japanese company Honda at the former Morris works in Cowley, Oxford. The Triumph name disappeared in 1984, when the Acclaim was replaced by the Rover 200, which was a rebadged version of Honda's next generation Civic/Ballade model. The BL car division was by then called Austin Rover Group which also sounded the death knell for the Morris marque as well as Triumph. The trademark is currently owned by BMW, acquired when it bought the Rover Group in 1994. When it sold Rover, it kept the Triumph marque. The Phoenix Consortium, which bought Rover, tried to buy the Triumph brand, but BMW refused, saying that if Phoenix insisted, it would break the deal. The Standard marque was transferred to British Motor Heritage Limited, along with Austin, Morris, and Wolseley marques. The Austin, Morris and Wolseley marques were later sold to MG Rover Group Ltd, on the 10th December 2003. The Standard marque is still retained by British Motor Heritage who also have the licence to use the Triumph marque in relation to the sale of spares and support of the existing 'park' of Triumph cars. The MG marque was sold to Phoenix along with the sale of the Rover brand images and a licence to use the Rover name. The Rover name was later sold to Ford, with Nanjing Automotive gaining the rights to the brand image. The Triumph name has been retained by BMW along with Riley, Rolls-Royce and Mini. In late 2007, Auto Express, on the back of continued rumours that Triumph might return under BMW ownership, ran a story showing an image of what a new version of the TR4 might look like. BMW has not commented officially on this. American icons

Chevrolet Camaro

The Chevrolet Camaro is a "pony car" made in North America by the Chevrolet Motor Division of General Motors. It was introduced on 26 September 1966 as a 1967 model year and was designed as a competing model to the Ford Mustang. The car shared the platform and major components with the Pontiac Firebird, also introduced in 1967. Four distinct generations of the car were produced before production ended in 2002. A new Camaro is expected to roll off assembly lines in January 2009.[1] Though the car's name was contrived with no meaning, Chevrolet researchers reportedly found the word in a French dictionary as variation of informal speech (slang) for "friend", "chum", or "companion."[citation needed] In some automotive periodicals before official release, it was code-named "Panther", however, the project designation for the Camaro was XP-836 and some early GM photos show the final Camaro body labeled "Chaparral".[2] Automotive press asked Chevrolet product managers "What is a Camaro?", and they were told it was "a small, vicious animal that eats Mustangs".[3] The name conveniently fit Chevrolet's "C" naming structure that included Corvair, Chevelle, Chevy II, and Corvette. The Camaro was initially advertised on contemporary hit radio (Top 40) AM stations of the day in an attempt to woo the young adult market.[citation needed] Technically a compact (by the standards of the time) pony car, but depending on the selected optional equipment, the Camaro could also be classified as a sporty muscle car or an economical grand tourer. The first-generation Chevrolet Camaro debuted in September 1966, for the 1967 model year, up to 1969 on a brand new rear-wheel drive GM F-body platform and would be available as a 2-door, 2+2 seating, coupe or convertible with a choice of inline-6 and 302cid, 327cid, 350cid, or 396cid V8 powerplants. Concerned with the runaway success of the Ford Mustang, Chevrolet executives realized that their compact sporty car, the Corvair, would not be able to generate the sales volume of the Mustang due to its radical rear-engine design, as well as declining sales, partly due to bad publicity from Ralph Nader's book, Unsafe at Any Speed. Therefore, the Camaro was touted as having the same conventional rear-drive, front-engine configuration as Mustang and Chevy II. In addition, the Camaro was designed to fit a variety of power plants in the engine bay. The first-generation Camaro would last until the 1969 model year and would eventually inspire the design of the new retro fifth-generation Camaro. Introduced to market in February 1970, the second-generation Chevrolet Camaro would be in production for a total of 11 years. The car grew somewhat larger and wider with the new styling, thus resulting in a heavier car.[4] Still based on the F-body platform, the new Camaro was engineered much like its predecessor in that it still used a unibody structure with a front subframe, leaf springs in the back and A-arms up front for suspension. The car would see major changes in both styling and performance as time progressed from the introduction through the end of second-generation production in 1981. The third-generation Chevrolet Camaro was introduced for the 1982 model year. It continued to use General Motors' F-body platform and would produce a "20th Anniversary Commemorative Edition" for 1987 and a "25th Anniversary Heritage Edition" for 1992. These were also the first Camaros with throttle body fuel injection, Turbo-Hydramatic 700R4 four-speed automatic transmissions, five-speed manual transmissions, 15 inch or 16-inch wheels, hatchback bodies, and a rear window third brake light. It was during the third generation that the famous IROC-Z Camaro (International Race Of Champions) was available, which included upgrades such as Performance Suspension and 16-inch Z rated tires. The third-generation Camaros would continue through the 1992 model year. The fourth-generation Chevrolet Camaro debuted for the 1993 model year on an updated F-body platform. It would retain the same characteristics since the first-generation's introduction back in 1967; 2-doors, 2+2 seating, available as a coupé (with optional T-top roof) or convertible (with the latter introduced in 1994), rear-wheel drive, and a choice of V6 and V8 powerplants. Options included the 3.4 L (207.5 cu in) 160 hp (119 kW) V6 (changed to 3.8 L (231.9 cu in) 200 hp (149 kW) V6 in mid-1995) and the 5.7 L (347.8 cu in) LT1 V8 engine that had been introduced in the Corvette one year earlier, as well as an optional six-speed manual transmission. The 1997 model year introduced a newer interior, while the 1998 model year was refreshed and revised with both exterior and engine changes. The engine was replaced with GM's all-aluminum 5.7 L (348 cu in) LS1 which had been introduced with the Corvette C5. The fourth-gen Camaro would last up through the 2002 model year, marking 35 years of continuous production. Production of the F-Body platform was stopped due to slow sales, a deteriorated sports coupe market, and plant overcapacity.[5][6] On 9 January 2006, the first official word regarding a fifth-generation Camaro from General Motors came at the 2006 North American International Auto Show, where the 2006 Camaro Concept was released.[7] The concept is powered by the 400 hp (300 kW) LS2 V8 and equipped with the T-56 six-speed manual transmission. GM also showed the 2007 Camaro Convertible Concept on 6 January, 2007 at the 2007 North American International Auto Show. The fifth generation Camaro was approved for production on 5 August, 2006. It is expected to go into production at Oshawa Car Assembly[8] in February 2009 to be sold in spring of 2009 as a 2010 model year vehicle.[9][10] Both V6 and V8 engines will be available along with automatic and manual transmissions. Pricing has not been officially announced yet, however, GM has stated that it will be competitive with the Ford Mustang.

