firebird's [Archive] - G U L F G T

Diablo

November 19th, 2003, 03:42 PM

Description

Item Specifics -
Pontiac Firebird 2 Doors
2002 Pontiac Firebird Trans Am FIREHAWK LS-1

Mileage: 28750 VIN: 2G2FV22G222114749
Get the Vehicle History Report
Number of Cylinders: 8 Type of Title: Clear
Transmission: Manual Interior Color: Black
Warranty: Existing Exterior Color: Black

Standard:
2 WHEEL DRIVE LEATHER POWER WINDOWS CRUISE CONTROL
AM/FM RADIO CD ABS POWER STEERING
POWER SEAT DRIVER POWER DOOR LOCKS 8 CYLINDER 5.7 LITER

Optional:
MANUAL SUNROOF

Seller barronmagee assumes full responsibility for the content of this listing and the item offered.

Vehicle Description

--------------------------------------------------------------------------------

VEHICLE INFORMATION

Contact Person: Barron Magee
Contact Phone Number: (318) 331-0198
Contact E-Mail Address: BarronMagee@CooperBuick.com
Year: 2002
Make: Pontiac
Model: Firebird Trans Am Firehawk Coupe
VIN: 2G2FV22G222114749
Exterior Color: Black
Odometer Mileage: 28,750.0
ECM Mileage: N/A
Engine: 5.7 Liter LS-1 V-8
Engine HP/TQ: 345/350
Engine Placement: Front
Max RPM: 6,000
Transmission: Manual 6 Speed
Gear Ratio: 3.42
Wheel Base: 101.1"
Overall Length 193.7"
Curb Weight 3627 lbs
Front Wheel Size: 17" x 9"
Front Wheel Finish: Chrome
Rear Wheel Size: 17" x 9"
Rear Wheel : Chrome
Tire Size Front: P275/40/ZR17
Tire Size Rear: P275/40/ZR17
Front/Rear/All Wheel Drive: Rear
Fuel Cell Capacity (US Gallons): 16
Fuel Octane Recommended: 92
City/Highway Miles Per Gallon: 18/25
Emissions Federal
Interior Color: Black
Seat Material: Leather
Overall Vehicle Condition: Excellent
Warranty Information Remainder Of factory 3 Year / 36,000 Mile Bumper to Bumper Factory Warranty Effective Until 10/25/2004 or 36,018 miles **Extended warranties available**
Production Number 0222 of 1501 Built

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VEHICLE EQUIPMENT

INTERIOR
Driver and passenger air bags
Air conditioning
Cruise control
Electric rear window defogger
Prado leather seats
Remote rear hatch release
Performance analog speedometer, odometer, tachometer, coolant temperature, oil pressure and voltmeter
Digital odometer and trip odometer
Day / night rear view mirror with reading lamps
Power windows with drivers express down
Power locks
Power side view mirrors
Remote keyless entry
Audible theft-deterrent system
Monsoon series ETR AM/FM stereo with CD player, 7 band graphic equalizer, digital clock and radio station tuner and Delco TheftLock
Monsoon 500-watt peak power, high performance 10 speaker sound system with subwoofer
12 Disc CD Changer
Reclining front bucket seats
6-way power front driver seat
2-way manual front passenger seat
Folding rear seat
Leather-wrapped, 4-spoke steering wheel with radio controls
Tilt-wheel adjustable steering column
PASS-Key II theft deterrent system in key and ignition
Two Firehawk key fobs (Available with WU6-Firehawk-option only)
Premium Front Floor Mats with embroidered Firehawk logo (Available with Wu6-Firehawk-option only)
Custom Rear Deck Mat with embroidered Firehawk logo (Available with WU6-Firehawk-option only)
Complete Privacy Limo Tinted Windows
Commemorative Portfolio designed to hold your GM & SLP Owners Manuals (Available with WU6-Firehawk-option only)

EXTERIOR
Removable, locking T-Tops with removable sunshades
Firehawk composite hood with two functional hood scoops (2) (Available with WU6-Firehawk-option only)
Firehawk hood mounted functional heat extractors (2) (Available with WU6-Firehawk-option only)
Firehawk front fascia badge (Available with WU6-Firehawk-option only)
Firehawk composite deck lid with extended LED 3rd brake light (Available with WU6-Firehawk-option only)
Custom Fitted Car Cover with locking cable and tote bag with Firehawk logo (Available with WU6-Firehawk-option only)
Custom One-Of-A-Kind Electric Blue & Graphite Firehawk Graphics Package & Striping
Custom Firehawk Front Side Marker Lenses
Custom Trans Am Rear Side Marker Lenses
Auto Vent Shade Tail Light Blackouts

TIRES
P275/40/ZR17 Nitto NT555

WHEELS
Chrome 17" x 9" Firehawk 5-spoke, cast aluminum wheels (Available with WU6-Firehawk-option only)

MECHANICAL
4-wheel disc brakes
Anti-lock braking system (ABS)
Power rack-and-pinion steering
Power steering cooler
Traction Control
Performance Axle with 3.42 gear ratio
345 Horsepower 350 ft/lbs Torque
High Flow Air Induction System with SLP Blackwing air lid
Hi-Flow stainless steel cat-back exhaust system with twin dual tips
Upgraded Firehawk suspension components (Available with WU6-Firehawk-option only)
Kenny Brown Double Diamond Weld-on Sub Frame Connectors

ENGINE
5.7 Liter Sequential Fuel Injected V-8

TRANSMISSION
Manual 6 Speed With Hurst Shifter

REAR END GEAR RATIO
3.42 Performance Axel

Diablo

November 19th, 2003, 03:45 PM

:naughty: :naughty:

Diablo

November 19th, 2003, 03:47 PM

:tongue: :crying

Thug Life

November 19th, 2003, 05:17 PM

:eek2: no coment

Thug Life

November 19th, 2003, 05:32 PM

I'm a big fan of tranz am

http://www.bahrain2night.com/forum/usersfiles/3398-bluepurple.jpg

http://www.bahrain2night.com/forum/usersfiles/3398-bestoshow.jpg

http://www.bahrain2night.com/forum/usersfiles/3398-67fb12.1.jpg

http://www.bahrain2night.com/forum/usersfiles/3398-67fb19.3.jpg

http://www.bahrain2night.com/forum/usersfiles/3398-67fb24.2.jpg

http://www.bahrain2night.com/forum/usersfiles/3398-67fb24.1.jpg

http://www.bahrain2night.com/forum/usersfiles/3398-67fb28.3.jpg

http://www.bahrain2night.com/forum/usersfiles/3398-79ta21.2.jpg

:lildevil:

ZOSicK

November 19th, 2003, 05:35 PM

thug ur so into classics :bigok:

Thug Life

November 19th, 2003, 05:35 PM

:lildevil:

http://www.bahrain2night.com/forum/usersfiles/3398-85ta3.jpg

http://www.bahrain2night.com/forum/usersfiles/3398-1995_firehawk_10.jpg

http://www.bahrain2night.com/forum/usersfiles/3398-2000transam02.jpg

http://www.bahrain2night.com/forum/usersfiles/3398-11375906VsUzDuKkRk_ph.jpg

:crying

Thug Life

November 19th, 2003, 05:40 PM

Originally posted by BlackSS
thug ur so into classics :bigok:

ehehehehhehehe

classics walla blash:bigok:

Super Black

November 21st, 2003, 10:39 AM

The LS1 engine is a fantastic piece of engineering. Things needed to maintain performance for the former GM 350, the LT1, included bypassing throttle body coolant, lowering the thermostat rating and other heat-related modifications - the LS1 engine doesn't need those - the intake stays cool and the engine seems unfazed by heat. The LS1 also uses very short ignition wires and has a single coil for each cylinder (that's them on top of the cylinder heads)! That's just the beginning.

Because there's a composite intake on the LS1 motors it was difficult to put a supercharger kit on these motors. Twin turbocharger systems are available for the LS1 and I'm hopeful that an 8PSI system will eventually live under my hood - 13PSI if I decide to do more drag racing with the car - maybe. For the really crazy, GM has a new block available that will take 1000hp or more.

You may also note while you're looking at the motor that it is all aluminum, as advertised. This is good for Nitrous Oxide because aluminum rids itself of heat faster. It isn't going to take much to make unruly high-powered LS1 motors - they have a lot more naturally aspirated potential hidden away in them than the LT1 motors - just a mild cam change, extrude-honed heads and nothing else has boosted these motors to 470 horsepower, an incredible amount of performance on a 5.7L naturally aspirated engine.

WS6

November 21st, 2003, 11:37 AM

I love them :D
i owned 2, I still have this Orange one:

WS6

November 21st, 2003, 11:40 AM

And this is my older one, its a 99

chevy_sS

November 21st, 2003, 11:42 AM

black rulez

nice rides WS6

chevy_Ss

Super Black

November 21st, 2003, 05:25 PM

Originally posted by WS6
I love them :D
i owned 2, I still have this Orange one:

Nice car MAN.:bigok:

Thug Life

November 21st, 2003, 05:58 PM

thnx brother's for the info's

and Ws6 where do u live?

and nice cars

Diablo

November 21st, 2003, 06:38 PM

WS6 Bro your car is SMOOOOOKING. take care of it man.

By the way do you have more Pix of this lovely machine ?

WS6

November 22nd, 2003, 04:29 AM

Originally posted by Diablo
WS6 Bro your car is SMOOOOOKING. take care of it man.

By the way do you have more Pix of this lovely machine ?

Thanks bro :D
yeah i have more pictures here : Pictures (http://f1.pg.photos.yahoo.com/ph/firebird9121/lst?.dir=/Sunset+Orange&.src=ph&.order=&.view=t&.done=http%3a//f1.pg.photos.yahoo.com/)

Super Black: Thanks man !

Thug Life: Thanks to you too ! I go to school in the US (but im graduating in a month :grin: Its about time, i've been here since 98 doing my bachelors :tongue:

Wawela

November 22nd, 2003, 05:57 PM

WS6 are you bahraini ? and if you are you have to bring this orangina with you man it's realy SOMETHING>>>WAAAAAW

Ferrari

November 22nd, 2003, 06:06 PM

WS6 you D Man....

Ferrari

November 22nd, 2003, 06:08 PM

:lmao:

Ferrari

November 22nd, 2003, 06:09 PM

:bigok:

ZOSicK

November 22nd, 2003, 06:11 PM

WS6 long time no see man . .where have u been .. :bigok:

Ferrari

November 22nd, 2003, 06:11 PM

:tongue:

Ferrari

November 22nd, 2003, 06:13 PM

Nice Ride body you will let Diablo to cry day and night:crying

WS6

November 22nd, 2003, 06:33 PM

Ferrari: Oh Thanks for advertising my car !! :tongue: I just came in the thread and saw pictures of my car ALL over :grin:

Wawela: Yes im Bahraini, and yeah im bringing it with me, it could be in a month or two if I don't get a job when I graduate or it could be longer :burnout:

BlackSS: Been around man, just found out about this website like 3 days ago so hopefully I'll post more often now. :cheers:

ZOSicK

November 22nd, 2003, 06:41 PM

Originally posted by WS6

BlackSS: Been around man, just found out about this website like 3 days ago so hopefully I'll post more often now. :cheers:

ur more than :welcome: bro

Diablo

November 23rd, 2003, 01:06 AM

Originally posted by WS6
Ferrari: Oh Thanks for advertising my car !! :tongue: I just came in the thread and saw pictures of my car ALL over :grin:

Wawela: Yes im Bahraini, and yeah im bringing it with me, it could be in a month or two if I don't get a job when I graduate or it could be longer :burnout:

BlackSS: Been around man, just found out about this website like 3 days ago so hopefully I'll post more often now. :cheers:

Man you will like the Gulfgt members they are so cool man just check the event thread's

NOS4EVER

November 23rd, 2003, 06:51 PM

:tone: OOOOOOOHH MY LOVE :tone: MY HART

STOP NO MORE PIX IMM CRACKING UP :alcoholic

Silver SS

November 23rd, 2003, 06:54 PM

NOS is happy:bigok:

Camshaft

November 23rd, 2003, 08:42 PM

Originally posted by WS6
I love them :D
i owned 2, I still have this Orange one:

WS6 :hail: :worshippy :hail: :worshippy

WS6

November 24th, 2003, 01:32 AM

Originally posted by Camshaft
WS6 :hail: :worshippy :hail: :worshippy

Thanks Camshaft :cheers:

69CamaroLS1

November 24th, 2003, 02:56 AM

Originally posted by WS6
Ferrari: Oh Thanks for advertising my car !! :tongue: I just came in the thread and saw pictures of my car ALL over :grin:

Wawela: Yes im Bahraini, and yeah im bringing it with me, it could be in a month or two if I don't get a job when I graduate or it could be longer :burnout:

BlackSS: Been around man, just found out about this website like 3 days ago so hopefully I'll post more often now. :cheers:

WS6 man you didnt reply to my last PM i need the infos ya weld al'7al:bigok: :lildevil:

Range

November 24th, 2003, 03:28 AM

][ cant criticize anything bad about the firebird once i was in q8 and saw a race turbo and a firebird waz 100% modded and the turbo didnt even have a chance **** that car flew like a built :tucmo:

WS6

November 24th, 2003, 04:28 AM

Originally posted by Stielow
WS6 man you didnt reply to my last PM i need the infos ya weld al'7al:bigok: :lildevil:

Sent you an email :D

Mahmood

Thug Life

November 24th, 2003, 02:51 PM

when they called her a firebird thats mean a firebird

http://www.digitaldimension.com/gallery/final_destination_2/images/fd2_bts_firebird.jpg

http://ultra.cto.us.edu.pl/pub/Multimedia/Pictures/Cars/Pontiac/Firebird/1968.FirebirdConv.01.jpg

http://www.vtecnik-si.com/Philly%20Auto%20Show/firebird.jpg

el shehaby tranz
http://ultra.cto.us.edu.pl/pub/Multimedia/Pictures/Cars/Pontiac/Firebird/1970.Firebird400.01.jpg
http://ultra.cto.us.edu.pl/pub/Multimedia/Pictures/Cars/Pontiac/Firebird/1970s.TransAm.01.jpg
http://ultra.cto.us.edu.pl/pub/Multimedia/Pictures/Cars/Pontiac/Firebird/1976.TransAm.01.jpg
http://ultra.cto.us.edu.pl/pub/Multimedia/Pictures/Cars/Pontiac/Firebird/1976.TransAm.02.jpg
http://ultra.cto.us.edu.pl/pub/Multimedia/Pictures/Cars/Pontiac/Firebird/black1.jpg

Thug Life

November 24th, 2003, 02:57 PM

http://ultra.cto.us.edu.pl/pub/Multimedia/Pictures/Cars/Pontiac/Firebird/black2.jpg

http://ultra.cto.us.edu.pl/pub/Multimedia/Pictures/Cars/Pontiac/Firebird/firebird-wht.jpg

http://ultra.cto.us.edu.pl/pub/Multimedia/Pictures/Cars/Pontiac/Firebird/sportwagon.jpg

I will post more after

Diablo

November 24th, 2003, 03:59 PM

YO YO YO YO Thug Life more T/A's Broooooo :bigok:

Thug Life

November 25th, 2003, 01:41 AM

Originally posted by Diablo
YO YO YO YO Thug Life more T/A's Broooooo :bigok:

I will but after a few min

Thug Life

November 25th, 2003, 01:54 AM

http://www.maplegroveraceway.com/photos/dutch98/sambiondo.jpg

http://www.maplegroveraceway.com/photos/dutch98/firebird.jpg

http://www.datamath.org/Story/Images/firebird.jpg

http://www.bildelarosby.se/firebird93.jpg
ugly

http://www.bildelarosby.se/firebird92.jpg

http://www.bildelarosby.se/firebird.jpg

http://www.draglist.com/photoimages/Funny%20Car%20Reunion/00-076-27-Zombie-Firebird.jpg

http://www.jhudgins.com/hotwheels/pictures/firsteditions/2000/firebird.jpg

there is more

ZOSicK

November 25th, 2003, 02:15 AM

:naughty:

