Pontiac's second-generation Trans Am must have blown quite a few minds when it was introduced in the spring of 1970, with its low-slung fastback body wearing a functional rear-facing shaker hood scoop, front air dam, spoilers ahead of each wheel, fender air extractors, and a rear spoiler. Augmenting those aerodynamic aids was a 345-horsepower Ram Air III 400 or optional 370-hp Ram Air IV 400, and the highest-level suspension with thick anti-roll bars front and rear, firm springs, 15 x 7 Rally II wheels (sans trim rings), and fat F60-15 raised-white-letter tires.
If the Trans Am proved to be a bit too much for some buyers, the muscular Formula could still cater to those with a lead foot, with less fanfare and expense. The Esprit was the cushy cruiser at even lower cost, and the base Firebird served budget-conscious shoppers who still desired a sporty driver.
Returning for 1971 relatively unchanged— except for big news under the hood and new seats—the Trans Am's base price ranged from $4,557 to $4,595, due to increases during the model year, but was approximately $200 less for 1972 amid more adjustments.
A grille with a stretched-Honeycomb pattern was new for 1972, as was a polyethylene (plastic) front valance panel.
The 1970 grille pattern and black finish were carried over for the 1971 T/A, as shown on this Lucerne Blue example.
BODY
Compared to the first-gen F-body's upright sporty coupe styling, the second-gen was more a 2+2 sports car with a lower cowl height, longer doors with larger side windows that eliminated rear quarter windows, and a sloped roofline.
Though the Firebird and Camaro shared the F-body platform, there were still differences below the greenhouse. The Firebird used a body-colored Endura front end with split-grilles, and the taillamps followed the shape of the rear quarter panels. The Camaro employed a large single grille and chromed front bumper (or an optional split bumper with Endura surround) and round taillamps.
The Firebird's wheelwells were rounded and there was a subtle character line on the body sides, whereas the Camaro's wheelwells were more squared off at their tops and there were sharper lines on the body sides. Though they differed in these areas, both F-bodies were exceptionally well designed.
Lucerne Blue was offered from 1970 to 1972 on Trans Ams, but 1970's Polar White was changed to Cameo White for these years. (A handful of 1972 T/As were built in other colors.) A Firebird graphic was added to the front bumper and a broad stripe was applied to the hood, roof, decklid, and rear spoiler. The stripe was blue with a black border on white T/As and white with a black border on blue ones.
The small-box pattern of the 1971 grille became a stretched honeycomb for 1972 that tied in well with Honeycomb wheels (extra-cost in 1971, no-cost in 1972), and a plastic front valance replaced the steel panel. Amber front parking lamp lenses with clear bulbs arrived in January 1972.
The "455 H.O." callouts adorned the shaker hood scoop of 1971 and '72 (shown) Trans Ams. Chrome-plated rocker covers and oil filler cap were no longer used, and the engine paint changed to a nonmetallic blue.
ENGINE
Compression ratios were reduced for low-lead and unleaded fuel for 1971, and the SAE net power rating system was being phased in. Under this standard, equipment to be used on the car was added to the engine during dyno testing to better replicate actual output.
The Trans Am's standard engine dropped from 10.5:1 compression in 1970 to 8.4:1 in 1971, but it gained 55 cubic inches and high-flowing "round-port" heads. Though PMD had introduced 455 engines with D-port heads in 1970 and even referred to one as an H.O., the Trans Am didn't get it.
The new 455 H.O. of 1971, with its undersquare (4.15-inch bore and 4.21-inch stroke) design, was more of a stump-puller than the oversquare 400 (4.12-inch bore and 3.75-inch stroke). Its bottom end had a nodular-iron crankshaft retained by four-bolt main caps, cast ArmaSteel connecting rods, and cast-aluminum pistons.
Round exhaust port heads (casting number 197 in 1971 and 7F6 in 1972) with 2.11/1.77-inch valves had larger combustion chambers than the R/AIV's round-ports of 1969-'70. The R/A-IV-style aluminum intake manifold with separate cast-iron heat crossover and free-flowing cast-iron exhaust manifolds were also added. The 455 H.O.'s "068" camshaft had 288/302-degrees advertised duration with .410/.413-inch lift and used 1.5:1 ratio rocker arms. The Quadrajet carburetor was revised to increase airflow, the breaker-point ignition's settings were dialed-in, and larger 2.25-inch exhaust head pipes were employed.