Pontiac Transam

The Pontiac Firebird was a pony car built by the Pontiac division of General Motors between 1967 and 2002. The Firebird was introduced the same year its platform-sharing cousin, the Chevrolet Camaro. This coincided with the release of the Mercury Cougar, which shared its platform with another well-known pony car, the Ford Mustang. The vehicles were, for the most part, powered by various V8 engines of different GM divisions. While primarily Pontiac-powered until 1977, Firebirds were built with several different engines from nearly every GM division until 1982 when all Pontiac motors were dropped in favor of corporate motors. The first generation Firebirds had a characteristic "coke-bottle" styling. Unlike its cousin, the Chevrolet Camaro, its bumpers were integrated into the design of the front end and its rear "slit" taillights were inspired by the Pontiac GTO. Both a two-door hardtop and a convertible were offered through the 1970 model year (the next generation, minus the convertible, being announced as 1970½ models). Originally the car was a "consolation prize" for Pontiac, who had initially wished to produce a two-seat sports car of its own design, based on the original Banshee concept car. However, GM feared such a vehicle would directly compete with Chevrolet's Corvette, and the decision was made to give Pontiac a piece of the pony car market by having them share the F-body platform with Chevrolet. Somewhat disappointed at management's decision, Pontiac went about re-making the F-body in their own image with both styling and engineering changes. The base model Firebird came equipped with the OHC Inline 6 and a single-barrel carburetor. The next model, the Sprint, had a four-barrel carburetor, developing 215 hp (160 kW). But most buyers opted for one of the V8 engines: the 326 in³ (5.3 L) with a two-barrel carburetor producing 250 hp (186 kW); the "H.O." (High Output) engine of the same displacement, but with a four-barrel carburetor and producing 285 hp (213 kW); or the 400 in³ (6.6 L) from the GTO with 325 hp (242 kW). A "Ram Air" option was also available in 1968, providing functional hood scoops, higher flow heads with stronger valve springs, and a different camshaft. Power for the Ram Air package was the same as the conventional 400 H.O., but the engine peaked at a higher RPM. The 230 in³ (3.8 L) engines were subsequently replaced by 250 in³ (4.1 L) ones, the first developing 175 hp (130 kW) using a single barrel carburetor, and the other a 215 hp (160 kW) engine with a four-barrel carburetor. Also for the 1968 model, the 326 in³ (5.3 L) motor was replaced by one with a displacement of 350 in³ (5.7 L). A "H.O." version of the 400 in³ (6.6 L) with a revised cam was also offered starting in that year, developed 330 hp (246 kW). Power output of the other engines was increased marginally. In 1969, a $725 optional handling package called the "Trans Am Performance and Appearance Package," which included a rear spoiler, was introduced. Named after the Trans-Am Series, the name was used without permission and the SCCA threatened to sue. But GM settled the deal by paying US$5 to the SCCA for every car sold. Of these first "Trans Ams," only 689 hardtops and eight convertibles were made. There was an additional Ram Air IV option for the 400 in³ engine during that year, complementing the Ram Air II; these generated 345 and 335 hp respectively. Bodywise, the styling difference from the 1967 to the 1968 model was the addition of Federally-mandated side marker lights: for the front of the car, the blinkers were made larger and extended to wrap around the front edges of the car, and on the rear, the Pontiac (V-shaped) Arrowhead logo was added to each side. Also, Pontiac stopped using wing-windows and started using single panes on the doors. The 1969 model received a major facelift with a new front end design made of an Endura bumper housing the headlights and grilles. Inside, there was a revised instrument panel and steering wheel. Also, the ignition switch was moved from the dashboard to the steering column with the introduction of GM's new locking ignition switch/steering wheel. Due to engineering problems that would ultimately delay introduction of the all-new 1970 Firebird beyond the usual fall debut, Pontiac continued production of 1969-model Firebirds into the early months of the 1970 model year — until the end of calendar year 1969 (the other 1970 Pontiac models had been introduced on September 18, 1969). In fact, by late spring of 1969, Pontiac had deleted all model-year references on Firebird literature and promotional materials, anticipating the extended production run of the then-current 1969 models. The first generation Firebird could be easily distinguished from the Camaro with its four round headlamps, whereas the Camaro only had two. The second generation appeared for the 1970 model year as a mid-year introduction on February 26, 1970 — but was officially designated by Pontiac as a 1970 model, not a 1970-1/2 as many sources have reported through the years. Replacing the "Coke bottle" styling was a more "swoopy" body style, with the top of the rear window line going almost straight down to the lip of the trunk lid — a look that was to epitomize F-body styling for the longest period during the Firebird's lifetime. The new design was initially characterized with a large C-pillar, until 1975 when the rear window was enlarged. There were two Ram Air 400 engines for 1970: the Ram Air III (335 hp, 366 hp in GTO) and the Ram Air IV (345 hp, 370 hp in GTO) which were carried over from 1969. A distinctive, slant-nose facelift occurred in 1977, redone somewhat in 1979. From 1977 to 1981, the Firebird used four square headlamps, while the Camaro continued to retain the two round headlights that had previously been shared by both Second Generation designs. Curb weights rose dramatically in the 1973 model year due to the implementation of 5 MPH telescoping bumpers and various other crash and safety related structural enchancements; SD455 Trans Ams tipped the scale at a whopping 3,850 pounds curb. The 455 engine available in the second generation Firebird Trans Am was arguably the last high-performance engine of the original muscle car generation. The 455 engine first made its appearance in 1971 as the 455-HO. In 1973 and 1974, a special version of the 455, called the SD-455, was offered. The SD-455 consisted of a strengthened cylinder block that included 4 bolt main bearings and added material in various locations for improved strength. Original plans called for a forged crankshaft, although actual production SD455s received modular