Diablo

November 25th, 2003, 10:44 AM

Aya 3laik Black SS ... You the king of Pix ... You the man of hole Gallaries Bro .... from which hell you brought such a nice pic man

BLACK SS YOU ROOOOOOOOOOL MAN

:love: :hail: :worshippy :hue:

ZOSicK

November 25th, 2003, 11:05 AM

Originally posted by Diablo
Aya 3laik Black SS ... You the king of Pix ... You the man of hole Gallaries Bro .... from which hell you brought such a nice pic man

BLACK SS YOU ROOOOOOOOOOL MAN

:love: :hail: :worshippy :hue:

:naughty:

want more .. check this blue baby :bigok:

ZOSicK

November 25th, 2003, 11:08 AM

:bigok:

ZOSicK

November 25th, 2003, 11:10 AM

:lmao:

ZOSicK

November 25th, 2003, 11:11 AM

:lildevil:

Thug Life

November 25th, 2003, 07:23 PM

black SS :bigok:

thnx for the pic

check this out

http://www.firebirdgallery.com/1st%20Gen%20Images/68fb58.1.jpg

http://www.firebirdgallery.com/1st%20Gen%20Images/68fb58.2.jpg

http://www.firebirdgallery.com/1st%20Gen%20Images/68fb58.3.jpg

http://www.firebirdgallery.com/1st%20Gen%20Images/68fb58.4.jpg

http://www.firebirdgallery.com/1st%20Gen%20Images/68fb58.5.jpg

Engine: Blown 468 Chevy (640hp+) built with a 671 blower that is overdriven with dual Edelbrock 750 carbs, square port LS6 heads, 7/16 GM rods, TRW blower pistons, stainless intake valves and Inconel exhaust valves and a 400HP Nitrous plate system

Drivetrain: Turbo 400 tranny and 12-bolt 4.11 rear. The wheels are Weld Pro Stars, 15X3 in front and 15X15 in the rear w/ 31X18.5 Mickey Thompson Sportsman Pros on them

Body & Interior: Includes fiberglass racing buckets with covers, 10pt roll cage, CD player, complete Autometer gauge setup with 200mph speedo, twin nitrous bottles held in with custom billet aluminum bracket, carpeted tubs and 2 jump seats in the back that came out of a Ford Ranger extended cab p/u for my kids to sit in while cruising. The paint is a basecoat/clearcoat enamel that is black with 2 sets of flames and pin striping around edges

Best quarter mile time: 9.92 @ 135mph

:lildevil:

Thug Life

November 25th, 2003, 07:28 PM

http://www.firebirdgallery.com/4th%20Gen%20Images/98fr15.1.jpg

http://www.firebirdgallery.com/4th%20Gen%20Images/98fr15.2.jpg

http://www.firebirdgallery.com/4th%20Gen%20Images/98fr15.3.jpg

http://www.firebirdgallery.com/4th%20Gen%20Images/98fr15.4.jpg

http://www.firebirdgallery.com/4th%20Gen%20Images/98fr15.5.jpg

Engine: 422ci LS1/LQ4 built by Agostino Racing Engines. Built with Ross forged pistons, Lunati billet 6.200 Pro Mod rods, Lunati billet stroker crankshaft offset ground to 4.075 and a Lunati 590/590//242/242//114 camshaft. The 6.0 LQ4 block was bored to 4.060 creating an 11.25:1 compression ratio. Stage II heads with 2.08/1.60 valves and Comp 987-16 valvesprings were installed along with Trickflow chromoly pushrods. A Cloyes roller timing chain and ASP underdrive crank pulley were also added. Feeding air to the engine is accomplished with a ported stock throttle body modified with the throttle body coolant bypass free mod, LS6 intake with LS6 PCV system, a SLP LS6 85mm MAF w/ MAF Translator, Whisper airlid, K&N air filter, and Bosch 37 lb injectors add fuel to the mixture. Other go fast goodies include ARE PCM tuning and a Blueprinted and modified oil pump.
MSD Wires provide the spark and exhuast fumes are vented using TTS longtube headers, ARE custom 3" off road pipe with 3" Flowmaster collector and Custom dual 4" Catback with 4" Dynomax Ultra Flo welded muffler.

Drivetrain: An FLP Level IV.2 4L60E handles the shifting duties. A Yank Thruster Pro Extreme 4400 converter, B&M 19,000 GVW transmission cooler and a Metco driveshaft loop were also added. The stock steel driveshaft was retained. A Moser nine inch rearend, with 31 spline axles, Strange nodular case, Tractech soft locker, and 4.10 gears round out the rear end. Suspension was improved for drag racing with Alston Racing lower control arms, a Random Technology torque arm, HAL 12-way adjustable shocks and springs in front and 1995 V6 springs and stock shocks in back and an Airlift airbag in right rear spring. Brakes remain stock. Creating traction is handled by Weld Pro Stars 15x3.5, 165R15 radial tires and Weld Pro Stars 15x10 (7.5 offset), 11.5x26x15 ET Streets.

Body & Interior: An Alston Racing 8 point chromoly rollcage was added to meet safety specifications for the ETs planned for this car. Other interior enhancements include an Autometer Phantom series 5" tach and shiftlite, Autometer Phantom series a/f ratio gauge in pillar pod and an Autometer Phantom series fuel pressure gauge in pillar pod. A Converter lockup switch by PureEvil Racing was also added along with an ASCD WS6 style Ram Air hood.

Best quarter mile time: 11.15 @ 120.30mph

Thug Life

November 25th, 2003, 07:30 PM

http://www.firebirdgallery.com/2nd%20Gen%20Images/80fb13.1.jpg

http://www.firebirdgallery.com/2nd%20Gen%20Images/80fb13.3.jpg

Engine: Chevy 355 engine. I was originally building the car as a “street only” hot rod so I kept the engine combination a little on the tame side. I went with TRW 10:1 forged pistons, old style “fuelie” heads, 485 lift/234 duration Crane hydraulic cam, single roller timing chain, Crane self-aligning roller rockers, Manley pushrods and stainless valves, a GM Performance intake with a fresh air intake pan sealed to the hood, Holley 750 carb and an HEI style ignition beefed up with Accel components and wires. A Perma-Cool electric fan and was also added.

Drivetrain: Stock TH350 transmission with a B&M shift improver kit, transmission cooler, TCI line lock, and RV type converter. The only other modification is a Powertrax locker in the differential. and Cragar 15x6 & 15x8 wheels were added.

Body & Interior: Grant steering wheel, Sun tach and gauges, B&M Z-gate shifter (got sick of missing shifts), small household type fire extinguisher, and fuel line cool can. The cowl is an aftermarket piece I molded to the factory hood and the rear spoiler has been molded in as well.

Best quarter mile time: 13.96 @ 98.85mph (1/4 mile with really crappy 2.56 highway gears)

Thug Life

November 25th, 2003, 07:34 PM

http://www.firebirdgallery.com/1st%20Gen%20Images/68fb14.jpg

Engine: '76 .030 over, balanced 400. Equipped with a Lunati Cam, forged flat top pistons, Torker II Intake topped with an 800cfm Holley, and a set of mildly ported #13 heads.

Drivetrain: Turbo 350 complemented with a 3500 rpm stall converter. Out back is a 12-bolt rear with 4.88 gears and 29.5-10-5 Mickey Thompson's for rubber.

Body & Interior: Kept as stock as possible.

Best quarter mile time: Averages 12.80s

Thug Life

November 25th, 2003, 07:36 PM

http://www.firebirdgallery.com/3rd%20Gen%20Images/82fb11.jpg

Engine: 1978 400c.i. rated at 220hp. To compete in the GT/GA class the 400 utilizes a pair of 6X heads. Its designed for a compression ratio of 8.9:1, which is the max allowable by NHRA rules for this class.

Drivetrain: unknown

Body & Interior: The car weighs in at 3305lbs which is the required legal weight for its class.

Best quarter mile time: 10.17 @ 130mph

Thug Life

November 25th, 2003, 07:38 PM

http://www.firebirdgallery.com/1st%20Gen%20Images/67fb35.jpg

This brute is owned by the Sacramento Sheriff's Department. The only info I have on the car is that it is poncho powered.

----------------------------------------------------------------------

http://www.firebirdgallery.com/1st%20Gen%20Images/68fb40.jpg

With a purple paint job a muscle cars gotta have some punch right? Well this one certainly does! Check out the custom sunken door handles.

Thug Life

November 25th, 2003, 07:47 PM

http://www.firebirdgallery.com/2nd%20Gen%20Images/70ta18.1.jpg

http://www.firebirdgallery.com/2nd%20Gen%20Images/70ta18.2.jpg

http://www.firebirdgallery.com/2nd%20Gen%20Images/70ta18.3.jpg

http://www.firebirdgallery.com/2nd%20Gen%20Images/70ta18.4.jpg

Engine: 72 455 block 0.030 over (honed with torque plate), Kauffman Racing Equipment steel 4 bolt caps with ARP studs, factory windage tray, Melling oil pump (pn M54DS -$25 from Summit-don't waste money on "Big" names), BME aluminum rods, Ross pistons and Ferrea .990 pins, Speed Pro Plasma Moly rings (top ring gap .024 second ring .018), Comp Cams roller camshaft (272/284 deg. @0.050 .693/.693" lift), Crower roller lifters with no restrictors, Comp Cams custom length pushrods (9.300" .080 wall), Kauffman Racing Equipment rocker shafts, Wenzler Series 2 heads (328fcm)
stainless 2.15 &1.77 valves, 65cc combustion chambers, Crower roller valve springs, ARP head stud kit, Fel Pro 1016 wire ring head gaskets (reusable many times on the same block/head), Ported Victor intake, Holley 1050 (8082) carb 97/98 jets no power valves, HEI dist. with MSD 6A and 3 step ignition retard (removes 4 deg of ignition timing when nitrous button is pushed -for 34 deg total advance), Accel super coil (HEI style), 38 deg total advance (without nitrous)
Champion plugs, Hooker 2" headers, NOS systems Super Powershot system, Fuel system: 1 Mallory 140 and 2 port regulator dedicated to nitrous system, 1 Barry Grant 280 pump and BG 2 port regulator feeds motor only

Drivetrain: Turbo 400 by Ziggy's Hi Performance Transmissions in Mt. Holly, NJ (no brake) call Ziggy's at (609) 894 0151, ATI Treemaster 9"converter (stalls @2500 w/out nitrous and 4000 with), Original factory 12 bolt rear with Strange spool and Moser axles and c-clip kit, Richmond 3.73 rear gears, Competition Eng. Bolt on ladder bars, Factory rear leaf springs, Moroso solid body bushings, rear tires: M/T 29.5 x 10.5 slicks on Weld 15x8 Draglites

Body & Interior: Both are stock. Body weighs in at 3700lbs with driver

Best quarter mile time: 9.74 @139.2mph (This car is registered and inspected and is driven on the street regularly during spring and summer.

Thug Life

November 25th, 2003, 07:50 PM

http://www.firebirdgallery.com/2nd%20Gen%20Images/79ta29.1.jpg

http://www.firebirdgallery.com/2nd%20Gen%20Images/79ta29.2.jpg

http://www.firebirdgallery.com/2nd%20Gen%20Images/79ta29.3.jpg

http://www.firebirdgallery.com/2nd%20Gen%20Images/79ta29.4.jpg

Engine: 1975 455 .035 over with Nodular crank, BME aluminum rods, SRP pistons and gapless rings. BIG roller cam, Wenzler High Port Heads flowing 370/295 int/exh. The motor was built by KRE Power and the car was put together with too much help to list by Rex Racing

Drivetrain: The transmission is a Turbo 400 w/ trans brake. A 9" ATI converter transfers the power. Tire selection is a hefty 33x16" tire, which is swapped with 33x14.5 Hoosier slicks at the track.

Body & Interior: The car has been back halved and to fit the racing slicks. The interior is complete and unchanged. The car still has its power steering, power brakes, power windows, and power door locks.

Best quarter mile time: 10.12 @ 134 without nitrous…ET on the bottle are N/A (This car is registered and inspected and is driven on the street in spring and summer.)

Thug Life

November 25th, 2003, 07:52 PM

http://www.firebirdgallery.com/2nd%20Gen%20Images/75ta14.1.jpg

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Engine: 428c.i. bored .030. Here's the internals: ARP main studs, Crankshaft Specialties crank (double knife edge, nitrided, & lightened by 12lbs), Eagle 3D steel rods, Competition Cams roller cam (.252/.262 @ .050 duration, .614/.604 lift), and Ross custom pistons.
A pair of Edelbrock aluminum heads utilizing 1.65:1 roller rocker arms topped with an Edelbrock Victor intake manifold and an analog 900cfm 4bbl Pro-jection carburetor with 20psi of fuel pressure make up the top end. A set of Heddman 2" tube headers handle the exhaust.

Drivetrain: A 2-speed Powerglide tranny with a 1.96 1st gear and a 4.88 rear end get the power to the rear wheels.

Body & Interior: No info yet...

Best quarter mile time: 10.90 @ 123mph

Thug Life

November 25th, 2003, 07:54 PM

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Engine: 455c.i. Pontiac bored 0.30 over (440cid) with Ross Pistons and a 428 crank. Heads are a set of ported Wenzlers with stainless valves and silicon guides. Engine compression is a stout 13:1. An MSD 7AL and a Unilite Distributor (Inferred module) provide the ignition. A 1050 Holley Dominator sits atop the block and provides the air/fuel mixture.

Drivetrain: Tranny is a Coan Powerglide with a trans brake and air shifter. Rear is a Dana 60 with Richmond gears at a 5.13 ratio. Drive shaft is 3" with a 1 1/8 universals. Underneath is a Ladder bar suspension along with a rear frame kit from JEGS. Tires used are 15x32x14s.

Body & Interior: Modifications include a 12 point roll cage with two shaft loops and rocker bars and an aftermarket steering wheel with a removable wheel.

Best quarter mile time: 10.30s @ 135mph

Thug Life

November 25th, 2003, 07:57 PM

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Engine: Pontiac 455 bored 0.60 and stroked to 473 cubic inches. The monster poncho block is built with 4-Bolt steel billet main caps, a chromed crankshaft by Crankshaft Specialties, Ross pistons, an Ultradyne roller camshaft, and Eagle 6.80 long rods. A pair of the new 72cc Edelbrock Aluminum heads sit atop the block. They've been race ported and built with 1.65 Harland Sharp Roller rockers, titanium retainers, Ferrera racing valves (2.11 intake & 1.77 exhaust), and a custom JBP stud girdle. To gulp air and pour fuel into the intake a 1050 Holley Dominator sits atop an Edlebrock aluminum "Victor" intake manifold. A Meziere aluminum electric water pump provides efficient cooling and a set of 2" Hedmann Racing Headers vent the exhaust out the rear.

Drivetrain: A Hughes Performance Turbo 400 tranny with a manual valve body handles Richards shifts. The torque converter is a TCI unit with a 4200rpm stall speed and trans shield. The drive shaft is a custom 3" drive line with a Mark Williams yoke and U-Joint. A ladder bar suspension keeps the tires on the ground and you'll find a narrowed 12-bolt rear end equipped with 4.30 Pro gears at the rear of the car.

Body & Interior: The body is stock save for a Harwood fiberglass hood and scoop and Lexan windows all around. To accommodate the large slicks Richard likes to use a set of wheel tubs were installed in the trunk. The interior on the other hand has been completely modified for racing. For beginners a full roll cage was installed, factory gauges were replaced with more accurate competition gauges. A B&M Pro-Ratchet shifter has been installed in place of the stock unit. Other goodies include an MSD 6 AL and Autometer tachometer.