With 8.4:1 advertised compression, the 455 H.O's gross output rating was 335 hp, or 305 net hp. Torque measured 480 lb-ft gross, or 410 lb-ft net. It was the lone Trans Am engine for 1971 and 1972 and was rated at 300 net hp and 415 lb-ft of net torque in its final year.
Among the many extra-cost items in this blue Custom Trim 1972 interior are power windows. Note the switch mounted on the console and the emblem in place of the window crank handle on the door panel.
The Formula steering wheel, Rally gauges, and engine-turned panel were standard (1972 shown). Custom Trim, console, an 8-track tape player, and A/C were optional.
INTERIOR
For 1971, new high-back bucket seats with integrated headrests replaced the 1970's low-back seats with separate headrests. The rear layout, with a separate lower cushion on each side of the driveline tunnel and the one-piece seatback, remained.
A thickly padded vinyl-covered three-spoke 14-inch Formula steering wheel remained standard, as did Rally gauges with a large, round 8,000-rpm tach with clock, a 160-mph speedometer, and small dials for the coolant temp, oil pressure, fuel level, and voltmeter.
DECODING
The VIN plate is visible at the base of the windshield on the driver's side. A 1971 T/A VIN would read "228871N100001" and breaks down as follows: 2=Pontiac; 28=Trans Am; 87=coupe; 1=1971; N=Norwood Assembly Plant (L=Van Nuys); 100001 sequence number.
For 1972, the VIN changed and also included a digit to identify the engine.
The example "2V87X2N500001" would breakdown as 2=Pontiac; V=Trans Am; 87=coupe; X=455 H.O.; 2=1972; N=Norwood Assembly Plant; 500001 sequence number.
The cowl data plate is located on the top of the firewall, on the driver's side, and lists the model year as well as codes for the division, series, body style, plant, unit number, interior trim, and lower and upper body color (Cameo White=11, Lucerne Blue=26) and the build date. Norwood plates have "WS4" on them to denote the Trans Am.
A Hurst shifter and a knob that appeared to be leather-wrapped (but wasn't) was used with the four-speed. The automatic transmission could be manually upshifted without overshooting the next gear by pushing the handle to the right and forward.
WHAT TO LOOK FOR
As with any vintage car, rust is a concern, so check for it on the fenders behind the front wheels, rocker panels, lower doors, floors, wheelwells, rear quarter panels, trunk floors, rear unitized frame members, and around the windshield and backlite. Also inspect the Endura front bumper and body for paint issues and evidence of poor repairs. Examine the undercarriage for excessively worn parts, clues of previous accident damage, and potential safety issues.
Test drive the T/A to confirm the proper operation of the powertrain, suspension, brakes, all systems, and optional equipment, as well as to reveal leaks, odd noises, smoking, driveability issues, and more. Also make sure that all paperwork is in order. Verify all the codes if the T/A is said to be original.
This 1971 model features the Custom Trim option with the knit vinyl insert, door pull, and the carpeting on the bottom of the door panel added. The lower panel would be all plastic for 1972.
RESTORATION AND MODIFICATION
Restoration parts are abundant, so even resurrecting a basket case T/A is possible, but may not be financially prudent. A more complete resto prospect or a driver-quality or finished T/A may prove a better choice, despite the higher initial price. Given the myriad possibilities available, modification plans may only be limited by your imagination and budget.
CONCLUSION
The 1971-'72 second-gen Trans Ams were stellar performers in their day that not only put forth a race car image but also backed it up with a torquey 455 H.O. and handling prowess that rivaled the Corvette. They are still revered for those attributes today.
The 15 x 7-inch Honeycomb wheels consisted of a urethane fascia molded to a steel wheel. Center caps featured a Pontiac Arrowhead in 1972 (shown) but not in 1971. Chromed tailpipe extensions were standard.