iron crankshafts with minor enhancements. Forged rods and forged aluminum pistons were specified, as were unique high flow cylinder heads. A camshaft with 301/313 degrees of advertised duration, 0.407 inch net valve lift, and 76 degrees of valve overlap was specified for actual production engines in lieu of the significantly more aggressive RAM AIR IV style cam that had originally been planned for the engine (initially rated at 310 HP with that cam), but proved incapable of meeting the tightening emissions standards of the era. The very modest cam, combined with a low compression ratio of 8.4 (advertised) and 7.9:1 actual resulted in 290 SAE NET HP. The initial press cars that were given to the various enthusiast magazines (e.g., Hot Rod and Car and Driver) were fitted with the RAM AIR IV style cam and functional hoodscoops - a fact that has been confirmed by several Pontiac sources although none of those sources are listed here. There is still some controversy about what cam was used in the early press cars due to an article written by Jerry Heasley for Musclecars magazine titled "MEXICAN SHOOTOUT." Mr Heasley did NOT start out with the intention of addressing that question, but in an odd turn of events, he did just that. It all started with a "shootout" between a 1973 SD455 Trans Am and a 1967 440 Dodge Coronet R/T set to take place at the Houston International Raceway in Texas. The R/T backed out at the last minute so Heasley decided to run Mike's 81K mile stock TransAm for comparison against the times that had been published by Car and Driver magazine back in 1973. Out of three runs, Mike TWICE bettered the times published by Car and Driver, with a best run of 13.75 seconds. While some actual production test cars ran considerably slower and yielded 1/4 miles times in the 14.5 second/98 MPH range in showroom tune - results that are quite consistent for a car with a curb weight of 3,850 pounds and the rated 290 SAE NET HP figure that some sources suggest was "under-rated," High Performance Pontiac magazine dyno-tested an SD and gave it an honest 371 SAE Net rating. Pontiac offered the 455 for a few more years, but tightening restrictions on vehicle emissions guaranteed its demise. Thus, the 1976 Trans Am was the last of the "Big Cube Birds," with only 7,100 units produced with the 455 engine. In 1974, Pontiac offered an inline-6, a 185 hp 350 in³ V8, and 175 to 225 hp 400 in³ V8 engines. The 455 produced 215 and 250 hp while the SD-455 produced 290 hp. The 400, 455, and SD-455 engines were offered in the Trans Am and Formula models during 1974, but the 400 and 455 engines were the only other options in the 1975 and 1976 models. In 1976, Pontiac celebrated their 50th Anniversary, and a special edition of the Trans Am was released. Painted in black with gold accents, this was the first anniversary Trans Am package and the first production Black and Gold special edition. In 1977, Pontiac offered the T/A 6.6 Litre 400 (RPO W72) rated at 200 hp, as opposed to the regular 6.6 Litre 400 (RPO L78) rated at 180 hp. In addition, California and high altitude cars received the Olds 403 engine, which offered a slightly higher compression ratio and a more usable torque band than the Pontiac engines of 1977. Beginning in 1978, Pontiac engineers reversed years of declining power by raising the compression ratio in the Pontiac 400 through the installation of different cylinder heads with smaller combustion chambers (taken from the Pontiac 350). This increased power by 10% for a total of 220 during the 1978-79 model years. The 400/403 options remained available until 1979, when the 400 in³ engines were only available in the 4-speed transmission Trans Ams and Formulas (the engines had actually been stockpiled from 1978, when PMD had cut production of the engine). 1979 marked the 10th Anniversary of the Trans Am, and a special anniversary package was made available: silver paint with a silver leather interior. The 10th Anniversary cars also featured a special Firebird hood decal, which extended off of the hood and onto the front fenders. In 1979 Pontiac sold 116,535 Trans Ams which still holds the record to this day. In 1980, due to ever-increasing emissions restrictions, Pontiac dropped all of its large displacement engines. 1980 therefore saw the biggest engine changes for the Trans Am. The 301, offered in 1979 as a credit option, was now the standard engine. Options included a turbocharged 301 or the Chevrolet 305 small block. In the final year of the Second Generation Firebirds (1981), Trans Am still used the same engines as it had in the previous model year, with the only change being the addition of a new electronic carburation system The third generation F-body weighed more than its predecessor and offered sleek, aerodynamic styling that was particularly reflected by the Firebird. GM's CCC (Computer Command Control) engine control system also continued to evolve, simultaneously increasing engine performance, raising fuel economy, and lowering emissions. This combination of factors helped the Third Generation Firebird to re-energize its fading pony car image. The third generation Firebirds took flight with three models: Firebird, Firebird S/E, and Firebird Trans Am. The Firebird was the base model, equivalent to the Camaro Sport Coupé; the Firebird S/E was the mid-trim-level version, which could actually be loaded with as many options as the Trans Am; and the Trans Am, of course, was the performance-level Firebird. The Firebird and Camaro had been completely restyled, with the windshield slope set at 60 degrees (about 3 degrees steeper than anything GM had ever tried before) and for the first time, a large, glass-dominated rear hatchback. Two pop-up headlights, a first on the F-Body cars, were the primary characteristic that distinguished the Firebird from its Camaro cousin; the Firebird would retain this styling characteristic until the end of production in 2002. In addition to being 500 lb (227 kg) lighter, the Third Generation Firebird was the most aerodynamic production Firebird to date. Wind tunnels were used to form the body shape, and the aerodynamic developments extended to the finned aluminum wheels with smooth caps and a functional spoiler. The Trans Am received a "Turbo Bulge" hood, styled loosely after the earlier Turbo Trans Am. In fact, plans had originally been made to use the Pontiac 4.9 Turbo, but they were scrapped at the last minute. However, the hood bulge remained and was made functional for the Crossfire-injected 305. While the S/E could be had with every option the Trans Am could, it didn't use the bulged hood. Leather seating was