Best quarter mile time: 9.96 @ 136mph

Thug Life

November 25th, 2003, 07:58 PM

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Engine: 455c.i. engine with RA IV heads. Short block was prepared by Jim Butler with an Ultradyne Roller cam, Eagle long rods, Ross Pistons, and a Canton oil pan with an SD455 oil pump. The heads are stock RA IV with Competition cams 999 roller springs. A Warrior intake with an 800 Holley carburetor provide the fuel/air mixture and a Mallory 250 electric pump provides the fuel pressure.

Drivetrain: Turbo 400 tranny with a 12 bolt rear end with a spool and 4.88 gears. The Turbo 400 is a reverse valve body with tranny brake. A TCI 8" 4000 stall converter is used for torque conversion. The rear end was narrowed and ladder bars were installed along with Art Morrison coils. John usually runs a set of Firestone 14x32 F30 slicks. The front end remains stock. Car weight comes in at 3380lbs driverless.

Body & Interior: unknown

Best quarter mile time: 6.58 @ 102mph (1/8th mile track and pump gas)

Thug Life

November 25th, 2003, 08:04 PM

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Engine: Chevy 406c.i. bored .030. Its built with Keith Black pistons, Childs and Albert rods, a stock 400 crankshaft, a Crane cam and Crane roller rockers and Brodix Track 2 heads. Providing the air/fuel mixture to the heads is an Edelbrock intake modified with a 1" rise and a Barry Grant 750 carb that flows 900cfm. Heads have been angle cut to .075 to increase the compression to 13:1

Drivetrain: A Dana 5.14 12 bolt rear end is installed out back and is equipped with a set of 33x15 Mickey Thompson slicks. A Powerglide transmission sporting a 1.76 low gear and a 4500rpm TCI stall converter with a 5600rpm flashpoint handles the shifting duties.

Body & Interior: The chassis is a round tubbed chassis built by Steve's Corvette shop in Wilson, North Carolina. The body is completely fiberglass, including the roof and was painted by Rick Patterson. Total weight without driver comes to a trim 2000lbs.

Best quarter mile time: 5.82 @ 116mph (1/8th mile track)

Thug Life

November 25th, 2003, 08:06 PM

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Engine: Chevy 328

Drivetrain: A Chevy 12 bolt rear end with 5.14 Richmond gears provides motivation to the rear wheels. The rear end was narrowed by 4" to accommodate a set of 29.5x12x15 Mickey Thompson drag slicks. A Powerglide tranny built with a Turbo Action stall converter with a 4500rpm stall and a 5600rpm flashpoint transfers the power from the engine to the rear end.

Body & Interior: The chassis is the original chassis with some modifications. Sub-frame connectors were installed and extra support was added to stabilize the rear end. The car was stripped of all unnecessary weight and tubs were added. A roll cage was also installed including a roll bar which runs through the firewall and down to the front end. Lastly the cross member under the motor was narrowed for ease of engine removal. The body is a stock all steel '75 body with the exception of a fiberglass hood installed for ease of removal. The paint job was designed on a computer and sprayed on by Billy and his father. For that matter all work on this car was performed by Billy and his father save the machine work on the motor.

Best quarter mile time: 6.58 @ 108mph (1/8 mile track)

Thug Life

November 25th, 2003, 08:08 PM

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Thug Life

November 25th, 2003, 08:11 PM

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Engine: 455c.i. bored .30 over, Ross pistons 0.10" down the hole to get approx 9.9 to 1 compression with # 62 heads ( home ported), ram air 4 cam with 1.65 rockers, comp cams springs, run full floating pistons with no bushings in the rods approx 4000 mile so far, rods are stock cast 67 oil squirters that have been polished, shot-peened and have ARP bolts, a welded to repair it stock 4.21 crank that's .30 under on both the main and the rods. I also have a 50 to 225 hp adjustable N.O.S system which is good for about 6 or 7 additional tenths and 7mph with the 125 hp jets, should run 11.4s at about 120mph.

Drivetrain: Turbo 400 trans with a lot of line pressure, so drive doesn't get knocked out from the shifts to drive, cheap Hurst trophy taker converter 12" can hold the car to about 2200 rpm and then the car is going to move but flashes to about 3200 if you nail it in drive at say 2600rpm, 9" Ford with 3.70 gears, 28 spline traction lock, Trick leaf springs that have 3 of the 4 leafs going all the way to the front spring eye, and no other traction control ,4 wheel disk brakes, welded sub-frame connecters and a 6 point roll bar, and mini tubs because after bolting in the '79 Lincoln versilies rear end with disk brakes from the factory, it was about 3" narrower overall.

Body & Interior: The car has a complete interior, the back seat is narrowed some because
of the mini-tubs that were installed. The rear quarters have small fiberglass flares :-( that I put on back in the 70s, but they do help keep the car clean do to the big tires. The front end has road race springs and urethane parts from HO racing so it will go around a corner and with 4
wheel disk brakes it will stop also. No significant changes made except the tubbed rear end.

Best quarter mile time: 12.09 @ 113mph with sticky DOT tires and a 3" exhaust. Car weight is roughly 3600lbs driverless

Thug Life

November 25th, 2003, 08:13 PM

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Engine: Type: 1994 GM Pro Stock Block
Horsepower: 800+
Displacement: 516 ci
Fuel: 114 Octane Leaded
Fuel Supplier: VP
Lubricants: Pennzoil
Carburetor: Barry Grant 1050 Dominator (1140 CFM)
Cylinder Heads: Brodix Aluminum
Pistons: J+E 14.1:1 Compression
Rods: Carillo Valve Train: Crane Cams Rocker Arms, Competition Cams Roller Lifters
Camshaft: Competition Cams 714, 720 Roller Cam
Headers: Stahl, assembled by Bob LaFlamme, Coatings by HPC
Fuel System: Barry Grant
Electrical System: MSD
Spark Plugs: A/C
Filters: Fram / Wix

Drivetrain:
Transmissions: Turbo 400 by Gregoire Racing Transmissions, 1.76 Powerglide
Wheelbase: 112"
Built By: Mike Marion
Suspension: Four-Link
Shocks: Koni
Rear End: Dana 60 with Richmond Pro 4.56 Gears
Brakes: 4 Wheel Wilwood disc
Tires: Goodyear 14.5 x 32.0
Wheels: Centerline
Weight: 2,580 with Driver
Fuel Capacity: 4 gallons
Safety Equipment: RJS, Simpson

Body & Interior:
Year: 1987
Type: Pontiac Firebird
Material: All Fiberglass except roof and rear quarter panels
Windows: Lexan

Best quarter mile time: 8.680 @ 155.35mph

Diablo

November 28th, 2003, 06:58 PM

Thug Life

:bigok: :balloons:

ZOSicK

November 29th, 2003, 02:46 AM

a very great effort by u thug life .. :hail::bigok:

Thug Life

November 29th, 2003, 02:52 AM

I did my best thanks alot

Diablo

November 30th, 2003, 09:34 PM

Originally posted by Thug Life
I did my best thanks alot

can't see the pix Bro.

Thug Life

November 30th, 2003, 11:19 PM

me too

but I will find the site and I bring it on

Diablo

December 2nd, 2003, 11:57 AM

Firebirds Release 2 (6 Car Set)

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Diablo

December 8th, 2003, 12:19 PM

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30th Anniversary T/A WS6s were very limited run of only 1600 cars in 1999. 1065 Coupes with 65 of them going to Canada were built. 535 Convertibles with 35 of them going to Canada. Of those 1600 cars, 10 cars were used as public relations cars (5 coupes/5 convertibles), 38 central office cars (10 coupes/28 convertibles), and 30 were used as official cars for the 1999 Daytona 500 (30 convertibles). The base price of a 1999 T/A was $26,260/$30,330. The required WS6 package was $3150 and the actual 30th Anniversary package (Z4C) was another $1575. All 30ths came with the optional custom bucket seats with adjustable lumbar which was a $155 option, the total without destination comes to $31,140. The lowest price available 30th T/A WS6 convertible your price was $35,210.Traditional white and blue colors are back once more for the 1999 30th Anniversary Trans Am. Twin blue stripes on the Ram Air hood and rear deck lid highlight the Arctic White body. Instead of the larger Firebirds on previous Anniversary Editions, the '99s feature two small blue Firebirds at the front of each WS6 Ram Air hood scoop. The stripes extend from the wings. Highly polished cast aluminum 17 x 9-inch five-spoke wheels are topped with a medium-blue-tinted clearcoat. The unique wheels look like polished blue steel. Thirtieth Anniversary logo center caps and P275/40ZR17 tires completed the package. White leather bucket seats carried embroidered 30th Anniversary logos on the headrests. The distinctive Trans Am 30th Anniversary logo appears on the floor mats and the cargo area mat of T-top models. Each car has an individually numbered plaque on the console. Thirtieth Anniversary logo cloisonné badges highlight each door. All convertibles have Medium Navy Blue cloth tops.

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On January 28th, 1982, Pontiac Motor Division (PMD) announced the specially equipped Recaro Trans Am in an internal bulletin broadcast. This package was only available on Trans Am's which were black with gold trim and had charcoal interior done up in Parella cloth. On top of all the Trans Am goodies, this limited edition included standard multi-adjustable Recaro front bucket seats (AQ9), standard T-tops (CC1), standard WS6 performance package (WS6), 4-wheel disc brakes (J65), limited slip rear axle a.k.a. positraction with 3.23 : 1 gears (G92), 32mm rear sway bar, 21mm front sway bar, stiffer springs & shocks, quick 12.7 : 1 steering box ratio, P215/65R15 steel belted Goodyear Eagle GT radials on Recaro-specific 15"x7" gold-painted turbo cast aluminum wheels (N89), and a choice of the 165HP Cross-Fire dual throttle body injected (TBI) 5.0 V8 engine (LU5) with functional cold air induction hood and a 3-speed automatic Turbo Hydramatic TH200c transmission (MX1), or the 145HP 4bbl 5.0 V8 engine (LG4) with a four-speed manual transmission (MM4). The Recaro option price was $2,968 with the LU5/MX1 combo or $2,486 with the LG4/MM4 combo. No other drivetrain options were available, though an original LG4/MX1 Recaro is known to exist. Special black exterior door handle inserts proclaimed "RECARO T/A" in gold lettering for identification. The Firebird logo and Pontiac lettering on the taillights was done up in gold paint as well. It was the best that PMD and Recaro had to offer in 1982.

It's also interesting to note that the "inferior" LG4 is about 3 times more common than the "superior" LU5 on 1982 Trans Am's overall, but on Recaros, the LU5 is about 5 times more common than the LG4. This too, is possible evidence that Recaros somehow had higher importance and sense of priority than regular Trans Am's. It's like the goodies were available on a first-come-first-served basis, and Pontiac was forcing Recaros to the front of the line. PMD said they would build "about 2000" Recaros for the 1982 model year. An official number has never been found, so the "about 2000" figure stands as the accepted total production numbers. Recaros represent less than 4% of the total number of Trans Am's made that year. PMD's full-line promo videos and brochures in 1982 usually featured a zooming red Trans Am on the cover, or one of each other model with, surprisingly, two F-Body's; one Firebird S/E and one Trans Am, since they were the models surrounded by all the attention and the buzz. They were marketed more heavily than any other Pontiac model. In stark contrast to the sad events surrounding the F-Body's demise after the 2002 model, The Trans Am in 1982 was PMD's flagship and regarded as such.

About 2000 Recaro Trans Am's were produced for the 1982 model year. In 1983 they made about 2500 and in 1984 they made 1321. 1983 and 1984 were made to order, so 1982 is really the only limited edition among the 3 years. They came with the LU5 engine (A.K.A. "Cross-Fire") and all components, 1982 - 1983. Most Recaro Trans Am's came with the Cross-Fire engine. This engine is easily identifiable from its unique air cleaner assembly which looks like an old style Hollywood reel camera.

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Diablo

December 8th, 2003, 12:27 PM

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Diablo

December 8th, 2003, 12:33 PM

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Diablo

December 8th, 2003, 12:38 PM

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Diablo

December 8th, 2003, 12:49 PM

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Diablo

December 8th, 2003, 01:05 PM

Don't let this happens to your firebird:crying
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Diablo

December 8th, 2003, 01:13 PM

Firebird Flicks

Beside the obvious Smokey and the Bandit movies and the television show Knight Rider... Do you remember these other movies and shows that featured Firebirds? Homer Simpson in the Fox series the Simpsons bougt a 1968 Firebird convertible at a police auction, and Apu owned a late 2nd generation Trans Am. Then in Rockford Files, Jim Rockford drove a gold 1974 Firebird Esprit 400, and two different license plates were seen 853-OKG and 853-CNG . Monty Python’s Spanish Inquisition in one funny episode drove their 1969 Firebird convertible. In a commercial for the Army in 1970 John Travolta spoke about how if you joined the army you could afford to buy a new Trans Am, as it was stylishly displayed in the background. A 1982 white Trans Am made an appearance in the movie “Alphabet City.” In the movie “Sleepwalkers” the demon cat drove a 1978 blue Trans Am. In the 1976 coast to coast race movie Cannonball there is a 1973 Trans Am. In the opening scene of “Demon Knight” the main character is being chased in a 1977 special edition Trans Am, which was wrecked. There is a 1970 Trans Am in the movie “Dazed and Confused.” Look for the 1978 Gold SE Trans Am in the movie Detroit Rock City. Did you see the 1979 10th Anniversary Trans Am in the Adventures of Joe Dirt? In "Devil's Advocate there's a blue 1969 Firebird convertable. Famous custom car maker Barris designed a special Trans Am just for John Travolta, with accents saying "Urban Cowboy." It was never used in the movies and was part of John's collection up until some time ago.Then there was the movie FIREBIRD 2015. A futuristic, tongue-in-cheek adventure about a society in which automobile use is banned because of an extreme oil shortage.
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Diablo

December 8th, 2003, 01:18 PM

The Prototypes
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Diablo

December 8th, 2003, 01:28 PM

1967 Firebirds

The ad introducing the Firebird 400 in 1967 (seen any lately) reads… “If you can stop drooling for a moment, we’d like to tell you what’s propelling that Firebird 400 in the picture. What it is, is 400 cubes of chromed V-8. And what it puts out is 325 hp. (Even without our extra-cost Ram Air package, that makes those dual scoops functional.) The point being, that Pontiac Firebird 400 was desinged for heroic driving. To assist you in this noble venture, the 400 comes with a heavy duty 3 speed floor shift, extra sticky suspension and a set of duals that announce your coming like the brass section of the New York Philharmonic. Taken as she comes, Firebird 400 is a lot of machine, but you can order things like the 4 speed (or our stupendous 1-2-3 turbo-hydramatic), mag-type steel wheels, special Koni adjustable shocks and a hood mounted tach. Naturally the GM safety package is standard. Of course, if the 400 is too much car for you, there are four other Firebirds to choose from. Lucky you.” Pontiac tried to separate the Firebird from the Camaro and they marketed it as a distinctive and unique sportscar. Looking at the Firebird from the side you can see the Camaro kinship, and the relationship of their lines. The front and rear was designed by PMD, to give it a much more elegant appearance. The hood was styled after the Pontiac GTO, also the horizontally mounted twin headlights with a blacked out hood made it stand apart. Pontiac introduced 5 models in 1967, the Firebird, the Firebird Sprint, the Firebird 326, the Firebird 326 HO and the Firebird 400. With the cost of the base Firebird being only $2600, you could get a convertible top for for an additional $237. The 326 High output put out 285 bhp at 5000 rpms. The engine had a 4 barrel carb, dual exhausts, and heavy duty battery. The hood mounted tachometer was only an additional $63.19, with an 8000 rpm dial. Did you know that the first Firebird in 1967 was used as a Pace Car, and was driven at the Daytona International Speedway. Pontiac's V8s were of conventional overhead valve design and notorious for their low-end torque production and relative reluctance to rev compared to Chevy's similarly engineered V8s. The '67 Firebird started with a 250-horsepower low-compression two-barrel 326-cubic-inch V8 and moved up to a higher-compression four-barrel "H.O." version making 285 horsepower. There was also a 400-cubic-inch beast making 325 horsepower. Beyond that, Pontiac's Ram Air cold-air induction system (which made the hood scoops on the Firebird 400 functional) was available with the 400, yet it only moved the peak horsepower figure higher in the rev band. That, and the Ram Air system's $600 option price, meant few ordered it. The V8s were available with similar transmission choices as the six's, with the addition of the three-speed Turbohydramatic autobox.
The torque of the Firebird 400 engine was 410lbs – foot. Production of the 326 High Outputs was very low, there are no exact figures as to how many were actually produced. The rumor is that not many 326’s survived, because they lived a short, brutal life on the drag strip. The total Firebird production numbers for 1967 were 82,560.
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Diablo

December 8th, 2003, 01:37 PM

1968 Firebirds

Visual changes on the 1968 Firebirds were slight. The side vent windows were deleted and side marker lights were added. Replacing the side vent windows was Astro - Ventiliation. The front turn signal lights were redesigned to curve around the fender corners, now serving as front side marker lights. Other changes for 1968 were the annoucement in January that all 1968's would get fiberglass belted tires instead of the bias-ply tires, radials were optional. The 326 ci V8 was replaced by a 350 ci version with 265 horsepower. The 350 HO horsepower increased to 320. All Pontiac V8's had redesigned cylinder heads that featured an open combustion chamber design and larger valves. The W66 400 V8 was brought up to 330 horsepower. A new engine was introduces the L74 400 HO with 335 horsepower, it had a stronger cam shaft. The L67 400 Ram Air was also rated at 335 horsepower, but remained the same as the 1967 with the functional hood openings. The exterior colors were Startlight Black, Cameo Ivory, Aleutian Blue, Flambeau Burgundy, Mayfair Maize, Nightshade Green, Primavera Beige, Solar Red, Verdoro Green, Springmist Green, Meridian Turquoise, April Gold, Nordic Bluem Aegena Blue, and Alpine Blue. Production numbers for the 2 door coupe were 90,152 and the 2 door convertible 16,960.