ENGINE
According to The Definitive Firebird & Trans Am Guide 1970½-1981, by Rocky Rotella, for 1972 emissions the 455 H.O. Quadrajet fl owed less than the '71. The intake was revised for an updated heat crossover and the temp sending unit moved to the cylinder head. Among 7F6 head changes were minor port revisions, induction hardening the exhaust valve seat area, and the use of tapered-seat spark plugs. The Unitized Ignition eliminated breaker points and had the coil mounted—and the wires captured—in its cap. Initially standard in 1972, it was then required at extra-cost, and finally, optional.
TRANSMISSION AND AXLE
The heavy-duty M22 close-ratio four-speed and an 11-inch clutch were standard, or the Turbo Hydra-Matic 400 three-speed automatic could be specified at no additional cost. When the optional console wasn't ordered, the automatic was column-shifted. Though 1970 T/As used a 12-bolt rear axle, beginning in 1971, a 10-bolt axle with an 8.5-inch ring gear was employed. A 3.42 gear set was standard; 3.08s were used with A/C and the automatic. In 1971, a performance ratio of 3.73:1 was offered with the four-speed. Safe-T-Track (limited-slip) was standard.
INTERIOR
Rally gauges in an engine-turned aluminum panel and the Formula steering wheel were standard, as was Morrokide upholstery. The Custom Trim option added breathable knit vinyl (or cloth) seat inserts with the Morrokide, as well as pull straps on the dash and doors, knit vinyl upper inserts and a carpeted lower section on the door panels, a perforated headliner, bright pedal trim plates, and a formed vinyl trunk mat. The lower door panels became all plastic for 1972 and the three-point seat belts arrived early in the calendar year.
CHASSIS
The 108-inch-wheelbase T/A had a unitized body shell with a bolt-on front subframe. Its unequal-length control arm front suspension used fi rm coil springs and a 1.25-inch front anti-roll bar. The rear suspension had 125-lb-in leaf springs and an .875-inch anti-roll bar. Specific shocks and 15 x 7-inch Rally II wheels (14-inch center section in a 15-inch rim) and F60-15 tires were included. Power disc brakes with 11- inch rotors and single-piston calipers in front and 9.5-inch drums in the rear were standard, as was power steering, with a 15:1-13:1 variable ratio.
BODY
The body was 191.6 inches long and 73.4 inches wide, and its height was just 50.4 inches. According to Pontiac, the "front air dam and side air extractors put 50-lbs of downward pressure on the front end at turnpike speeds," and the rear spoiler did the same at the back of the car. The wheel spoilers smoothed airflow around the sides and the shaker scoop drew outside air into the engine through a throttle-controlled inlet door. Dual body-colored mirrors with left-hand remote were also included.
PRODUCTION
The 1971 and 1972 Trans Ams outpaced the late-debuting 1969 T/A's 697 units, but not the 3,196 total of 1970. A United Auto Workers strike in 1970, during the 1971 model year, negatively affected T/A production, resulting in just 2,116 built, with 885 of them equipped with the four-speed and 1,231 with the automatic. Due to another UAW strike in 1972, T/A production was cut short at 1,286 (458 four-speed cars and 828 with the automatic) leaving numerous cars on the assembly line that were later crushed because they wouldn't meet new bumper regulations.
WHAT TO PAY
| Low | Average | High | |
|---|---|---|---|
| 1971 Trans Am | $24,500 | $43,500 | $89,000 |
| 1972 Trans Am | $23,000 | $40,000 | $82,000 |
REPRODUCTION PARTS PRICES
Air dam.............................................................................................. $109
Aluminum intake manifold...............................................................$299
Engine-turned instrument panel insert.............................................. $49
Formula wheel .................................................................................. $149
Hood................................................................................................... $529
Quarter panel, right hand or left hand (each) ................................. $489
Rear spoiler (three pieces)................................................................ $297
Round-port exhaust manifolds (pair)...............................................$379
Stripe kit ........................................................................................... $409
Wheelwell spoiler, right hand or left hand (each)............................$105
Special thanks to Rocky Rotella for his assistance with this article.
Recent
Photo: Provided By Author
I had been into cars since childhood, so this was a magical job. I was part of a crew of six or seven that worked for tips, and we wore orange coverall uniforms so that we were easily seen at night. We routinely parked and returned more than 400 cars on a busy Saturday, with parties in the afternoon and then again at night, together with public dining.