also available on all models. Firebirds were available with several engines: the standard fuel-injected 90 hp 2.5L 4 cylinder Pontiac "Iron Duke" (this marked the first time a 4-cylinder engine was offered in the Firebird); a 102 hp 2.8L V6; and two 5.0L V8's. The first and most common was the LG4, a basic carburetor-equipped 305 producing 145 hp. The other was a new fuel-injected 305, which employed a fuel injection system similar to that used in the 1982 Corvette's 5.7L, and produced 165 hp. The base Firebird came standard with 14-inch steel wheels; 14-inch aluminum and 15-inch aluminum wheels were available on the S/E and Trans Am models. Pontiac had also hoped to drop all the "Trans Am" badges from the new cars to save royalties paid to the SCCA for use of the name. Early promotional cars were marked "T/A" as an alternative, however the production cars came marked as "Trans Am" regardless. The WS6 option, available on the S/E's and Trans Ams, included 4-wheel disc brakes, P215/65R15 Goodyear Eagle GT radials with 15-inch cast aluminum wheels, stiffer springs, thicker front and rear sway bars, a high ratio 12.7:1 steering box, and limited slip rear differential. The Trans Am came standard with one of the two 305 Chevy V8's, as Pontiac V8's were no longer being produced. The four-speed manual transmission came mated to the four-barrel-carbureted version that put out a milquetoast 145 hp, while the Crossfire-injected 305, rated at 165 hp, came with the automatic transmission. But with either drive train, the newest Trans Am was still no match for the 5.0L Mustang GT that took the performance car revival by stampede that year thanks to its 157 hp High Output 302 (the Mustang was much lighter than the Camaro or Firebird, and the 302 engine had a much better assortment of high performance parts than the Chevy small block forced on Pontiac). Still, with its dimensions reduced, wheel base shortened, and weight reduced, the Third Generation Firebird was also the closest yet in size to the original 1967 model. Road & Track selected the 1982 Firebird Trans Am as one of the "12 Best Cars" in the world (along with its cousin, the Camaro). It won "Best Sports GT" category in the $11,000 to $14,000 range (also along with the Camaro). A modified black 1982 Firebird Trans Am appeared in the television series Knight Rider as KITT, voiced by William Daniels. For the reunion movie Knight Rider 2000, KITT underwent a makeover and became the "Knight Industries 4000," a vehicle resembling the Pontiac Banshee concept car. 1984 The Firebird remained basically unchanged from the previous model year. All automatic-transmission Firebirds now received a T-handle shifter knob, and the shift indicator changed for the Automatic Overdrive 700-R4. Midyear, the L69 high output 305 was introduced. This carbureted 190 hp V8 was virtually identical to the L69 engine in the Camaro Z28, but used a different air cleaner assembly (instead of the Camaro's dual-snorkel air cleaner, the Trans Am received yet another functional cold air intake, designed to utilize the bulged hood). In its second year, the Third Generation Trans Am was selected as the Daytona 500 Pace Car, and Pontiac offered a total of 500 Daytona Pace Car replicas through their dealerships. The limited-edition cars featured full body ground effect skirts that extended around the entire car. The front bumper grills were replaced with molded plastic panels, with the "Trans Am" script on the right-hand panel. Also included were Recaro leather/suede seats, special 15-inch "AERO" wheels with smooth covers, red gauge lighting, leather appointments, "Daytona 500" graphics, and a unique white and charcoal paint scheme. The pace cars were only available with the LU5 Crossfire-injected 305 with an automatic, or the LG4 carbureted 305 mated to a 5-speed manual. Other special packages were also available such as the Recaro trim package, which included the Recaro seats, and black paint with gold highlights. The Trans Am was now available with the same ground effects package used on the 1983 Daytona Pace Car replica; the grill inserts in the front fascia were replaced with solid pieces, and new 20-slot, 15-inch aluminum wheels were also available. For the fifteenth anniversary of the Trans Am, Pontiac released another special, limited-edition Trans Am: using the same body as the 1983 Pace Car replicas, but with new 16-inch, 20-slot, convex aluminum wheels and Goodyear P245/50VR16 unidirectional tires (the new wheel/tire combo being very similar to the Corvette's P255/50ZR16 arrangement); it marked the first appearance of 16-inch wheels on the Third Generation F-body, and was also the first Pontiac to come with 16-inch wheels. The 1,500 15th Anniversary Trans Ams also included an upgraded WS6 suspension, with a new 25 mm rear sway bar (as opposed to the ordinary WS6's 23 mm bar). Other features included: gray multitone and white leather Recaro interior; a special steering wheel and shifter, and parking brake handle; white-striped taillight lenses; white wheels; special blue stripes and blue hood decal; 4-wheel disc brakes; and T-tops. The only available V8 engines were the LG4 and L69. 1985 All Firebird models underwent redevelopment to boost sales as a number of power train improvements were introduced. The LB9 Tuned Port Injection (TPI) 305 was released, replacing the 305 H.O. as the high-output engine: using a tuned runner design, the LB9 produced 215 hp, which brought it suitable attention from buyers despite being unavailable with a manual transmission. The carbureted V6 was replaced with a new, multi-port fuel-injected 2.8L V6 making 135 hp. A Borg-Warner 9-bolt differential was made available for the first time, and the new positive traction rear end was said to be stronger than the Dana 44. The interior evolved with the addition of new, Recaro-styled seats; a new dash with redesigned gauges that used an embossed graph patterned background; new door panels; a new T-handle shifter for automatics; a new, more ergonomic console; an updated stereo; a dash-mounted map pocket; and a new, more ergonomic steering wheel. Further attempts to put the Trans Am into higher regard included a new digital dash and a new overhead console. The console included two manually adjusted reminder wheels, a positionable map light, a removable "Firebird" flashlight, and a small pocket for a garage door opener or sunglasses. The T-tops were also redesigned to use a pin-mounting arrangement rather than the earlier latch-based setup. The Trans Am drag coefficient was measured at 0.32 but was as low as 0.29 with the standard Aero wheels instead of the