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Diablo

December 8th, 2003, 01:46 PM

1969 Firebirds
In 1969 Firebird needed a new car to add to their lineup. In came the Trans Am to spice things up, the word was that there would be radical new Firebird styling for 1970. Also, there was no Firebird to match the Z-28, which was seeing much higher sales and greatly enhancing the Camaro's image with race wins in the Trans-Am series. As with the Z-28, the Trans Am technically was an option package. Offered for both the Firebird coupe and convertible, it cost just $725. A buyer could get Trans Am in white, highlighted by twin blue racing stripes which was the official American racing color scheme. The Trans Am had stylish twin air exits behind each front wheel and a rear spoiler similar to the one on the new Pontiac GTO Judge model. Dual hood scoops fed air to a 400-cubic-inch, 335-horsepower "Ram Air III'' V-8 with a large four-barrel carburetor. You also could get an optional 345-horsepower "Ram Air IV'' V-8 for an extra $558. As if that weren't enough, the car also featured a beefed-up suspension, white-letter fiberglass-belted tires on racy looking Rally II wheels, special rear-drive ratio for quicker acceleration, limited-slip differential, power front disc brakes and variable-ratio power steering. The Trans Am received a sporty three-spoke steering wheel and special instrumentation. A three-speed manual transmission with a floor shifter was standard, but you could get an optional four-speed manual or heavy-duty three-speed automatic. Much of the work on the Trans Am was done by Pontiac engineer Herb Collins, who felt a muscle car should have exceptional handing, not just fast straight-line acceleration. Hot Rod magazine said the Trans Am's suspension "will hang on a lot longer than most drivers will'' and found the car had sensational acceleration, hitting 100 mph in a quarter-mile run even with the automatic transmission. The Trans Am went on to become one of America's most iconic cars. But the first one was largely misunderstood. Some felt the 1969 model was just a Firebird V-8 with racing stripes, while others thought it was built to be raced. Only 689 were sold, including just eight convertibles. However, the fact that the 1969 model was exceptional is illustrated by the hardtop's $29,750 resale value. The convertible is worth a cool $120,000.

Production Numbers
2 door Coupes 75,362 -
2 door Convertibles 11,649 -
2 door Coupe Trans Am 689 -
2 door Convertible Trans Am 8 -
Total Production 87,708

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Diablo

December 8th, 2003, 01:55 PM

1970 Firebirds
Information on the 1970 Firebird. The base price of a 1970 Firebird was $2875.00, the Trans Am was priced at $3370.00 and the Esprit was $3241.00. Some of the colors available were Polar White, Bermuda Blue, Palisade Green, Palomino Copper and Goldenrod Yellow. The 1970 Firebird was totally redesigned and styled and was introduced on February 26, 1970, technically it should have been a 1970 ½ model, but they were officially all called 1970 models. It was longer, lower and heavier with just one body style, a semifastback hardtop. The standard engine on the Trans Am was the L74 Ram Air III (nearly impossible to find one anymore) with a bhp rated at 335. Trans Ams were available in Polar White with a blue-black stripe or Lucerne Blue with a black-bordered stripe. All 1970 four speed manual transmissions and the Formula's standard three speed manual came with Hurst shifters. Firebirds equipped with a radio got in glass windshield antennas. The cost of the Space-Saver spare tire was $15.80, in addition to the base price of the vehicle. Production numbers were in total 48,739, and 18,961 of those were Formulas.
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1976 Firebirds
Info on the 1976 Firebird - Base price on the 2 door coupe was $3906.00, 2 door coupe Esprit was $4162.00, 2 door Formula $4566.00, and the Trans Am was $4987.00. Some of the exterior colors were Cameo White, Sterling Silver, Athena Blue, Cordovan Maroon, Metallime Green, Goldenrod Yellow, and Bavarian Cream. The optional hood decal was $58.00 for the W87 was $58.00. The Formula appearance package option was a mere $100.00. The 1976's front end was restyled from the previous year. Most noticeable was the redesigned bumper, which had twin air inlets and housed the turn signal lamps. The grill had a hexagonal mesh. Cars with the simulated dual exhaust systems got the side splitter extensions. Both the standard and custom interiors were redesigned. A rosewood applique replaced the African crossfire mahogany on the dash. The Formula Firebird got a new optional appearance package to W50. It consisted of yellow body paint and black lower body paint with large Formula lettering on the bottoms of both doors. The yellow and black areas were separated by red striping. The grill was also blacked out and the hood scoops were trimmed with red striping. A red Formula decal was located above the left grille opening next to the headlight. As the yellow black scheme gained popularity, other combinations were added. A black and gold Trans Am Limited Edition was issued to commemorate Pontiac's 50th Anniversary. All limited editions were supposed to have removable t-tops but problems with the Hurst tops limited production of T-top equipped cars. This would be the last year for the honeycomb wheels and the 455 ci engine. Production numbers for 1976 were 110,775, with 46,701 of them being Trans Ams.
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Diablo

December 8th, 2003, 02:04 PM

1977 Firebirds

The 1977 Firebird got dual rectangular headlights in a bold new grille. The hood was also redesigned with a wider hood bulge area. The new Formula design showed off new scoops as well. Three engines were available. The standard 6 cylinder eninge (which had been the Chevy in-line 6) was replaced by the Buick V6 on the base Firebirds and Esprits. Optional was a new Pontiac V8 350, and the Oldsmobile 350 V8. The Olds V8 was ONLY available on California cars or high altitude Firebirds. The Trans Am came only with the L78 Pontiac 400. The Esprit was available with the Sky Bird Appearance package, W60. It came with two tone paint, canopy stripes, blue painted grille liners, and taillight bezels, and blue cast aluminum snowflake wheels. In the interior the blue Formula steering wheel was used. Trans Am exterior colors were Cameo White, Sterling Silver, Starlight Black, Goldenrod Yellow, Brentwood Brown and Buccaner Red. This was also the year the Trans Am became firmly established as the car of the 1970s when Burt Reynolds drove a black-and-gold Special Edition through the unexpected hit Smokey and The Bandit. The Bandit's Trans Am may have looked great, but it wasn't particularly quick — Hot Rod magazine tested a similar car and could only muster a 16.02-second run down the quarter-mile at 89.64 mph. It sure was popular, though, as Pontiac sold 68,745 Trans Ams along with 86,991 other assorted Firebirds during 1977. There were 21,801 Formulas built out of a total Firebird production of 155,735. Base price on the Trans Am was $5456.00. http://www.allmusclecars.com/pontiac/77tabig.jpg
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Diablo

December 8th, 2003, 02:30 PM

1982 Firebirds
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The brand new 3rd Generation of Firebirds in 1982 was formally announced in December 1981 and debuted on January 14, 1982. This new F-Body project had been in the works on and off since 1975, but had been postponed in order to work on other lines which were considered higher priorities. The brand new '82 lineup introduced the totally redesigned Firebird, Firebird S/E (Special Edition), and Firebird Trans Am. The body style was a new 2-door hatchback coupe and remained true to its heritage as a low, sleek, sporty, rear-wheel drive platform. It was based on a shorter 101" wheelbase. The cars lost about 500 pounds average, 2" in width, and 10" in length, compared to the previous model. Dual vent-type grilles were set inside air slots in the ultra-low nose. New retractable "flip-top" headlights used quartz halogen lamps. They were electrically operated and concealed, their covers lying flush with the steel skin. The interior was re-designed with a new full-length console and aircraft-style gauges. A new, more economical "uni-body" design was used instead of the subframe design in place since 1967. Premium leather seating was available on all models. The old wishbone front suspension was replaced with a new modified MacPherson strut design. At the rear, coil springs replaced the old leaf springs. A live axle was still used, and a panhard rod behind the axle, a.k.a. "sway bar", helped absorb lateral loads. The overall theme of the new cars now was an underspoken implication of high tech futurism. The look was stunning, but as it turned out, all available drivetrains, detuned to meet EPA / CAFE standards, left plenty to the imagination. Still, sales soared compared to the previous year, so the redesign was proving to be a success.
The Firebird was the base model, equivalent to Chevy's Camaro Sport Coupe. It came with a new (and very dismal) Pontiac-built 90HP, 24MPG/35MPG 2.5 liter engine 4-cylinder and four-speed manual transmission. This engine is affectionately known as "The Iron Duke"! Standard Firebird features included "level one" suspension, 14" steel wheels, power front disc brakes, power steering, console, Formula steering wheel and dual outside rear-view mirrors. Notable options: S/E's 2.8V6, leather seats. 41,683 Firebirds were built, and they were the lineup's "economy leader".
The Firebird S/E, equivalent to the Camaro Berlinetta, was a higher option level which could be loaded with more options than the Firebird and all the options of the Trans Am. The S/E got Chevrolet's 102HP 2.8 liter V6 as standard equipment, "level two" suspension, bright exterior accents, color-keyed mouldings, 14" turbo cast aluminum wheels, premium Viscount bucket seats, an electric hatch, rear washer/wiper, and full-width smoked tailights. "S/E" raised letter identifiers were found on the sail panels. Notable options: Trans Am's LG4 V8, WS6 performance package. 21,719 S/E's were built, and they were the lineup's "luxury leader".
The Firebird Trans Am (a.k.a. Trans Am or T/A), was the equivalent of Camaro's Z28 package. Standard was Chevy's carbureted LG4 V8 rated at 145HP, and optional was Chevy's fuel-injected LU5 V8 rated at 165HP. Both engines used a single exhaust pipe with dual resonators and outlets in the rear. These were called GM's "corporate" engines. They are discussed more below. The Trans Am came with "level three" suspension, black exterior accents and mouldings, functional heat-removing front fender extractors, front and rear opening wheel flares, a rear spoiler, 14" turbo cast aluminum wheels, and sport hood with off-center hood scoop, a.k.a. "power bulge", a.k.a. "power blister", though some low-VIN carbureted models got a flat hood like the one on Firebird and S/E. Trans Am decals were located on the front fenders behind the wheel wells. Firebird logo decals were used on the sail panels. Notable options: Everything the S/E had optional or standard, was either already standard or optional on the Trans Am. 52,962 Trans Am's were built, and they were the lineup's "performance leader".
1982 Drivetrains
Engines
Type Displacement Horsepower Torque Induction Application
OHV I-4 151cid/2.5L 90@4000 134@2400 TBI F/B, S/E
OHV V-6 173cid/2.8L 105@4800 145@2400 2bbl F/B, S/E
OHV V-8 305cid/5.0L 145@4000 240@2000 4 bbl F/B, S/E, T/A
OHV V-8 305cid/5.0L 165@4200 240@2400 TBI T/A
Transmissions
Type Gear Ratios Application
Saginaw 4-speed manual 3.42 2.28 1.45 1.00 3.51-R F/B, S/E, T/A
Turbo Hydramatic TH200c 2.74 1.57 1.00 2.07-R F/B, S/E, T/A

The Trans Am was the most aerodynamic production car GM had ever made at the time. Wind tunnels were used to sculpt the body to perfection. Coefficient of drag was a low 0.32. Two years later it would drop again to 0.299. This was achieved thanks to Trans Am's well thought out design, including functional rear-wing spoiler providing considerable down-force, long sloping 62 degree windshield, long parabolic design hood with very low front, aero type wheels with smooth aerodynamic wheel covers and integral perimeter brake vents, front and rear wheel opening flares to smooth airflow over the wheels, and overall fuselage-inspired body design on all models. The interior carried on with the airplane theme as well, utilizing the suggestion of aircraft cockpit type gauges, ergonomic climate controls and radio controls easily reachable by the driver and passenger, etc. The specially tuned suspension of the WS6 performance package turned out an impressive 0.856g of lateral acceleration in skidpad tests.

Other Trans Am notable features included black-colored matte-finish mirror housings and rear spoiler, 6-digit odometer, and new off-center power bulge based loosely on the early 1980-1981 Turbo Trans Am. Plans to use the same Turbo engine were unfortunately scrapped at the last minute, mostly due to GM politics and CAFE standards, but the power bulge was now fully functional with Ram-Air cowl induction if ordered with the LU5 engine.
1982 held some key innovations. It was one year earlier that the ECM computer system was adopted by GM, and 1982 kept up with this system which continued through to 1995 before being upgraded. The LU5 engine in 1982 was the first ever fuel injected small block to be used on an F-Body. This is a very important milestone which is always overlooked, even by enthusiasts. Also, 1982 saw the first use of a functional cold-air induction hood (Ram-Air) since 1973; another significant historical event for the Trans Am and Z28. Trans Am was the 2nd fastest American car of the day, right behind the L83 350 Corvette, also Cross-Fire injected. A little known fact about the slogan "We Build Excitement" is that it was adopted by Pontiac during this period to promote the new '82 Trans Am. The slogan fits Pontiac's intended image so well that it is still used successfully today. Actually, since Pontiac didn't yet have the finished product to support the slogan, it started with "The Excitement Begins," and then followed with "Now The Excitement Really Begins," and then when the '82 T/A was in full flight, so to speak, it became the world famous "We Build Excitement." Incidentally, during the Screamin' Chicken era, 1973 - 1987, 1982 was the only year in this time period when there was no significant large hood bird. There was a small one up on the front edge of the hood. Pontiac's attempt at subtlety wasn't well-received by many, so the distinct louvered hood bird appeared quickly in 1983.
The Trans Am would have been even faster than the Corvette if the Pontiac 301 Turbo (LU8) with its 200HP had lived on. But as we all know, outshining the Corvette is a big no-no at GM. No car can ever be rated at performance numbers equal to or higher than the performance numbers of the Corvette. And so unfortunately, since Corvette was rated at 200HP, it turned out that GM's internal politics, made worse by Big Brother's strict enviro-laws, killed off Pontiac's 301 Turbo engine even after successful prototypes were tested, and left the inferior Chevrolet V8's as the only options available even on Pontiac cars. The duo became known as GM's "corporate" engines. There was another Chevrolet 4bbl V8 rated at 180HP which also never made it to production for one reason or another; mostly Chevy's stubornness and desire for the Z28 to be faster than the Trans Am, which never happened anyway. At 118mph top speed for the LU5-equipped Trans Am, we have nothing to brag about today, but by 1982's standards, with the government's unbelievable choke hold on all car makers, it seemed that legislations, regulations, and restrictions had dealt a knock-out punch to automotive innovation. Considering all of GM's red tape and the EPA's red tape that Pontiac had to muddle through, the Trans Am was truly impressive in how much it actually achieved, and this cannot be underestimated. At the risk of sounding cliche, it must also be noted that comparing 1982's performance with today's performance is literally like apples and oranges.
Pontiac had also hoped to stop using the "Trans Am" nameplate and corresponding badges and decals in 1982 to avoid having to pay royalties to the Sports Car Club of America for using the name. Early promotional cars were marked "T/A" as an alternative; however the production cars came marked as Trans Am regardless.