Jockeying cars for position in shrinking lanes during return rush times made me a better and more precise driver. Another benefit was that I developed a higher appreciation for well-designed dashboards, budding smart controls, and quality upholstery. I preferred gauges to warning lamps, and I intensely disliked the flashing green and yellow dashboard fuel economy indicators that seemed unwelcome in luxury cars. The only way to make the annoying indicator stay green was to coast.
As a crew, we elbowed each other to park the hot imports, such as BMW’s 2002, Datsun’s Z variants, the first Honda Accords, Toyota Celicas, and less frequently, Volkswagen Sciroccos. These were all well-equipped, light, quick, and easy to park. It was also possible to shift them into higher gears for test drives by taking the long way around to the lower back lot. As far as I knew, none of us ever got a Porsche 911 out of second. Our boss knew the joyride risk, so we had to keep numbered dashboard tickets in sequence for assigned spaces that discouraged long drives around the property.
Photo: Hemmings Archives
I have many fond memories of the job. To start, the things people left in their vehicles were nothing short of amazing. There were open bills with private information in plain view, and mail of every other conceivable variety, as well as checkbooks, laundry, arts, and crafts in all stages of non-completion, sticky food wrappers, and other trash. I also quickly learned that a tip amount didn’t always correspond to the expense or condition of the car after one guest left a caged guinea pig in his 1967 Pontiac Le Mans when he arrived late for a wedding reception. Aside from needing to be washed and vacuumed, that car was quite fragrant. It was a dry day, so I lowered the side windows, and we took turns checking the pet as we ran to and from other vehicles. Later, the guest told me he was glad the party was over and was eager to reunite the guinea pig with his young daughter. Having noticed us checking on the pet, the car owner gave me the biggest tip I ever got to fetch a car.
Another unusual thing happened while parking a 1975 Buick LeSabre sedan. Two people got out and went inside for dinner and as I got in immediately noticed the aroma of freshly baked bagels emanating from two gigantic bags that took most of the rear seat, nearly reaching the headliner. After parking the car, I was spooked by a low voice from the far-right of the back seat that asked, “Howee doin’?” I had not seen the slight fellow partially hidden by one of the tall bags, and all I could ask was if he intended to go inside. He said he didn’t want a fancy dinner, just a nap. He offered bagels to the entire crew, which were delicious, and stayed in the car and slept for two hours.
Rare cars would roll up on occasion, including one almost everyone guessed was a Maserati, though I recognized it as a Facel Vega. The exhaust growl of the Chrysler Hemi V-8 was positively rhapsodic, and the grand tourer had polished wood throughout its interior. We parked it in a special spot on an outer aisle near the front door and overheard customers speculate what it was while waiting for their own cars. When the tweedy owner eventually came out, my boss, Ray, was determined to sound smart and amuse himself. He conspicuously and formally signaled, “Christopher, the Facel Vega, please.” Seeing where we placed his pride and joy, the owner gleamed. He may have enjoyed that moment more than his dinner.
Another story involved a regular customer’s Cadillac Seville during lunch hour, when Ray often let me work alone so he could get a break. Two County Sheriff’s detectives stopped to tell me they were looking for two inmates who had escaped from the local penitentiary wearing–what else–orange coveralls. They were last seen running on the neighboring golf course. Of course, we always left keys in the ignition of parked cars. The detectives asked how many cars remained from lunch, and whether I could account for each. To my dismay, the Cadillac (one of only three cars left in my charge) was gone! The owner was very classy when the detectives needed his license plate number and unselfishly said he was glad I had not run into the thieves. Luckily for me, the car was recovered unscratched at a nearby shopping center, but we never heard if the thieves were caught.
I rarely drove a car onto the open road, but one exception was a permanent resident’s 1976 Rolls Royce Silver Shadow. The luminous dark red sedan was overdue for its annual state inspection and the owner’s wife “volunteered” me to drive it to the inspection station in the next town. The engine was so quiet and vibration-free that I had to concentrate to hear it. The interior was beautifully appointed with the finest leather I had ever seen or touched. Intuitive controls were set in burled walnut. In my opinion the steering wheel was somewhat primitive and too hard for an ultra-luxury auto, but it was a minor nitpick since the car was a magic carpet. It literally floated when put in drive. As expected, there were no buzzes, squeaks, or rattles. It handled well and predictably with adequate road feel, despite its considerable weight. Power came immediately at the slightest touch, suggesting ample reserve, and the Rolls-Royce stopped on a dime.