High-Tech turbo aluminum wheels. At the time, it was the most aerodynamically-efficient car GM ever produced The Firebird received a restyled nose with wrap-around inserts known as "bumperettes" to replace the old grille/solid inserts; wrap-around "bumperettes" were also added to the rear bumper. The Trans Am "Turbo Bulge" hood was discontinued in favor of a new flat hood with twin louvered "nostrils" that were non-functional. Trans Am also received a restyled nose with integral fog lights and newly redesigned ground effects now standard, and its new "low density" taillight lenses have a grid-style pattern rather than the now-familiar "slit" or "louvered" pattern. The Trans Am now received the 15th Anniversary WS6 suspension as standard, which had been upgraded with the new, larger sway bars, and aluminum 16-inch, 20-slot wheels were made available on all Trans Ams. The Recaro option package was no longer available, but Recaro seats still were. 1986 All Firebirds received center, high-mounted stop lamps to comply with Federal legislation; these were placed on top of the back hatch window. New tail light lenses were now introduced on the base Firebird, completing the replacement of the "slit" or "louvered" taillight lenses that had been a Firebird signature since 1967. The 2.5L 4-cylinder engine was dropped, replaced by the multi-port fuel-injected 2.8L V6 as the standard engine. The Firebird S/E model was discontinued. A new, optional rubber/vinyl wrap-around rear wing was introduced on Trans Am (available only in black; as these wings aged, these and those offered on subsequent model-year vehicles would suffer from cracking and splitting problems). Mid year, Pontiac introduced a new light-weight, cross-lace wheel, available for the Trans Am. Only 26 Trans Ams with the 305 H.O L69 were built in 1986; it was discontinued because of fuel boiling problems. The 305 TPI engine output was decreased from 215 hp to 190 hp, however, the L98 TPI 350, rated at 225 hp, made its mid-year appearance in the Trans Am. Paint RPO's were changed to reflect the new base-coat/clear-coat paint process. American Sunroof (ASC), licensed by Chevrolet to build the 1987 Camaro convertible, also built 3 1986 Trans Am convertibles as a "design exercise." 1987 The Firebird body remained basically unchanged. All center, high-mounted stop lamps were relocated to a new position between the spoiler and the rear deck lid, and the large Firebird hood emblem disappeared forever. All V8's now received factory roller camshafts, and faced with consumer demands for more power, GM officially released the new 5.7L with tuned port fuel injection. Available only with an automatic transmission, it produced 225 hp and takes the top performance seat from the 5.0L TPI. L69 production is stopped, leaving the LG4 as the only remaining carbureted V8 used in the F-body. Trans Am GTA (Gran Turismo Americano) was introduced, available with the LB9 305 TPI engine (which was returned to 215 hp) or the L98 350 TPI. Gold 16-inch, flat-mesh, diamond-spoke wheels were standard on GTA, with 16-inch, 20-slot wheels standard on Trans Am. Firebird Formula was re-introduced, available with a choice of V8's (LG4, LB9 305 TPI, or L98 350 TPI), 16-inch convex wheels, and the earlier Trans Am "Turbo Bulge" hood. The wrap-around wing was updated and now standard on Trans Am and Formula; the regular, flat-surfaced spoiler from earlier Trans Am models was now made standard on Firebird. Trans Am and Formula were also offered with an optional 140 mph speedometer. The Trans Am GTA was Pontiac's pride and joy with a standard 5.7L 350 Tuned Port Injection (TPI). Many people like to say that the engine itself was pulled directly out of the C4 Corvette, which itself began using the engine in 1985, but the heads on the Corvette were aluminum whereas the Firebird heads were cast Iron, although it did give the GTA performance numbers comparable to GM's flagship performance platform from whence it came. The GTA came with a standard TH-700R4 (4L60) automatic transmission, A/C, new seats with inflatable lumbar and side bolsters, special door panels, epoxy-filled emblems, body-colored ground effects, a special GTA horn button, and the legendary WS6 performance handling package. All of these options were packaged into the Trans Am under the RPO code Y84, and the model was produced until the end of Third Generation F-body production in 1992. Finally, Pontiac offered a Firebird/Trans Am convertible, built after-market by ASC (of ASC McLaren fame) along-side the new Camaro convertible. The Firebird remained basically unchanged. The 170 hp LG4 carbureted 5.0L V8 was dropped in favor of the new 170 hp L03 5.0L V8 with throttle body injection. All V8's engines received serpentine belt systems and the A/C compressors were moved to the passenger's side of the engine, de-cluttering the engine compartment. The Firebird Formula received new high tech 16x8" aluminum wheels with distinctive silver "WS6" center caps. The GTA wheels were slightly restyled, and the convex 16-inch wheels were dropped as all Trans Ams received the 16x8" diamond-spoke aluminum wheels, available in different colors (white, red, charcoal, and black) in addition to the GTA's gold. The GTA received new a steering wheel with integral radio controls. The Trans Am was made available with body-colored ground effects like those on the GTA. The optional convertible model also carried over, and now optional on the GTA was a new "notchback" hatch: rather than the large, glass hatchback that had been common to the Third Generation Firebird, the optional notchback consisted of a fiberglass trunk lid with a small, flat, vertical glass window. The notchback also incorporated redesigned rear seatbacks with integral headrests. The notchback became popular with onlookers, who often assumed the notchback-equipped GTA was a Ferrari, thereby encouraging some owners of the type to dub their GTA the "Ferrari Back." Many Trans Am owners were unaware that the $800 notchback option was even available, and for those who were, the vehicle typically had to be ordered from the factory, on a six-month waiting list, as the notchback was retrofitted to the vehicle. In rare instances, a dealership would get a notchback-equipped GTA on their lot. Another reason for the relative obscurity of the notchback is that the sales information was not very well disseminated to Pontiac salespeople, so many of them had no idea it was available as an option. As attractive as the notchback was, GTA owners were constantly plagued with structural and cosmetic issues with the design. The fiberglass would blister, causing