Diablo

December 8th, 2003, 02:32 PM

The 1982 Trans Am was chosen by many numerous race car drivers as the basis for their race cars, be it funny cars, stock cars, etc., and by at least 2 major circuits as their pace car for the year. First off was Daytona 500. The pace car debuted on January 30th at the Daytona 24-hour International Motor Sports Association endurance race. Some 2 - 4 were built, used at the Daytona / NASCAR races, and never heard from again. As if GM was admitting that their drivetrain options were substandard in 1982, these pace cars used a 350 engine and 4-speed overdrive transmission with lock-up torque converter, none of which was an option on production cars. The pace cars would do 0 - 60 in 7.5 seconds and go 145.6mph, compared with 0 - 60 in 8.8 seconds and 118mph for the LU5 engine. Then on June 8th 1982, Pike's Peak Hill Climb announced they had also chosen the new Trans Am as the pace car for their 60th anniversary race to be held on Independence Day 1982. Also known as the "Race to the Clouds", it had been paced by a T/A only once before, in 1980.
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1989 Firebirds
Here is some information and facts on the 1989 model year Firebird. The Trans Am turned 20 this year. There were only 9,631 GTA’s built, and 32,376 base models built. All Firebirds were assembled in Van Nuys, CA. The 5.7 L V-8 had an output of 225 horsepower. The three interior colors offered were Black, Medium Beachwood and Medium Dark Gray. The base price of the Firebird was $12,438.00 the Trans Am GTA was $20,778.00. A total of 1500 20th Anniversary Trans Am models were built, powered with a Buick 3.8 liter 245 bhp Turbo V6, which enabled 1/4 mile times in the 13s right out of the box. With some tweaking times of 12s and even 11s could be achieved. These top of the line Firebirds carried a $30K sticker price however, the motor was dropped after 1989. The Pass Key anti theft system was now standard on all Firebirds. The price for the optional Luxury articulating seats were $450.00. Also, this year shoulder belts were added to the back seat. Total number of Firebirds in 1989 produced were 64,404. Exterior colors available were Blue Metallic, Black, Gunmetal Metallic, Bright Red, Medium Gray Metallic, White, Flame Red Metallic and Bright Blue Metallic.
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Diablo

December 8th, 2003, 02:38 PM

1991 Firebirds
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All cars received restyled noses loosely fashioned after "Banshee" show car as Pontiac developed the new fourth generation platform. Trans Am's ground effects restyled as well. Base model Firebird available with Trans Am ground effects. Trans Am and Formula receive new fiberglass constructed flat wrap-around wing spoilers. The new styling brought higher sales, up from 1990's sales. All L98 cars now receive N10 dual cats standard. Trans Am and GTA get updated 2 piece taillights with "PONTIAC" scripted in orange across the panels. Center high mounted stop lamps move to inside top edge of hatch. Firebird convertible reintroduced. Firebirds with ttops were sent to ASC for conversion to convertibles. Previously ASC converted cars for customers but it had never been through GM. The Firebird convertible was available with the LHO 3.1L V6, the L03 5.0 V8, and the LB9 5.0 V8. Production improvements led to use of new body sealants that added to the rigidity of the body. Colors available were Black, Bright Blue Metallic, Bright Red, Bright White, Brilliant Red Metallic, Dark Green Metallic, Medium Gray Metallic, and Silver Blue Metallic. Total Production 50,454.
Hot Rod magazine said this about the Trans Am GTA. "With the classiest image in the entire GM F-car lineup, Pontiac’s Trans Am GTA offers sleek, uncluttered styling to capture the hearts of performance enthusiasts and car buffs from every corner of the social spectrum. It’s virtually impossible to find someone who doesn’t think the Pontiac Trans Am is still one of the most handsome cars on the road today. And thanks to a broad choice of dealer and factory options, the Trans Am can be configured to suit the most discriminating buyer through appearance packages and various powertrain selections." Their PERFORMANCE test findings were: Power to Weight:.......... 14.93 lbs/hp, 0-60 mph:.......... 6.2 sec., Quarter mile:.......... 14.92 @ 91.4 mph, Top Speed:.......... 145 mph (est.), Skidpad:.......... 0.86g. Curb weight:.......... 3510 pounds, Wheelbase:.......... 101 inches, Fuel capacity:.......... 15.5 gallons.
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Diablo

December 8th, 2003, 02:45 PM

1997 Firebirds
In 1997 Pontiac produced 2 engine types. The L36, 3.8 liter V6 200bhp, and the LT1, 5.7 liter V8 with 285 bhp. Only two interior colors were offered Dark Pewter and Taupe. Optional only on the Firebird Formula was the 1LE package, which included the P275 tires, the WS6 Peformance and Handling Package, Koni shock absorbers, and a specially tuned suspension. 1997 refinements included a newly designed center console with dual auxiliary power outlets, standard A/C, and a digital odometer. This was also the first year for the 500 watt Monsoon sound system. The retail price of the Firebird Trans Am was $22,814.00, the Ram Air Performance and Handling package was an additional $2995.00. Also available was the 12 CD remote stereo for an additional $594.00. Colors available were Arctic White, Bright Silver Metallic, Bright Green Metallic, Black, Dark Green Metallic, Blue Green Chameleon, Bright Blue Metallic, Bright Red and Red Orange Metallic. Interior colors were Dark Pewter and Taupe. Total number of Firebirds produced in 1997 were 30,756. Daytime running lamps were standard.
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Diablo

December 8th, 2003, 02:54 PM

1998 Firebirds
1998 Production numbers Base Model Firebird - 15869, Convertible - 704, Formula - 2123, Formula 1LE - 14, Trans Am - 12046, Trans Am Convertible - 1413. Total production 32,155. There were no 1998 model year Firehawks produced.

Specifications and Details on the 1998 3.8 Liter V6 Firebird. As seen below. Manufacturer's Suggested Retail Price $ 18,015 Price As Tested $21,825 Engine Type 3.8 Liter V6 w/SFI* Engine Size 231 cid/3791 cc Horsepower 200 @ 5200 RPM Torque (lb-ft) 225 @ 4000 RPM Wheelbase/Width/Length 101.1"/74.1"/193.2" Transmission Four-speed automatic Curb Weight 3298 pounds Fuel Capacity 15.5 gallons Tires (F/R) P215/60R16 Brakes (F/R) Disc-ABS/disc-ABS Drive Train Front-engine/rear-wheel-drive Vehicle Type Four-passenger/Two-door Domestic Content 86 percent Coefficient of Drag (Cd.) N/A PERFORMANCE EPA Economy, miles per gallon city/highway/average 19/29/25 0-60 MPH 7.5 seconds 1/4 Mile (E.T.) 16.5 seconds @ 84 MPH Top Speed (Est.) 105 MPH * Sequential fuel injection.
Figures for the 1998 Trans Am... Standing 1 /4-mile -13.9 sec @ 104 mph. Top speed (redline limited) - 159 mph.
Car and Driver says about the 1998 Trans Am - "Surprisingly civilized for an extroverted, affordable road rocket."
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1998 3.8L V6 Sport Gold Metallic Firebird. One of only 382 ever made.

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Diablo

December 8th, 2003, 02:58 PM

2002 NHRA Trans AM
Cary Barrett's Special Edition

2002 NHRA Special Edition Trans Am

Standard Equipment
„h 5.7L SFI LS1 Engine
„h Rear-Wheel Drive with Limited Slip Torsion Differential
„h Short/Long Arm Front Suspension
„h Monotube De Carbon Shocks
„h Dual Frontal Air Bags
„h 4-Wheel Antilock Brakes with 4 Wheel Power Disc Brakes
„h Pass-Key II Theft Deterrent System
„h Content Alarm System
„h Aero Appearance PKG/Fog Lamps
„h Uplevel Rear Deck Spoiler
„h Power Antenna/Power Mirrors
„h Removable T-Tops & Air Conditioning
„h Delco ETR AM/FM Stereo Radio with/CD Player, Graphic Equalizer & Monsoon 10-Speaker Premium Sound
„h Steering Wheel Radio Controls
„h Leather Seats with/Power 6-Way Driver¡¦s Seat
NHRA Special Edition PKG Includes:
„h 6-Speed Manual Trans with/Hurst Short-Throw Shifter
„h Rear Axle, 3.42 Ratio
„h P245/50ZR16 Performance Tires with/16¡¨ Chromed Aluminum Wheels
„h NHRA Specific Badging, installed by owner
Modifications:
„h SLP Cold Air Induction
„h SLP High-Flow Airbox Lid with/K&N Air Filter
„h SLP 85mm MAF with/SLP Smooth Air Bellows
„h SLP Strut Tower Brace & Hotchkis Subframe Connectors
„h HyperTech 180¡¦ PwrStat & Jet Pwr Control Module
„h Custom TB Bypass
„h Borla Y-Pipe & Borla Catback Exhaust with/3¡¨ Res Plate
„h Last of the Breed Urethane Badges
„h Phoenix Graphix, Firebat, & Custom NHRA Rear Windshield Decals
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Diablo

December 8th, 2003, 03:09 PM

Mecham Trans Am
- MECHAM T/A -
MECHAM DESIGN & PERFORMANCE
12637 North 66th Drive
Glendale, Arizona 85304
(623) 486-3144
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Each MECHAM T/A is documented and numbered for resale and future collectability.

You can order your MECHAM T/A in your choice of factory colors with any color graphics package. The only option required is the QLC tire option. Options they do not recommend are the WS6 and 1LE options since the equipment in these options would be redundant and a waste of your money.

The MECHAM T/A can be purchased through Biddulph Pontiac - GMC, their national sponsor dealer, our your local Pontiac dealer.

MECHAM DESIGN & PERFORMANCE also has various parts available for the 4th generation Camaros, C5 Corvettes and the new supercharged Grand Prixs.
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- PACKAGE -

- Pro Dyno High Performance MTTP Exhaust System
- Mecham Aluminum 7.5" Power Oval Exhaust Tips
- Mecham 4-port Extractor Hood w/Ram Air
- K&N Filtercharger Air Filter
- Pro Performance Springs
- Performance Front End Alignment
- Energy Susp. Sway Bar Bushings: Front & Rear
- B&M Ripper Shifter (6-speed)
- High Performance Gear Ratio: 3.73 man, 3.42 auto
- Mecham Wing: Gen4AT for T/A, HDF for Formula
- Graphics Package in 3M vinyl
- Dash Plaque w/Production Number
..........
OPTIONS

Firebird Titan Hood Graphic
- Mecham Graphics w/Prod. No's. in Paint
- Firebird Titan Hood Graphic in Paint w/Clearcoat
- Mecham T/A 48" Door Graphic
- Body or Accent Color Wheel Centers w/Clearcoat
- Chromed "Power Oval" Exhaust Tips

- Koni Adjustable Shocks F&R
- Energy Suspension Torque Arm Mount
- Energy Suspension Transmission Mount
- F-Body Performance Engine Bay Brace
- F-Body Perf. Rear Suspension Arms & Panhard Bar
- HP Performance High Traction Torque Arm
- Energy Suspension Front Control Arm Bushings
- F-Body Performance G-Load Brace
- F-Body Performance Sub Frame Connectors

- Baer/PBR Front Calipers w/Slotted Rotors
- Baer/Alcon Front Calipers w/Slotted Rotors
- Brembo F Cal's. w/Cross Drilled & Slotted Rotors

- 275/40/ZR17 Tires on 17X9.5 ROH ZS Wheels
- Polished ROH Wheels
- 315/35/ZR17 Rear Tires (add)
- 275/40/ZR17 G-Force KD (add)
- 315/35/ZR17 G-Force KD (add)
- 17X9.5 F, 11 R Simmons Modular Wheels (add)

- JR Granatelli High Flow Mass Air Flow Sensor
- MDP "Aero Blast" Air Filter Lid
- MTI Underdrive Pulley and Belt Package for LS1
- 5.7 HO Engine (348 ci.)
- 6.3 HO Engine (384 ci.)
- Centerforce Clutch (6.3)
- Centerforce Clutch (5.7)
- ACPT Carbon Fiber SD Drive Shaft
- 3.73 Gearing for Automatics
- Rear Engine Girdle & Large Capacity Lube Cover

Diablo

December 8th, 2003, 03:26 PM

X-Men Trans Am
SLP (Street Legal Performance) unleashed a new show vehicle inspired by the XMen movie. The vehicle, based off of a Pontiac Trans Am Firehawk, has been labeled with special graphics and striping that immediately set it apart from other Firehawks. Also upgraded for this one-off car are special gold colored rims, exhaust and a unique spoiler. Don't buy the movie just to look for the car, however. The vehicle was never filmed for the XMen movie, but rather was built to travel to comic book collector conventions across the country.
http://www.firebirdsforever.cc/graphics/xmenfirehawk2.jpg
http://www.firebirdsforever.cc/graphics/xmenfirehawk3.jpg
http://www.firebirdsforever.cc/graphics/xmenfirehawk1.jpg
http://www.firebirdsforever.cc/graphics/xmenfirehawk4.jpg

Diablo

December 8th, 2003, 03:38 PM

2003 Tribute Show

http://www.imagestation.com/picture/sraid71/pbddf296f99aac37fc7c9c68560bb146f/fb8d2448.jpg
http://www.imagestation.com/picture/sraid71/p31fd2d88d62cb123f358a9fe3e4a85b3/fb8d23bb.jpg
http://www.imagestation.com/picture/sraid71/pdba10bc5c54136489b803fe44383d3b0/fb8d234a.jpg
http://www.imagestation.com/picture/sraid71/p06b364665b3d62e03b69e0a45cf4b296/fb8d227f.jpg http://www.imagestation.com/picture/sraid71/p09844f3cf2e12ece0051685c73e2972f/fb8d1cd9.jpg
http://www.imagestation.com/picture/sraid71/pf6e27c79e378bb2cd6dcd0ee62d31dbb/fb8d1b25.jpg
http://www.imagestation.com/picture/sraid71/p8bdec207f9011dc7e5b8da12238fa871/fb8d1a26.jpg

Diablo

December 8th, 2003, 03:51 PM

2003 Tribute Show
http://www.imagestation.com/picture/sraid71/pabfd7408b7d378010fae614f5c0695da/fb8cf191.jpg
http://www.imagestation.com/picture/sraid71/p6e8ea1566124f33b7160cf1164a359a0/fb8cf1fa.jpg
http://www.firebirdsforever.cc/modules/My_eGallery/gallery/Newport_Dustoff_.ewport_Dustoff_Cruise/z6.jpg
http://www.firebirdsforever.cc/modules/My_eGallery/gallery/Newport_Dustoff_.ewport_Dustoff_Cruise/z7.jpg

Diablo

December 8th, 2003, 04:03 PM

http://www.pontiac.com/firebird/images/brand_photo7.jpg http://www.pontiac.com/firebird/images/brand_photo2.jpg http://www.pontiac.com/firebird/images/brand_photo3.jpg http://www.pontiac.com/firebird/images/brand_photo4.jpg http://www.pontiac.com/firebird/images/brand_photo5.jpg http://www.pontiac.com/firebird/images/brand_photo6.jpg http://www.pontiac.com/firebird/images/brand_photo1.jpg

Diablo

December 8th, 2003, 04:06 PM

http://www.pontiac.com/firebird/images/FB_wallpaper_800x600.jpg

Thug Life

December 8th, 2003, 09:07 PM

special thnx to babe

imagin one like this under my hand :lildevil:

http://www.imagestation.com/picture/sraid71/p6e8ea1566124f33b7160cf1164a359a0/fb8cf1fa.jpg

Red SS

December 9th, 2003, 01:03 PM

:lildevil:

Red SS

December 9th, 2003, 01:09 PM

:lildevil:

Red SS

December 9th, 2003, 01:21 PM

:lildevil:

RED HEAT

December 10th, 2003, 09:37 PM

Perfect Info. Diablo BROO :bigok: :bigok:

Thug Life

December 11th, 2003, 12:59 PM

:spaz:

American's

December 12th, 2003, 01:25 PM

Then look what will american's can do HAHAHAHAHA

American's

December 12th, 2003, 01:38 PM

:naughty:

Thug Life

December 12th, 2003, 01:44 PM

Originally posted by American's
Then look what will american's can do HAHAHAHAHA
shiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiit :crying

''stingray''

December 12th, 2003, 02:58 PM

EVERYONE LOOK AT THE BELOW AND KEEP QUITE

''stingray''

December 12th, 2003, 03:01 PM

:lildevil:

''stingray''

December 12th, 2003, 03:05 PM

:tongue:

Wawela

December 12th, 2003, 03:09 PM

:yikes: :eek2: YoU ThE MaN STINGRAY :pat: :hail: :hail: :worshippy

Diablo

December 12th, 2003, 08:32 PM

Originally posted by ''stingray''
:tongue:

Nice Bro Nice :bigok:

Thug Life

December 12th, 2003, 08:48 PM

I wanna ask u guy's

how much the ram air in kuwait?