Photo: Hemmings Archives
Admittedly, I was very nervous driving it, even when it seemed other drivers stayed out of the way once I reached a multi-lane avenue. The inspection station was in a not-so-nice area on a narrow, bumpy street, and being near closing time the station was busy. I had to get in a line that snaked around the block and all I could do was hope nobody hit the darn thing.
As I crawled to the entrance, the inspection staff was laughing and pointing at me, still wearing my orange coveralls: “Hey kid, how did you get out of jail and where did you get that car?” Fortunately, my uniform sported a company crest. Seeking mercy, I said it was the boss’ car. Then the Rolls failed its emissions test. Adding to the insult, the dented, oxidized Volkswagen Beetle behind me passed with flying colors. In those days, a sticker with a big red circle signifying failure was affixed to the windshield’s lower left corner. You couldn’t miss it.
I finally relaxed when I pulled the Silver Shadow into the familiar driveway without incident. To my surprise, the owner’s wife was happy to see that the car failed, because now she could get it tuned up without further debate. Apparently, her husband was always working and neglected his cars. We were reminded of that later when we had to jump the battery in his seldom-driven Jaguar XJ12. The next time I saw the Rolls it had a proper inspection sticker.
After parking cars for eighteen months, I transferred inside to become a bartender as my college days progressed. I missed handling the cars, but not enduring cold winter nights or donning those orange coveralls. Over the years I have almost always insisted on parking my own car, but when valet parking is unavoidable, particularly in a city, I tip in advance. It’s remarkable how a few dollars will often gain a spot close to the attendant’s booth, sometimes with a safety cone next to our car.
Photo by Matthew Litwin
Photo by Matthew Litwin
Race wins touted in national headlineswere not lost on manufacturers, so by the start of the 1956 season nearly every major domestic brandhad invested performance resources into NASCAR. Pontiac initially supported two teams: Jim Stephens (Stephens Pontiac), and A.L. Bumgarner (Brushy Mountain Motors). Each were armed with a new-for-1956 engine designed for racing: a 316.6-cu.in. V-8 fitted with dual Rochester four-barrel carburetors that, along with a high-performance camshaft, dual-point distributor, specialized valley cover, and 10:1 compression cylinder heads, conspired to produce 285 horsepower (in street trim, mind. It’s well-known that racers knew how to make more horsepower).
A Pontiac win looked favorable, beginning with the sixth race of the season at the Daytona Beach/Road race, where Stephens’ two-car effort - with Ed Kretz and Cotton Owens - qualified 3rd and 4th, while Junior Johnson, in Bumgarner’s Pontiac, qualified 26th in the 76-car field. None saw the checkered flag. Johnson crashed, and the Stephens effort was met with mechanical woes. It was a sign of things to come. Strong as Pontiac was, bad fortune and mechanical reliability were its Achilles’ heel. Pontiac attained just 17 top 10 finishes with a best of 3rd recorded by Pat Kirkwood in a Stephens’ Pontiac.
Going winless, coupled with poor street ability of the dual-quad 316.6 V-8, spurred Pontiac to develop Tri-Power and fuel-injected 347-cu.in. engines for 1957. They became instant hits on the track - the brand notched two wins prior to a June rule change that mandated a single four-barrel induction system - and on the street, leaving the dual-quad 316.6 a nearly forgotten footnote of Fifties factory performance.
Rare reminders, however, still exist, such as this bred-for-NASCAR 1956 Pontiac twin Rochester carburetor and intake manifold assembly spotted for sale at the 2023 AACA Eastern Fall Meet in Hershey, Pennsylvania. Also included as part of the $4,500 package price was the system’s specific air cleaner assembly, which looked similar that of Cadillac’s (the two reportedly would not interchange without modifications). Save for rebuilding the carburetors, it looked ready to install on a specific “HY” stamped block.
1956 Pontiac Dual four-barrel induction setup
ASKING PRICE:$4,500
FOUND AT: 2023 AACA EASTERN FALL MEET (HERSHEY, PENNSYLVANIA)
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