surface bubbles resembling a bad case of acne. The Pontiac repair solutions were simply to sand the notchback down and repaint it, but the problem would always return, and GTA owners could expect multiple trips in order to achieve a final repair of the problem, or to have a new notchback installed. The notchback was intended to carry over and be standard-issue on the 1989 20th Anniversary GTA, but the plan never materialized; the aforementioned quality control issues apparently caused GM not to carry it over to the next year.. 1989 GM made a new dual catalytic converter exhaust system (RPO code N10) available, freeing up 13% more power from some LB9- and L98-equipped Formulas and Trans Ams; so equipped, LB9 engine output was increased to 225 hp while the L98 increased to 235 hp. The N10 option remained available throughout the balance of the Third Generation production run, however the L98 powerplant was only available with an automatic transmission, whereas the LB9/N10 combination could only be coupled to a 5-speed manual (RPO code MM5) and a limited-slip differential (RPO code G80) using a 3.45 performance axle ratio (RPO code GM3). According to a March 1990 (Vol. 35, No. 9) Car and Driver article, when the latter set of options were combined into the relatively unassuming (and 300-pounds-lighter) Formula body, which shared same WS6 suspension with the top-end Trans Am GTA, it created a "sleeper" Firebird that could out-perform the heavier Trans Am GTA (even when equipped with the L98 engine) — at a roughly 30% lower sticker price. Car and Driver also reported that, aside from the special-edition Turbo Trans Am offered only in 1989, these "sleeper" Formulas were the fastest Third-Generation Firebirds — capable of accelerating from 0-60 mph in under 7 seconds and boasting a top speed of more than 135 mph (217 km/h) (quite impressive for the day). Although not an exhaustive comparison, these claims would seem to be supported by a simple examination of the weight-to-power ratios of both models: a 225 hp Formula at a curb weight of 3,300 lb (1,497 kg) versus a 235 hp Trans Am GTA at a curb weight of 3,600 lb (1,633 kg); the weight-to-power ratio for the Formula is 14.67 lb/hp compared to 15.32 lb/hp for the Trans Am GTA. According to the same Car and Driver article, very few of these "sleeper" Formulas hit the streets; only about 50 were built each model year, as almost all LB9-equipped Formulas came with an automatic transmission — which disqualified them from receiving the high-performance N10 and GM3 options. Firebirds optioned with T-tops received new Lexan plastic tops. The new tops were lighter in weight and tinted darker, but were more dome shaped and aged rapidly. GM replaced many sets with tops made of glass under warranty, but the Lexan tops continued as standard-issue through 1992. All Firebirds optioned with rear disc brakes now received PBR brake calipers and larger brake rotors, which resolved issues encountered with previous-model rear discs and increased stopping power. Introduction of GM's Vehicle Anti Theft System (VATS) or PASS-Key made all Firebirds more theft-resistant. The system was adapted from GM's higher-end Corvette and Cadillac vehicles in response to an escalating trend among car thieves to target the Camaro and Firebird. VATS incorporated a small resistor into the ignition key shaft which was read by a sensor when the key was inserted. VATS-equipped cars also displayed anti-theft system warning decals in the lower rear corners of the side windows. A new CD player was offered, shoulder belts were added in the back seat, and the convertible model carried over. The Trans Am was selected to pace the Indianapolis 500, and Pontiac marketed another pace car replica. This special, 20th Anniversary Turbo Trans Am (TTA), based on the GTA, was only available in white with a tan interior, and came equipped with the turbocharged Buick 3.8L V6, originally developed for the Buick Regal Grand National. At the time, these replicas were as close to the actual pace car as any replica previously offered; the only differences between the replica cars and those that actually were on the track during the race were the additions of strobe lights and safety equipment to the latter. 1,555 were produced, 5 of those being test cars. Out of 1,550 cars produced by PAS, the actual pace cars were randomly selected and sent to Indy for testing and modification, and when the TTA was released to the public, they were underrated in power. Not all came with T-tops or with leather interior; there were hardtops and cloth-interior cars. But every TTA had an automatic transmission — the TH2004R. Still, the TTA was, at the time, widely regarded as the fastest production car in existence — ironically a title it had briefly (at least for 1989) usurped from its GM stablemate that had supplied the engine: the Buick Regal Grand National (although as noted above, the LB9/N10/MM5/GM3-equipped Formula was quite possibly a close contender as well). Performance numbers obtained by Car and Driver during a June 1989 test of the TTA seemed to support such a claim. The five test TTA's, because they were for pre-production use, were pulled off of the assembly line without regard to color, and therefore were not necessarily white. At least two of these test cars were sold to private individuals, so there are at least two extremely rare, non-white, factory TTA's in existence; in fact, one is known to be red. Only three convertible TTA's were built by ASC, one of which was bought by the president of PAS, with the other two falling into private hands. 1990 A driver’s side air bag was made standard. The Firebird interior again received a re-design, this time the changes were much less drastic: the lower dash and under-dash panels were altered, and accessory switches were moved to a new panel above the heater and radio controls. The console got a new shift indicator and different leather boot, steering wheel mounted radio controls disappeared from the GTA (due to the addition of the airbag), and the L98 engine was no longer offered in the convertible due to purported torque limitations in the unibody construction. LB9 and L98 platforms were updated with new speed density fuel injection, and the elimination of the MAF sensor reduced production costs and supposedly improved performance. Like the Camaro, the 1990 Firebird only received a half-year production run, as Pontiac labored to release the re-styled 1991 model. 