ZOSicK

December 12th, 2003, 11:21 PM

sexy machines :bigok:

Diablo

December 13th, 2003, 03:23 PM

It's time to see more BIRDS THUG LIFE...:crying
http://atomicinternet.homeip.net/upload/030602094929.jpg
http://atomicinternet.homeip.net/upload/030602094912.jpg
http://photo.starblvd.net/~Darkhalf/1-5-5.jpg
http://photo.starblvd.net/~Darkhalf/1-2-3.jpg http://images.cardomain.com/member_img_b/280000-280999/280306_1_full.jpg
http://home.swbell.net/fdisc/fdisc5.jpg

Diablo

December 13th, 2003, 03:29 PM

http://images.cardomain.com/member_img_a/218000-218999/218868_30_full.jpg
http://images.cardomain.com/member_img_a/218000-218999/218868_36_full.jpg
The mini Ramair
http://images.cardomain.com/member_img_a/218000-218999/218868_65_full.jpg
http://images.cardomain.com/member_img_a/218000-218999/218868_64_full.jpg
http://images.cardomain.com/member_img_a/218000-218999/218868_68_full.jpg
http://images.cardomain.com/member_img_a/218000-218999/218868_67_full.jpg

Black Z

December 14th, 2003, 08:14 PM

co0o0o0o0o0o0oL dude:bigok:

I love'em:naughty:

Thug Life

December 15th, 2003, 06:54 AM

thnx alot for the pic

and I will come back with dozen's of pic :naughty:

''stingray''

December 16th, 2003, 10:31 AM

Posted Earlier By Silver SS

2001 Pontiac Firebird Raptor

http://www.fast-autos.net/pontiac/raptor.jpg
http://www.fast-autos.net/pontiac/raptor2.jpg
Engine
Type: Nitrous-Assisted V8
Displacement: 6300 cc
Horsepower: 800 bhp @ 6000 rpm
Torque: 850 lb-ft @ 4500 rpm
Redline: 7000 rpm
Performance
0-60 mph: est 3.0 sec

At the heart of Firebird Raptor is a high-performance engine known as the Morgan Motorsports 385—it’s a stroked version of GM’s 350-cubic inch LS-1 V8. As tweaked with performance parts by Morgan, the engine produces a pulse-pounding 540 horsepowerwith a two-stage Nitrous Express system that creates up to an additional 300 hp at the push of a dashboard button .....Firebird Raptor rides on 19-inch HRE 547 forged three-piece modular performance wheels shod with Toyo Proxes T1-S 265/30-19 tires up front and 275/30-19 at the rear.

Vehicle Highlights:

Morgan Motorsports 385 LS-1 V8 w/ MMS Stage IIx heads and MMS229 camshaft
Nitrous Express 300-hp Direct-Port two-stage nitrous oxide system
800 hp @ 6000 rpm; 850 lb-ft of torque @ 4500 rpm (est.)
6.125" 4340 forged I beam connecting rods
Billet 4" stroke crankshaft
Full competition ported and polished heads
Racing Engine Valves 2.02 / 1.57 valves
MMS ProAlloy valve springs
Competition Cams titanium retainers
Competition Cams push-rods
Ross 2618 forged flattop pistons
Centerforce dual-friction clutch and flywheel
Flowmaster American Thunder Dual Exit two-chamber exhaust
Rytek EXZT 2B billet exhaust tips
K&N air filter
Hotchkis Performance upper strut bar, hollow anti-sway bars, box construction trailing arms, fully adjustable pan-hard rod and one-inch performance drop springs
Bilstein high performance shocks
HRE 547 forged three-piece modular wheels, 19 x 9.5 front, 19 x 10 rear
Toyo Proxes T1-S performance tires, 265/30-19 front, 275/30-19 rear
Front brakes: Wilwood 13-inch six-piston billet calipers, cross-drilled slotted rotors
Rear brakes: Wilwood 12.19-inch four-piston billet calipers w/integrated parking brake, cross-drilled slotted rotors
Tangerine Kandy exterior paint from Nippon Paint Research USA, Inc.
Rytek Dual Projektor headlights
Sparco Roadster 951 racing seats
Stitchcraft full tan Connolly Leather seat and interior upholstery
Eclipse 8-volt CD/Receiver
Focal Utopia (10) 5KX subwoofers
Dimension/Orca Design & Manufacturing 2300-watt amplifier system with Monster Cable power cables, interconnects and speaker cables

Thanks to the below undersigned... :bigok:
-------------------------------
2001 Lumina SS
Supercharged LS1 ( 575hp )

Zmas

December 16th, 2003, 11:44 AM

:cheers:

Zmas

December 16th, 2003, 11:45 AM

:lildevil:

Thug Life

December 16th, 2003, 01:26 PM

f#ck

no coment

Trans Am

December 18th, 2003, 05:18 PM

If i can let all pages open infront of me .... WOOW WOOW guys this thread is Number 1

Thug Life

December 18th, 2003, 05:47 PM

wellcome on board man

I glad u like it bro :bigok:

I hope see u'r tranz am in next gathering ;)

Trans Am

December 18th, 2003, 05:48 PM

:naughty:

Thug Life

December 18th, 2003, 05:49 PM

don't start again:crying

Trans Am

December 18th, 2003, 06:12 PM

Originally posted by Thug Life
don't start again:crying

yes the legend will not die so fast.

Corvette XXX

December 19th, 2003, 02:34 PM

DIABLO , THUG LIFE , ZMAS , WS6 AND OTHERS YOU ALL ARE THE BEST IT SEEMS THAT WS6 T/A FEVER IS PUMPING IN YOU GUYS.

Thug Life

December 19th, 2003, 02:37 PM

Originally posted by Corvette XXX
DIABLO , THUG LIFE , ZMAS , WS6 AND OTHERS YOU ALL ARE THE BEST IT SEEMS THAT WS6 T/A FEVER IS PUMPING IN YOU GUYS.

u r wellcome and wellcome to this forum bro :bigok:

I'm glad u like it

Diablo

December 20th, 2003, 03:05 AM

Thug life Bro we are waiting for your new Pix:naughty:

Zmas

December 23rd, 2003, 07:31 PM

YES YES WE WANT MOOOOOOORE PIX GUYS>>>> :motz2:

Trans Am

December 26th, 2003, 03:55 AM

MUSTANG Svt BHR we want to see your pix here man...:bigok:

Thug Life

December 26th, 2003, 11:33 AM

:naughty:

Thug Life

December 26th, 2003, 11:38 AM

my baby:lildevil:

Thug Life

December 26th, 2003, 11:40 AM

:naughty:

VIPER

December 26th, 2003, 06:49 PM

oh coooool subject thug life cool machines u r the best:bigok:

NOS4EVER

December 27th, 2003, 03:29 AM

COOOOOOOL PIX YA SHBAB:driving:

Tudds

December 29th, 2003, 02:28 AM

Originally posted by Diablo
and been sold for more than 40k US$
No way they are like 33-35

Diablo

December 30th, 2003, 05:09 PM

Originally posted by Tudds
No way they are like 33-35

This is what i had red man, to be so honest i don't know there prices :confused: but don't forget that purple one which is 625HP as thug life stated was sold for 40k:confused: ????

Thug Life

December 31st, 2003, 02:46 PM

they r for 31 i found one in the web it was white

(as thug life stated was sold for 40k)

what do u mean?

Diablo

December 31st, 2003, 03:33 PM

Originally posted by Thug Life
this 'bird with 625 H.P aight?

thnx brother too much for the picture's

I said 40K Bro coz i red about the same car that it was sold for about 40K and i stated that you said the above please refer to page 2.

BYE BYE BRO

ZOSicK

January 6th, 2004, 08:51 PM

http://members.fbody.com/pongox11/0003.jpg
http://216.63.45.68/Sue/EPSN0033.jpg
http://www.dtmpower.net/ppost2/data/500/5999outdoorws6.jpg

ZOSicK

January 6th, 2004, 08:54 PM

http://www.toonz.homestead.com/files/cp01.JPG
http://www.toonz.homestead.com/files/cp10.JPG
http://www.toonz.homestead.com/files/cp09.JPG
http://www.toonz.homestead.com/files/cp12.JPG
http://www.toonz.homestead.com/files/mini.JPG

:bigok:

Thug Life

January 7th, 2004, 08:33 AM

it's a beast

thank u blacky

guy's does anyone have a video of a tranz am open his light?

cuz i didnt ever saw a tranz am opening his light

Diablo

January 10th, 2004, 10:28 AM

:bigok: :lildevil:

Red SS

January 14th, 2004, 09:27 AM

:lildevil:

NOS4EVER

January 16th, 2004, 01:34 AM

miny mee:lmao:

Kraigoth

January 16th, 2004, 04:39 AM

i might sound like an idiot but who cares wuts the diff between the fire bird and the trans am :confused: dont :lmao: at me coz i really dont know

Diablo

January 17th, 2004, 10:22 AM

Originally posted by Kraigoth
i might sound like an idiot but who cares wuts the diff between the fire bird and the trans am :confused: dont :lmao: at me coz i really dont know
Bro you have to check a doctor.:lildevil:

Kraigoth

January 17th, 2004, 01:33 PM

wut y doctor i never cared about the car man so y would i know the diff :motz2: :tongue:

Thug Life

January 17th, 2004, 06:08 PM

firebird is a legend

go sleep with u'r A3 :lildevil:

Kraigoth

January 17th, 2004, 09:47 PM

its for sale :lmao:

Diablo

January 23rd, 2004, 10:07 PM

We want more birds More Birds:lildevil:

Thug Life

January 31st, 2004, 08:43 AM

http://www.roadgems.com/images/01photos/1969%20Pontiac%20Firebird%20Radin%20=KD=.jpg

http://www.roadgems.com/images/01photos/1969%20Pontiac%20Firebird2%20Radin%20=KD=.jpg

Thug Life

January 31st, 2004, 08:46 AM

http://www.pro-touring.com/featured_cars/Chris_Hall_68_firebird/Firebird_2.jpg

http://www.pro-touring.com/featured_cars/Chris_Hall_68_firebird/Firebird_.jpg

http://www.pro-touring.com/featured_cars/Chris_Hall_68_firebird/Firebird_4.jpg

http://www.pro-touring.com/featured_cars/Chris_Hall_68_firebird/Firebird_5.jpg

Name:
Chris Hall
Year:
1968
Make:
PONTIAC!!!
Model:
Firebird
Color:
Gunmetal Gray
Engine
PONTIAC 400 pretty stock for now. Saving for Jim Butler Performance Edelbrock headed 400 stroker.

Ignition
Pertronix Ignitor, FlameThrower coil.

Induction
Rochester 4bbl, stock iron intake

Transmission
Richmond Street 5 speed manual.

Exhaust
Flowmaster 'American Thunder' 2.5" dual system. Hedman Headers 4 tube 1 7/8".

Suspension
Guldstrand mod on 'A' arms, cut front stock coils, 1.5" lower 'Magna' 5 leaf rears, Koni shocks all round, Hellwig 1 1/8 front and 1" rear sway bars, Energy Suspension Polygraphite bushings thru-out.

Brakes Front
Baer 12" SS/Drag, PBR's

Brakes Rear
Baer 12" SS/Drag, PBR's

Front Wheels and Tires
16 x 8 Torque Thrust II's, Avon 245/50/ZR16

Rear Wheels and Tires
16 x 8 Torque Thrust II's, Avon 245/50/ZR16

Interior
Stock Black 'Custom Deluxe' Corbeau GTS front Buckets.

Special Thanks To
Martin & Robin Walters, Nick the paint guy, Mark Fleming, Brother Nick & Mom for putting up with all the car parts in the house!

Other_items
CenterForce Dual Friction Clutch, Hurst Shifter, 2.41 rear axle ratio. Line Lock!!!

Comments
Pro-Touring is the only way to go with your Muscle Car!

Story
I bought it as a rusty rolling shell here in England, yes a basket case, back in '95. The car was originally built in Belgium at the GM plant in Antwerp, it was originally a Sprint OHC 6 4 speed car. It would have been on the road two years earlier if I hadn't had a fire in the workshop which burned all my new parts and damaged the fresh paint! I built the car myself putting out the panel welding and paint. I hope to get the car to handle and accelerate as well as a late model.

No burnout shots yet, more pics to follow.

