'98 Pontiac Trans AM

Pontiac's Trans Am is about two things: absolutely pavement-eating performance and flashy styling. For '98, there's a new 305-horsepower aluminum V-8 to crank up the wick under the car's already attention-grabbing look.

Frankly, having our bright-red test unit in the driveway for the daily commute was like being 12 years old and waking to find a rocket-powered backpack under the Christmas tree. Here's what a track test and a short session on the wing in Pontiac's fastest factory Firebird brought to light.

This Firebird is extremely quick. We've heard some loose talk in engine-tuning circles that the end of the old small-block meant GM would have to start from scratch to find power tricks for the all-new LS1. But we're here to tell you, we don't miss last year's LT1 or even the high-output LT4 engine a bit. So if you're crying over the end of either of those powerplants, dry your eyes and gander at the acceleration numbers this car generated. Case closed.

Not only is this high-spooling aluminum-block cast-iron-cylinder powerplant the sweetest-running Firebird engine we've ever sampled, it makes positively incredible amounts of muscle for an assembly-line V-8. In the recent past, only hand-built, blueprinted small-blocks could flick a 3500-pound F-car to 60 mph in a tick over 5 seconds.

The quarter was scorched in 13.4 seconds at better than 107 mph. So with a 15.5-gallon fuel tank will you be making lots of pesky stops for a gas-thirsty beast? Depends on how you drive. Drive it like we did, and you'll be on a first-name basis with every service station operator in your metropolitan area. But show some restraint, and the city economy should be about 17 mpg with an incredible 26 on the highway.

Unquestionably, the two big reasons the LS1 came across so well were the mellower sound (thanks to the 22-percent-larger mufflers and pipes welded up from 2.25-inch and 2.75-inch stainless) and the slick-shifting Borg-Warner six-speed manual. We found ourselves finger-flipping up and down through the gears for no reason other than to hear this rev-crazed engine in song to 6000 rpm.

But the improvements to the new Firebird go beyond the engine bay and exterior. All it used to take was one drive on a badly repaired road to convince most people they didn't want to actually own a Camaro Z28 or a Trans Am. Sure, they handled precisely. But their simple suspensions, awesomely rigid body structures, high-rate springs, high shock damping rates, and big anti-roll bars meant they also rode hard, hopped abruptly, and thumped loudly. Too hard and too loud for many customers. On a rough street, you'd swear your viscera were about to be ripped apart and scrambled like an elaborate omelet. That's no longer true. Revalved shocks in our '98 meant significantly more livable ride quality that never got into the painful part of the spectrum, even on really poor surfaces.

At the track, no handling edge seemed to be gained, but neither was anything significant lost with these newly acquired ride manners. The WS6 handling package provided a clean, controlled 65.0-mph pass through the slalom, while the skidpad grip was a very respectable 0.87 g.

More than respectable in the stopping lane, the Firebird has a massively revised braking system with new organic pads and calipers, larger discs, and all-new Bosch anti-lock electronics. The front discs grew from 10.7 to 11.9 inches in diameter, and the rears swelled from 11.4 to 12 inches. And believe us, these binders get the job done. Our best stop from 60 mph was a sterling 114 feet.

Obviously, Trans Am has the right stuff for the track. But real-world owners find that control locations, instrument readability, seat comfort, and adequate interior room can make or break a long-term relationship.

The front buckets in our test unit were wonderfully comfortable. On the Trans Am, they come with standard power adjustments. In fact, we highly recommend the optional electric seats if you're looking at a base Firebird or a Formula. The standard buckets are quite honestly a weak point.

A strong point in the Trans Am's favor is its instrumentation and control layouts. The instruments are large and easy to read, while the controls have a high-quality feel and are conveniently and logically positioned.

And what about those smallish rear buckets? In short, they're terrifically handy if you need them. Small children actually seem to like sitting in them. But not even Pontiac would encourage their use for teens or adults on a long trip.

We have one minor complaint about the new styling. It makes it virtually impossible to sneak up on the unwary and grab a couple of car lengths. What your victim sees in the rearview long before you arrive in the neighboring lane is an aggressive restyled hood, new fenders with air extractors, and a redesigned front fascia with fresh parking, turn signal, and fog lamps. But relax, because with the new LS1 V-8 under the command of your right foot, they'll soon be staring at the honeycomb taillamps and round back-up lights.

Fresh styling and higher power levels help the Trans Am retain its title as a first-rate musclecar. At a base price of about $26,000, and a full-boat tally of around $31K, the most evil, wicked, and nasty of all Firebirds packs the added wallop of solid value. Just set aside some extra dollars for fresh rear tires.

Tech Data'98 Pontiac Trans Am

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