1991 All Firebirds received re-styled noses loosely fashioned after the "Banshee IV" show car while Pontiac was developing the all-new Fourth Generation platform. The Trans Am's ground effects were re-styled as well, and were made available on the base model Firebird. The Trans Am and Firebird Formula received a new fiberglass-constructed, flat, wrap-around wing, and all L98-equipped cars now received the N10 dual catalytic converters as standard. The Trans Am and GTA received updated two-piece tail lights with "PONTIAC" scripted in orange across the panels, and the center, high-mounted stop lamps were moved to inside the top edge of the rear hatch. The Firebird convertible was now being built on the same production line as the coupés (previously, ASC had been converting customer/dealer ordered T-top cars, and the convertible option was not officially offered through GM), and was offered with one of three engine options: the LHO 3.1L V6, the L03 5.0L V8, or the LB9 5.0L V8. Production improvements led to use of new body sealants that improved body rigidity, long a source of complaints with the Third Generation F-body. The new styling brought higher sales figures, up from the previous model year. 1992 This marked the final production year for the Third Generation platform, and as release of the Fourth Generation model was imminent, Pontiac made few changes to the Firebird. Mid-year, TPI-equipped cars only received blank throttle body plates rather than ones that had been marked "TUNED PORT INJECTION" on similar engines in prior model years; and black-painted valve covers replaced the silver components from previous years. As use of the L98 in the Corvette had come to an end, rough-cast runners found their way into L98-equipped Firebirds, and some cars received special rubber snubbers on the rear hatch frame that were designed to make the hatch more stable. Ultimately, very few Trans Ams, GTA's, and Formulas were produced in this model year, as most buyers were waiting for the next-generation models. Beginning in this year, a company named SLP Performance Parts modified a factory-built Formula into what they called the "Firehawk". Once a Formula had been order or purchased, this limited-availability option (RPO code B4U) could be specified, and the vehicle was sent to SLP to be modified. No two cars SLP produced were alike; they all were special orders. SLP had anticipated making 250 of these special Firebird Formulas, but in fact, only 27 were ordered; and of those, only 25 were ever built (numbered 1-25 for hardtops — with numbers 18 and 23 never being built — and the ONLY Firehawk Convertible was numbered 27). Of those 25 Firehawks, 21 were "Mandatory" Red, 1 Aqua, 1 White, 1 Blue, and 1 Green; 11 had the Competition Package, 3 came with Aluminum Engine Blocks, 1 had T-Tops, and as previously stated, 1 was a Convertible. Fourth generation (1993–2002) From 1993 until 1995 (1995 non-California cars), Firebirds received a 3.4L V6 with 160 hp, or the 5.7L 275 hp LT1 V8. The 1993 Firehawk (only available in Formula trim for 1993) received the SLP package with a functional hood scoop and other performance enhancements that increased power to 300 hp. Only 201 were built for 1993, and they routinely out-performed 1993 Corvettes, leading many to believe that the power rating was purposely underrated to allow the Corvette (also rated at 300 hp for the 1993 model year) to be the listed "king of power" (and price tag) for that year. In fact, the LT1 in the Formula and Trans Am was very similar to the one in the Corvette C4, except with 2-bolt mains and a more restrictive intake/exhaust system. 1994 marked the 25th Anniversary of the Trans Am, and another Anniversary Edition was released, painted white with a single blue stripe down the center of the vehicle — clearly reminiscent of the 1970 Trans Am. 1995 models were the same as those of previous years, but traction control (ASR: Acceleration Slip Regulation) was now available. A freer intake/exhaust was available, similar to that on the Chevrolet Corvette, supplying 310 hp to very few of the Firebird models; those that did receive this set-up were able to accelerate from 0-62 mph in 4.9 seconds and cover a quarter-mile in 13.2 seconds at 110 miles per hour (180 km/h). The 'Perform Transmission' button, which was available in the 310 hp Trans Ams, gave a 25% increase in torque with every kickdown, and resulted in a maxium of 350 ft·lbf (470 N·m) of torque. Although the redline displayed on the tachometer was 5000 rpm, the engines were capable of revving to 7000 rpm. The fourth generation F-body continued the aerodynamic formula initiated by the previous generation, but while still a desirable sports car, it fell victim to declining sales. As before, the Camaro kept the exposed headlights and the Firebird its pop-up units, with some minor changes. The overall styling of the Firebird more strongly reflected the "Banshee IV" concept car than the 1991 "face lift" received by the Third Generation model. 1996 and later models had a 200 hp 3.8L V6 as the base engine, and the power rating of the LT1 had been raised to 285, thanks to a new dual catalytic converter exhaust system which was offered in previous years by order only. The very rare 1997 Firehawk LT4 model, made by SLP Performance Parts and sold through Pontiac dealerships, had 330 hp (243 kW) and 340 ft·lbff (459 Nm) of torque. In 1998, the Firebird received a "face lift" dominated by a new front fascia (now with four pop-up headlights) as well as other modifications, the most significant of which was the introduction of the latest Corvette small block V8 engine, the LS1. Initially, the color "Bright Purple Metallic" had been available, however it was discontinued due to poor sales (not due to production issues with the paint, as rumors have implied). The color was replaced with "Navy Blue Metallic," but not before a total of 12 Trans Am models with the WS6 Ram Air package (10 coupés and 2 convertibles) made it out of the factory dressed in "Bright Purple Metallic."[1] For 1998-2002 Pontiac utilized the same heavy duty brakes, steering ratios, fuel pumps and shocks (non-WS6) on both V6 and V8 models. 