Look out for it in a future issue of Pontiac Enthusiast Magazine

Thug Life

January 31st, 2004, 08:49 AM

http://ruslug.rutgers.edu/~mcgrof/PICS/00-My-firebird/Firebird-1.jpg

http://ruslug.rutgers.edu/~mcgrof/PICS/00-My-firebird/Firebird-3.jpg

http://ruslug.rutgers.edu/~mcgrof/PICS/00-My-firebird/Firebird-4.jpg

http://ruslug.rutgers.edu/~mcgrof/PICS/00-My-firebird/Firebird-back-left.jpg

http://ruslug.rutgers.edu/~mcgrof/PICS/00-My-firebird/Firebird-front-left.jpg

http://ruslug.rutgers.edu/~mcgrof/PICS/00-My-firebird/Firebird-front-right.jpg

http://ruslug.rutgers.edu/~mcgrof/PICS/00-My-firebird/Firebird-right.jpg

Thug Life

January 31st, 2004, 08:54 AM

http://www.motorsportunderground.com/Stories/2002%20FC%20reunion/images/00-075-14-Zombie-Firebird.jpg

http://www.egocars.net/archive/ego_archive/images/uc11_68_firebird.jpg

http://www.egocars.net/archive/ego_archive/images/uc10_68_firebird.jpg

http://www.egocars.net/archive/ego_archive/images/trans_am_1.jpg

http://www.egocars.net/archive/ego_archive/images/trans_am_2.jpg

http://www.egocars.net/archive/ego_archive/images/trans_am_3.jpg

http://www.egocars.net/archive/ego_archive/images/trans_am_4.jpg

http://www.egocars.net/archive/ego_archive/images/trans_am_silver.jpg

Thug Life

January 31st, 2004, 09:10 AM

:naughty:

http://www.egocars.net/archive/ego_archive/images/snack_bar_girls.jpg

XOXO

January 31st, 2004, 11:14 AM

02 NHRA Formula red ebony interior 7800 miles new 347 forged motor with 1 year 12k warrenty, lunati pistons, file fit rings, lunati pro billet rods, clevite 77 bearings, arp studded main caps ,double roller timing chain ,new oil pump, ttp race cam, crane 1.8 roller rockers, hardend pushrods ,ls6 heads 2.02 1.6 stainless valves flow 314@.600 lift 28 in water, rev duel springs with titanium retainers, ls6 intake , ported t body, slp lid , kool blue filter , ttp full frontal ram air ,electric water pump ,asp pulley ,arp crank bolt ,engine painted red, kooks stepped race headers 1 7/8-2 inch coated red , 3 inch off road y pipe ,corsa exhaust with mecham tips ,walbro intank pump with hot wire kit , brand new 4l60e race transmission with 1 year 12k warrenty ,tp 4400 converter, 4.10 gears ,slp drive shaft loop , 5 point wolfe roll bar , bmr k member , ls1 edit ,car has gone 11.1 before old motor went 11.2 with new motor with a bad bog that gave me a 1.8 60 foot then i broke the rear on the next pass after the bog was fixed car will go high 10's on motor car makes mid 400 hp and pulls to 7200 with no worrys $27000.00 obo complete warrentyed turn key race car !!!
http://www.ttperformance.net/formula

XOXO

January 31st, 2004, 11:38 AM

http://www.leadingham.net/pics/08232003TippCity/100_0307.jpg
http://www.leadingham.net/pics/08232003TippCity/100_0315.jpg
http://www.leadingham.net/pics/08232003TippCity/100_0328.jpg
http://www.leadingham.net/pics/08232003TippCity/100_0308.jpg
http://www.leadingham.net/pics/08232003TippCity/100_0309.jpg http://www.leadingham.net/pics/08232003TippCity/100_0320.jpg

XOXO

January 31st, 2004, 11:49 AM

http://www.leadingham.net/pics/08232003TippCity/100_0329.jpg
http://www.leadingham.net/pics/08232003TippCity/100_0335.jpg
http://www.leadingham.net/pics/08232003TippCity/100_0350.jpg
http://www.leadingham.net/pics/08232003TippCity/100_0310.jpg
http://www.leadingham.net/pics/08232003TippCity/100_0311.jpg http://www.leadingham.net/pics/08232003TippCity/100_0311.jpg
http://www.leadingham.net/pics/08232003TippCity/100_0313.jpg

XOXO

January 31st, 2004, 12:20 PM

http://www.leadingham.net/pics/08232003TANats/P1010007.jpg
http://www.leadingham.net/pics/08232003TANats/P1010008.jpg
http://www.leadingham.net/pics/08232003TANats/P1010004.jpg
http://www.leadingham.net/pics/08232003TANats/P1010041.jpg
http://www.leadingham.net/pics/08232003TANats/P1010061.jpg
http://www.leadingham.net/pics/08232003TANats/P1010061.jpg
http://www.leadingham.net/pics/08232003TANats/P1010081.jpg

XOXO

January 31st, 2004, 12:40 PM

http://www.leadingham.net/pics/11012003ACFAVerteransShow/P1010005.jpg
http://www.leadingham.net/pics/11012003ACFAVerteransShow/P1010004.jpg

Silver SS

January 31st, 2004, 01:18 PM

Originally posted by XOXO
02 NHRA Formula red ebony interior 7800 miles new 347 forged motor with 1 year 12k warrenty, lunati pistons, file fit rings, lunati pro billet rods, clevite 77 bearings, arp studded main caps ,double roller timing chain ,new oil pump, ttp race cam, crane 1.8 roller rockers, hardend pushrods ,ls6 heads 2.02 1.6 stainless valves flow 314@.600 lift 28 in water, rev duel springs with titanium retainers, ls6 intake , ported t body, slp lid , kool blue filter , ttp full frontal ram air ,electric water pump ,asp pulley ,arp crank bolt ,engine painted red, kooks stepped race headers 1 7/8-2 inch coated red , 3 inch off road y pipe ,corsa exhaust with mecham tips ,walbro intank pump with hot wire kit , brand new 4l60e race transmission with 1 year 12k warrenty ,tp 4400 converter, 4.10 gears ,slp drive shaft loop , 5 point wolfe roll bar , bmr k member , ls1 edit ,car has gone 11.1 before old motor went 11.2 with new motor with a bad bog that gave me a 1.8 60 foot then i broke the rear on the next pass after the bog was fixed car will go high 10's on motor car makes mid 400 hp and pulls to 7200 with no worrys $27000.00 obo complete warrentyed turn key race car !!!
http://www.ttperformance.net/formula

:bigok: :naughty:

XOXO

January 31st, 2004, 01:25 PM

Originally posted by Silver SS
:bigok: :naughty:

do u like this car man ?!! if yes then visit www.fastls1.com cars for sale thread.

Silver SS

January 31st, 2004, 01:33 PM

I saw it there..:bigok:

XOXO

January 31st, 2004, 01:34 PM

:naughty: my love....http://www.leadingham.net/pics/08242003TaNats/P1010048.jpg
my biggest love.....:naughty:
http://www.leadingham.net/pics/08242003TaNats/P1010050.jpg
............................
http://www.leadingham.net/pics/08242003TaNats/P1010059.jpg
http://www.leadingham.net/pics/08242003TaNats/P1010060.jpg
http://www.leadingham.net/pics/08242003TaNats/P1010069.jpg

XOXO

January 31st, 2004, 01:40 PM

http://www.leadingham.net/pics/08242003TaNats/P1010022.jpg
http://www.leadingham.net/pics/08242003TaNats/P1010023.jpg
http://www.leadingham.net/pics/08242003TaNats/P1010024.jpg

Silver SS

January 31st, 2004, 01:40 PM

I like your taste :naughty: :bigok:

XOXO

January 31st, 2004, 01:44 PM

http://www.leadingham.net/pics/08242003TaNats/P1010024.jpg
http://www.leadingham.net/pics/08242003TaNats/P1010022.jpg
http://www.leadingham.net/pics/08242003TaNats/P1010023.jpg
http://www.leadingham.net/pics/08242003TaNats/P1010038.jpg
http://www.leadingham.net/pics/08242003TaNats/P1010039.jpg

XOXO

January 31st, 2004, 01:47 PM

Originally posted by Silver SS
I like your taste :naughty: :bigok:

thanks man that's kind of you... do u know what i like more supercharges and i like the camaro the 69 model much more.

Thug Life

January 31st, 2004, 07:24 PM

eh2 eh2 eh2 :crying :crying

Silver SS

January 31st, 2004, 08:16 PM

Originally posted by XOXO
thanks man that's kind of you... do u know what i like more supercharges and i like the camaro the 69 model much more.

:bigok:

Silver SS

January 31st, 2004, 08:19 PM

Originally posted by XOXO
thanks man that's kind of you... do u know what i like more supercharges and i like the camaro the 69 model much more.

You mean this.... the Vortech Supercharger i have on my beast :naughty: :naughty:

Diablo

February 3rd, 2004, 11:35 AM

:naughty:

Blood Bird

February 3rd, 2004, 10:34 PM

i have the Red Firebird the new look u must have seen me many times and i say it's really a good car.

Thug Life

February 3rd, 2004, 11:31 PM

blood bird can i have in interview with u and take some pic for u'r bird?

eh2 eh2 eh2 :crying

when mine will realese from yassrey's jail :(:( :crying

Silver SS

February 3rd, 2004, 11:33 PM

Originally posted by Blood Bird
i have the Red Firebird the new look u must have seen me many times and i say it's really a good car.

:bigok: :lildevil:

WS6

February 4th, 2004, 05:02 AM

Heres a contribution to the Firebird Guys :

http://www.gulfgt.com/forum/showthread.php?s=&threadid=2031

hope you guys like the video !:bigok:
especially you Salsa !

Diablo

February 5th, 2004, 10:56 AM

:picturez: :devil3:

Thug Life

February 5th, 2004, 02:39 PM

:D :bigok:

TAG

February 7th, 2004, 06:54 PM

:bigok:

TAG

February 7th, 2004, 06:56 PM

:naughty:

TAG

February 7th, 2004, 06:57 PM

:lildevil:

TAG

February 7th, 2004, 06:58 PM

:spaz:

TAG

February 7th, 2004, 07:00 PM

:driving:

TAG

February 7th, 2004, 07:03 PM

:up:

Thug Life

February 7th, 2004, 08:49 PM

:bigok: :bigok:

Diablo

February 7th, 2004, 09:45 PM

Tag you are :headbang: :clap:

ZOSicK

February 7th, 2004, 09:56 PM

very sexy machine :bigok:

great pics tag

Corvette XXX

February 9th, 2004, 01:00 PM

"The is a 1977 Y82-Special Edition (Bandit) T/A. The car was 1 of 2,699 W72 4spd S/Es built in '77 and had just 28,500 actual/original miles on it when been sold in January of 2002."
http://www.firebirdgallery.com/2nd%20Gen%20Images/77ta23.4.jpg
http://www.firebirdgallery.com/2nd%20Gen%20Images/77ta23.2.jpg
http://www.firebirdgallery.com/2nd%20Gen%20Images/77ta23.1.jpg
http://www.firebirdgallery.com/2nd%20Gen%20Images/77ta23.3.jpg

''stingray''

February 9th, 2004, 02:14 PM

http://images.cardomain.com/member_images/4/web/220000-220999/220731_745_full.jpg
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http://images.cardomain.com/member_images/4/web/220000-220999/220731_589_full.jpg

''stingray''

February 9th, 2004, 02:21 PM

http://images.cardomain.com/member_images/4/web/220000-220999/220731_327_full.jpg
http://images.cardomain.com/member_images/4/web/220000-220999/220731_467_full.jpg
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http://images.cardomain.com/member_images/4/web/220000-220999/220731_740_full.jpg

Thug Life

February 9th, 2004, 02:21 PM

stop it please :spaz:

''stingray''

February 9th, 2004, 02:29 PM

http://images.cardomain.com/member_images/4/web/220000-220999/220731_441_full.jpg
http://images.cardomain.com/member_images/4/web/220000-220999/220731_731_full.jpg
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http://images.cardomain.com/member_images/4/web/220000-220999/220731_415_full.jpg

Adjusting your fuel mixture Via your O2 sensor and Digital volt meter

Thought you needed an expensive scanning device such as AutoXray or Diacom to view your O2 sensors voltage readings? Think again! You NEED to do this if you have an adjustable fuel pressure regulator or if you have a Q-jet equipped thirdgen and are changing the metering rods to achieve optimal performance.

You will need: A digital voltage meter, approximately ten feet of wire preferebly 12 gauge or smaller, wire connectors (Screw type "european" connectors preferebly), Jack, jackstand, wire strippers.

Step One: Disconnect negative battery cable
Step Two: Jack up vehicle on drivers side
Step three: Locate plastic connector for the O2 sensor near exhaust manifold, Disconnect.
Step four: Strip end of materials wire approx. 2 inches to expose core
Step five: Put exposed end into one end of the weather pack connector for the O2 sensor and reconnect.. Its a tight fit and you might have to trim or expose some more wire. It also might take a little force for it to snap backtogether.
Step six: Route wire away from exhaust manifolds or headers back into passenger compartment. If you plan on using this tuning aid temporarily simply route through door jamb. If not, there is a hole under the power booster in which you can route the wire.
Step Seven: Once inside of engine compartment trim wire to an accessable length. Connect wire to the positive probe of your Digital volt meter MAKING SURE that no part of the wire is exposed in any way so as to not ground the o2 sensor accidentally. European wire connectors worked well for me (the kind with a screw in each end to hold the wire in a plastic connector. Avail. at radio shack)
Step eight: Use the extra length of wire to make a ground for the Digital volt meter. Under the dash there are plenty of places to ground the wire. Connect it to the negative probe of the digital volt meter.
Step Nine: Lower car, reconnect battery. Start car and turn your Digital volt meter on.
The range is as follows 3mV being the leanest, 1V being the richest. Part throttle does not matter so much as the computer always keeps it somewhere in this range depending several on variables and inputs from other systems sensors. At Wide open throttle the MOST desireable voltage should USUALLY be somewhere between .850mV an .900mV Make adjustments accordingly to reach the desired settings. Remember, the lower the voltage the leaner, the higher the voltage the richer. This also has an effect on spark timing. For instance if your car was running lean prior to adjustment and you had the base timing set to just before knock you may be able to adjust your timing for more advance with more fuel. The same is true vice versa. In addition, if you have an old O2 sensor take this opportunity to replace it as an O2 sensors sensitivity greatly diminishes with increased mileage.

It is imperative that you DO NOT ground the O2 sensor wire. This will KILL your O2 sensor.
______________________________________

Nitrous Oxide

Nitrous Oxide is a gas,but under pressure in a closed vessel,it is a liquid. Nitrous Oxide was first discovered in 1772 by Joseph Priestly,an English scientist. Nitrous Oxide's uses were not found until many years later when it was discovered it was a good anesthetic for medical use. Nitrous Oxide molecules consist of two nitrogen and one oxygen atom. In this molecule,oxygen accounts for 33% of the molecule and 36% of the molecule weight,compared to 23% content in the air we breathe. If you used pure gaseous Nitrous Oxide in your motor,you would gain about 40% more hp because of the increased oxygen content. Nitrous really shines when it is a liquid,it takes up much less space than the gas,plus it "cools" the intake mixture when it is injected. Nitrous takes up 8.7 cubic feet per pound as a gas at 70 degrees farenheight; at a liquid state you can stick 10.56 lbs into .133 cubic feet, that is a lot denser.

Nitrous adds power by adding extra oxygen in a compact form into an engine. Of course,to combust this extra oxygen you need a corresponding amount of extra fuel to accomplish this. Nitrous also cools down the intake charge,making it denser,thereby allowing more molecules per cylinder-making more power. There is no limit in how much liquid Nitrous Oxide you can get into a motor,but the motor itself can only take so much stress before it breaks something. Because nitrous increases cylinder pressure-a product of stuffing more oxygen into a cylinder,rods usually bend before anything else breaks. Running a Nitrous engine lean will cause "hot spots" on the pistons that may destroy them in a few short seconds. Nitrous pumps up the torque curve immensely,this is how it adds more power to an engine. It also keeps this added torque to the power peak,increasing hp immensely also.

Nitrous kits are easy to install and service,but they need careful tuning and maintainence in order to work properly and not cause any premature engine problems/failures. You have to pay strict attention to the instructions included in a kit,as some kits differ from others.

Fuel System

Nitrous kits demand fuel pressure under load (engine load) to be a certain psi,usually 5 psi in carb systems,I have no idea what injected systems are run at. Most cars with carbs have a block mounted,or mechanical fuel pump,and FI cars usually have an electric pump in the fuel tank. The FI guys are OK,unless the pump is weak then you must replace it. The guys with carbs will have to buy an electric pump,because even a performance mechanical pump can't pump enough fuel at low engine rpms. You have to mount it as close to the fuel tank as possible,while still being inline with the fuel lines of the car. Mallory,Carter and Holley make excellent pumps for street use.

In order to get fuel to the Nitrous kit,you must tee your line in order to get fuel. FI guys use the Shrader valve on TPIs or LT1s. The carb guys must use a tee cut into the fuel line,which are included in most kits. You then set pressure to the kit at the psi called for in the manual under load,you may or may not need a fuel pressure regulator to do this.

If your motor makes a lot of hp-over 400 by itself,or if you run a lot of nitrous-200 hp or more,it is smart to run two seperate fuel pumps. One should be for the motor and one for the nitrous kit. You may even have to run two 1/2" fuel lines depending on how much hp your motor and kit can produce. If you run into this situation,expect to spend a lot of time and money in order to get enough fuel into your engine.

Nitrous Lines

Nitrous is run from your bottle-usually in the rear of the car,to the front using braided stainless steel AN lines,usually 4AN size. You mount the bottle in your hatch-or trunk and drill a hole through the floor to run the line under the car. You can run the line along the brake lines (I did),or along the fuel lines. You must keep it away from the exhaust,as it will heat the liquid Nitrous into gas-a no-no.