1999 marked the 30th Anniversary of the Trans Am since it's release in 1969, and Pontiac commemorated this event by creating another white Anniversary Edition Trans Am. This commemorative package came with twin blue stripes which more closely patterned the original paint scheme of the 1969 Trans Am. Along with the stripes, blue streamline graphics were added on the sides and blue anodized wheels were included with this package. The final model year of the Firebird, 2002, offered a distinctive "Collector's Edition" Trans Am, painted yellow. Like the Chevrolet Camaro, the Fourth Generation Firebird and Trans Am were built in Sainte-Thérèse, Quebec, and the plant closed down after producing the last F-body cars. This marked the 35th anniversary of the F-Body cars since their initial release. The LS1 Firebirds, despite their poor sales, were among the fastest ever produced. Outfitted with the all-aluminum 5.7L V8 from the Corvette C5, and producing 305 hp at 5,200 rpm; 335 ft lb , 454 Nm @ 4,000 rpm (310 after 2000) or 320 hp (325 after 2000) in the WS-6 "Ram Air" version, these Fourth Generation Firebirds could out-perform just about any of their predecessors (including the original "muscle car" Firebirds). In 2001 and 2002, models equipped with a V8 received the higher-flow LS6 intake manifold and a higher-performance clutch. Firebird enthusiasts believe these engines were underrated by the factory, and that these cars often produce up to 40 horsepower (30 kW) more than rated. The rare Firehawk model, made by SLP and sold through Pontiac dealerships, had 330 hp (335 after 2000, 355 in late 2002 models). Even the last of the V6-equipped Firebirds were rated at an impressive 205 hp, which was more than some of the earlier-generation V8's could muster (in fact, the final V6 Firebirds are as quick as almost any V8-equipped Firebird produced before 1990). Average quarter-mile elapsed times for the Fourth Generation Firebirds were reported as 15.2 seconds at 90 mph (140 km/h) for V6-equipped vehicles, and 13.2 seconds at 110 mph (180 km/h) for those with the V8; in the hands of an experienced driver, the latter cars have even been known to "crack" the 12-second quarter mile mark. Top speeds for both the V6 and V8 versions were generally governed according to their factory tire ratings, which were typically 118 mph (190 km/h) for the V6 models. However, with the governor programmed out and applying V8 speed rated tires, V6 Firebirds will reach in excess of 130 mph (210 km/h) (4th gear limited) with the Y-87 performance package and a 5-speed transmission, whereas V8 models that had Z-rated tires had a speed limiter set to 167 mph (269 km/h). V6 Firebird 1993-1998 had angular cable driven throttle body units, which later changed in 1999 to a less restrictive drive by wire electronic controlled with 18 reference throttle position points. 1999-2002 also saw the change of mass airflow sensor technology. GM, ridding themselves of the cast rod Mass Airflow Sensor in the Throttle Body, chose the higher flow capacity of the top mount MAF sensor and eliminating the angled induction to a straight forward ram air style intake which removes a large portion of the restriction. In 2000-2002 Firebird also received an upgraded exhaust manifold from rectangular cast Iron primaries to a round tubular style manifold giving further gains in performance The Trans Am was a specialty package for the Firebird, typically upgrading handling, suspension, and horsepower, as well as minor appearance modifications such as exclusive hoods, spoilers, and wheels. In using the name Trans Am, a registered trademark, GM agreed to pay $5 per car sold to the SCCA.[3] Four distinct generations were produced between 1969 and 2002. These cars were built on the F-body platform, which was also shared by the Chevrolet Camaro. The first generation was available only in 1969. The second generation was available from 1970 to 1981 and was featured in the 1977 movie Smokey and the Bandit. The third generation, available from 1982 to 1992, was featured in the 1984 movie Alphabet City. KITT, the automotive star of the popular 1980s TV series Knight Rider, was a modified third generation Trans Am. The fourth generation Trans Am, available from model years 1993 to 2002, offered between 275 and 325 horsepower. For the thirtieth anniversary of the hit movie Smokey and the Bandit, Year One Muscle Cars and Burt Reynolds (the movie's star) reinvented the 2nd Generation Trans Am. The revitalized classic is offered in three options: "Ban One", "Ban Two", and "Ban Three". They are restored 1977 or 1978 or 1979 Trans Ams but with a twist. This new Trans Am has many new options. The Ban One has a 462 cubic inch traditional Pontiac V8 with aluminum heads, 9.5:1 compression and a hydraulic roller camshaft. The engine made 496 horsepower on the dyno. The transmission is a five-speed manual, and the suspension system features upper and lower tubular control arms with coil springs up front, and performance leaf springs in the rear, with sub frame connectors keeping everything properly located. Wheels are 18” x 9” billet aluminum snowflakes all the way around. It, along with all other models, come with a CB Radio. The Ban Two has a 461 cubic inch, 430 horsepower traditional Pontiac V8, while optional powerplants include a 500-horsepower LS2 based fuel-injected engine, a 550-horsepower Pontiac V8 or a 600-horsepower supercharged LS2. A five-speed manual overdrive with short throw shifter is the standard transmission, and a four-speed automatic overdrive is optional. The suspension system is completely redesigned on Ban II-level cars, and features a tubular front subframe, rack-and-pinion steering, four-link rear suspension, with adjustable coil-over shocks all the way around. The chassis is reinforced with integrated subframe connectors and is mini-tubbed in the rear for additional wheel and tire clearance. Wheels are 18” x 10” billet aluminum snowflakes on all four corners, with 285-35-18 BFG tires. Brakes are from Baer Racing, with 13” two-piece front rotors. The Ban Three has a 515-horsepower dry-sump LS7 7.0 liter engine, and upgrades include a 605-horsepower dry-sump LS7, or a monster 8.8 liter (540 cubic inch) Pontiac V8 making over 650 horsepower. A five-speed manual is the only transmission offered on the Ban III. Suspension consists of the Ban II’s tubular front subframe, rack-and-pinion steering, and four-link rear with adjustable coil-overs on each corner. Chassis reinforcements include integrated subframe connectors and a four-point roll bar with safety harnesses. Brakes are huge Baer Racing six-piston calipers with 14-inch two-piece rotors front and rear. The Ban III offers a level of performance rarely seen in a street-legal vehicle.

By now I hope I gave an idea  about the car development and its history so we all know how the car evolutewd to become what it is now and how mass production developed.

Of course we only took examples of some of the famous and iconic car marks in the world, but not all of them, for this will need a bigger website to list but this examples should

 give an idea about classic cars and why a car is called classic and another is not, and what are the factors that render a car to be a classic car.