You connect it to the solenoid,and boom your'e done. A good item to add is a filter in line for the nitrous-the kit comes with a screen filter that clogs easily.

Electrical System

Nitrous is easy to hook in electrically to your car,but it must be done neatly and properly. You must connect the power end into a switched terminal in the fuse box-one that is hot only when the key is on. It is a double-safety switch system,one switch is the main power to the system switch,the other is a pushbutton that activates the system only when it is depressed. You have to ground the main switch and solenoids,not the push button-a word of early advice. Also use a decent size wire,as the kit may pull as many as 15 amperes of power-be overly conservative with this. Otherwise it is very simple to hook a kit up,put grommets if you wire through the firewall as a safety measure.

Timing and Nitrous Oxide

Behind fuel,timing is the most important area of Nitrous use to understand and follow. To get maximum power from a naturally aspirated or forced induction motor,you run the timing as high as detonation allows-you get max power there. By using better gas,you can put in more timing and get more power. Nitrous doesn't work that way. You must retard the timing when using Nitrous. Why? Because it pumps up cylinder pressure so much that detonation may occur,resulting usually in broken pistons and bent rods. You definitely don't want to do that!How to set timing:For every 50 hp in Nitrous you add to a motor,you must retard timing by 1-1/2 to 2 degrees in order not to damage parts. For a 150 hp kit,you would take 4-1/2 to 6 degrees of timing out. Since taking timing out when the car is not using Nitrous hurts power,you can either move the timing maually every time,or buy an ignition system that is controlable from inside the car when you want to.

Ignition power and systems

You must, at the minumum have an ignition system that puts out as much power as a stock system. Those cars with better ignition sytems will make more power on and off Nitrous. You can upgrade your ignition in a few ways:wires-buy new high performance wires and put then in.

''stingray''

February 9th, 2004, 03:03 PM

Plugs- nitrous likes the use of plugs one heat range colder then stock, also gap plugs according to stock or nitrous kit specifications (if there are any);Coil-use a coil with more power; Ignition box-use a quality box with a built in motor rev limiter, it increases spark power to the coil. By doing all of these upgrades, you will greatly increase ignition power and can gain up to 15 hp alone.

What does Nitrous work best with?

Nitrous needs a few things in order to work to its full potential. First, you need a free flow exhaust system-headers, 3" cat (f-bodies), and a good 3" cat back exhaust. Second, you need good tires; because Nitrous pumps up torque so much you may burn the tires for blocks.

Some parts that hold back normal motors may actually help nitrous motors go faster. For example, if you have 2.73 gears in your car, it is most probably slower than having 3.73 gears. With nitrous, you will not burn as much rubber with the 2.73s,and may even be able to activate the system sooner in your run-making better ETs with lower mph. Torque converters with high stall speeds on street tires with nitrous are a guarantee that you will either burn rubber, or not be able to activate the system as early.

You will need to have a new high performance clutch put in manual cars, autos need a trans prepped for race conditions because the extra torque will kill clutches and other parts very quickly. You should also have a limited slip rear, because the power will certainly overpower a 'one-logger'.

Nitrous also works best with motors that are stock or mildly modified. Those with more modified motors will not see as great an increase in power as non-modified ones. Nitrous works the same in different size motors, depending on kit size.

Building a Nitrous Motor

Guys who use Nitrous or build Nitrous motors professionally have a motto:

Build a nitrous motor as strong as one that would make the same power on the motor only.

This is how to build a motor for Nitrous that will outperform and outlive motors not built only for Nitrous use. It is expensive, as you need parts that are stronger than anything the factory ever put out. You will need pistons, rods, crankshaft, and block for the bottom end.

Bottom End

Nitrous motors need to be built for strength, not high rpms. Lightweight,” loose" motors will not last under Nitrous-you need strong, tight engines in order for you to thrive. First, take the motor apart, clean it and have it machined by a machine shop that specializes in race engines, rebuilding places don't cut the mustard. Second, since you will be spending almost all of your money on a crank, rods, and pistons, you should get a 400 to replace that 305 or 350. Third, get only premium parts-pink rods, TRW pistons and GM steel cranks are NOT premium parts. Get 4340 rods-as long as possible-usually 6". Get a stroker crank made out of premium steel-since the extra cubes only cost a little bit more. Get good pistons-J&E, Wiseco, Manley...etc matched to rod length and crank stroke. Have it balanced and thrown in with the proper parts. Also it is a good idea to have a splayed four bolt main, since the two bolt caps can be weak-stud it also.

Top End

The top end is where the power is; bottom end work is only to increase strength, durability, and cubic inch displacement. You need to have the proper intake, heads, and cam in order to make big power. It is best to closely match the cam and heads first, as there are less choices-and possible mistakes, in intake manifolds.

Cams for Nitrous motors will not make peak power at different rpms than motor only cams, but special considerations must be made. The cam controls valve motion, key to power or lack of it. Since Nitrous goes in as a compact liquid and escapes as a pressurized gas, steps must be taken in cam selection in order not to create backpressure that will cut power. If your heads flow better than 80% intake to exhaust, you can use a single pattern cam. If your heads flow under 80%, the backpressure of a single pattern cam is too much, a dual pattern is needed. A single pattern cam has the same duration and valve lift on both intake and exhaust. Dual pattern cams have more exhaust duration and valve lift than intake, allowing more exhaust gas out. The selection should also consider that heads that flow good at higher lifts should use that advantage, roller cams allow a lot more leway in lift vs duration.

Heads must be matched to the cam closely, a head meant for 7500rpm use will be useless on a 5500rpm motor, and it will actually hurt power. For advice on how to pick heads for power, look at the sections on motor work and cam selection at this web site. Heads make more power if the ratio of intake to exhaust flow is 80% or greater, otherwise the cam must be a dual pattern to make the max power.

Intakes are also important. If you have a carb motor, you can either get a dual plane or single plane manifold. Each has its own strengths and weaknesses. Dual plane intakes are meant to pump up bottom end torque offsetting the loss of hp high up. You can buy dual plane intakes for high or low rpm duty, still keeping low rpm torque. Those individuals with engines 350 ci and smaller should use a dual plane in order to pump up torque. Single plane intakes are meant to pump up high rpm hp without considering the loss of low-end torque. If you have a large-383 ci or bigger engine that has too much torque to hook up, a single plane is for you, as it will kill some torque and give you more hp on the top end. Nitrous is not picky with type of intake, but the motor is-do the right thing. TPI cars have fewer choices and therefore fewer opportunities to pick the wrong intake. If you have a low revving, or small size motor, a stock or ported stock style TPI intake will work best. If you have a higher revving, or larger ci motor that needs all the torque it can get, buy an Accel Superram intake. The Superram will increase high rpm breathing without hurting low-end torque. If you have a very high revving, or a motor with too much low-end torque, get a TPIS miniram. The Miniram is the same principle as the single plane intake, and GM's LT1 intake is a clone of this.

Types of kits

There are three major styles of kits: The plate system, the dry manifold system, and the direct port system. Each style has its advantages and disadvantages.

Plate System
Plate systems are the cheapest, easiest to install, and are the least accurate in Nitrous metering to the cylinders. The 'plate' fits under the carb or between the TB and intake in FI cars. It introduces the Nitrous/Fuel mixture all at that point, but distribution to the cylinders is not equal. The carb cars are better suited, as all intake runners are directly under the carb. Those with TPI or LT1 cars have large differences in how much fuel and nitrous each cylinder gets, as some runners are a foot further back than others. Kits range from 50 to 300 hp.

Dry Manifold System
Most 'dry manifold' kits are aimed toward FI cars-TPI and LT1 especially. Instead of the fuel and Nitrous both being introduced in the same point as the plate system, the fuel is injected using the fuel injectors the motor uses-the Nitrous is still injected in the same manner as the plate systems. This style offers several advantages over the plate system: it is easier to install, fuel is more evenly distributed to each cylinder, and it is less messy to install-no fuel teeing. It also has several distinct disadvantages: it is more expensive, it attempts to combine engine and Nitrous fuel requirements into one system, it uses a pre-set computer chip to meter fuel under Nitrous-if the chip is out of adjustment with the requirements of the Nitrous may cause heavy engine damage. It does not work well with carb motors because of design. Kits run from 100 to 175 hp.

Direct Port System
Direct port systems are the most accurate in fuel and Nitrous metering, are the most expensive, require heavy fabrication/modification, and are not easily hidden. Direct port systems put both a fuel and Nitrous line to each intake runner on an engine. Since each runner is individually tuneable, equality can easily exist between cylinders. To do this, each cylinder needs both a Nitrous and Fuel line run it-8 fuel and 8 Nitrous-all bent and installed precisely. It is obvious you should either take the intake off the car first, or better yet, have a pro do it. The kits also are expensive, starting at $700,not including pro installation. These kits are the safest and most powerful when using Nitrous Oxide. Kits add from 200 to 500+ extra hp.

Recommendations

Don't be afraid of Nitrous. Properly used, it is great. Abuse it and you will be walking home with a blown motor.
Learn all that you can before getting a kit; some people should use something other than Nitrous to attain their goals.
Read the manual carefully when you buy a kit.
Fuel is the most important commodity in your engine, make sure you have enough.
Make sure your ignition system is strong.
Make sure you set the timing to the recommended settings as stated by the Nitrous kit manufacturer.
Find a place local to you that offers Nitrous refills for a fair price.
Get the proper permits in order to use Nitrous Oxide in your car.
Since Nitrous will make your car go faster in the quarter mile, you must gear the car for Nitrous use, not for the motor only.
Enjoy yourself.

_______________________________________

''stingray''

February 9th, 2004, 03:05 PM

EGR Mod
Tools Needed:
Saw (hand or power (Dermal works well))
File (hand or power)
10 mm socket
Towel
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Parts Needed:
--------------------------------------------------------------------------------
Purpose:
Increase air flow into intake manifold by remove the egr tube from the path.
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How - To:
Step 1
Take bolt out of the drivers side of the egr on the intake manifold. Carefully, bend the egr tube towards the passenger side of the car. Be careful not to drop the O ring into the intake manifold when bending the egr tube. Be careful not to crimp the erg tube.

Step 2
Put a towel over the intake manifold were the egr tube goes in so you don't get metal shavings in your intake.

Step 3
Carefully cut egr tube just above the hole in the tube. File rough edges off. Wipe loose particles off with a towel.

Step 4
Remove the towel from the hole in the intake manifold and carefully bend the egr tube back down into the hole and make sure the O-ring is installed properly. Bolt the egr tube back down to the intake manifold.
______________________________________
Automobile Ride, Handling, and Suspension Design

When carried to the extreme, today's emphasis on automobile mass reduction has significant implications for vehicle ride and suspension design. We therefore review traditional automobile suspension systems and offer comments on the special considerations of suspension systems of extremely low-mass passenger cars.
The ride and handling characteristics of an automobile centre on the characteristics of the tires. Tires are the vehicle's reaction point with the roadway. They manage the input of forces and disturbances from the road, and they are the final link in the driver's chain of output commands. Tire characteristics are therefore a key factor in the effect the road has on the vehicle, and in the effectiveness of the output forces that control vehicle stability and cornering characteristics. The tire's basic characteristics are managed by the system of springs, dampers, and linkages that control the way in which tires move and react to disturbances and control inputs.

The bounce and steering movements of the wheels provide for a variety of simultaneous needs. They provide steering input for directional control, they compensate for (or utilize) body roll to improve cornering ability, and they move vertically in response to roadway irregularities in order to smooth out the ride and maintain adhesion. Wheels are connected to the sprung mass through linkages and are therefore affected by the rolling and pitching movements that occur about the suspensions system's reaction centers. The mechanical requirements for directional control, cornering forces, and ride comfort are continuously changing according to roadway and driving conditions. The suspension and steering linkages are designed to allow the wheels to move as needed to meet the dynamic requirements of various combinations of events. However, the designer is normally constrained by mechanical conflicts between structural members, the engine and drive train, and other components that also must fit into the vehicle. Consequently, errors in geometry are common, and the actual suspension system often falls short of the ideal in a variety of ways.

Ride Comfort
The quality referred to as "ride comfort" is affected by a variety of factors, including high frequency vibrations, body booming, body roll and pitch, as well as the vertical spring action normally associated with a smooth ride. If the vehicle is noisy, if it rolls excessively in turns, or lurches and pitches during acceleration and braking, or if the body produces a booming resonance, occupants will experience an "uncomfortable ride."

The ride quality normally associated with the vehicle's response to bumps is a factor of the relatively low frequency bounce and rebound movements of the suspension system. Following a bump, the undamped suspension (without shocks) of a vehicle will experience a series of oscillations that will cycle according to the natural frequency of the system. Ride is perceived as most comfortable when the natural frequency is in the range of 60 to 90 cycles per minute (CPM), or about 1 Hz to 1.5 Hz. When the frequency approaches 120 CPM (2 Hz), occupants perceive the ride as harsh. Consequently, the suspension of the average family sedan will have a natural frequency of about 60 to 90 CPM. A high-performance sports car will have a stiffer suspension with a natural frequency of about 120 to 150 CPM (2 to 2.5 Hz).

Originally, human sensitivity to ride frequency was believed to be associated with the natural oscillations of an adult human body during a walking gait. An adult walks at the rate of about 70 to 90 steps per minute (frequency), and the torso moves up and down about 2 inches (amplitude) with each step. Early designers therefore attempted to constrain vehicle oscillations to those limits, the ride was indeed comfortable, and the theory was therefore believed to be correct. Today, our information about human sensitivity to vibrations is more sophisticated. We know that amplitude affects human sensitivity to frequency, and that there are some frequencies that are especially uncomfortable. For example, a frequency in the range of 30 to 50 CPM will produce motion sickness. The visceral region of the body objects to frequencies between 300 and 400 CPM. The head and neck regions are especially sensitive to vibrations of 1,000 to 1,200 CPM (18 to 20 Hz). These are the types of vibrations that are likely to emanate from the tires or from axle hop. Longitudinal oscillations are sensed primarily in the torso. Surprisingly, humans are most uncomfortable with longitudinal vibrations in the 60 to 120 CPM range (the region of greatest comfort for vertical vibrations). Discomfort from longitudinal disturbances occur when the vehicle pitches or when the seats lean rearward at a higher-than-normal angle.

The perception of ride quality is degraded by virtually any disturbance experienced by the occupant. Human sensitivity varies according to the nature of the disturbance. Consequently, a "good ride" depends on the overall design of the vehicle, rather than just the design of the suspension system. To produce a comfortable ride, the high-frequency vibrations of wind and drive train noise must be minimized and properly isolated, and the suspension must be set in appropriate rubber mountings to isolate high-frequency roadway-induced vibrations. However, the natural frequency of the suspension system is still considered the cornerstone of a comfortable ride.

The static deflection rate of the suspension determines its natural frequency. Static deflection is the rate at which the suspension compresses in response to weight. Other factors, such as the effects of damping (shocks) and system friction, alter the natural frequency of the suspension system. However, the primary determinate is the undamped static deflection rate. If this rate is used in calculations, results will likely be very close to the actual value needed for a smooth ride.

The static deflection rate of the suspension is not the same as the spring rate. Springs are located inboard of the wheels where they are normally subjected to the mechanical advantage of the suspension linkages. Static deflection is related to the distance the sprung mass (essentially the body) moves downward in response to weight. A static deflection of 10 inches in response to a weight equal to that of the sprung mass will produce a natural frequency of 1 Hz. A 5-inch deflection produces a 1.4 Hz frequency, and a 1-inch deflection results in a 3.13 Hz frequency.

''stingray''

February 9th, 2004, 03:08 PM

The natural frequency of a suspension can be determined by a simple formula expressed as follows:

NF = Natural Frequency in Cycles Per Minute (divided by 60=Hz).

SD = Static Deflection in Inches.

Implications of High Payload-to-Vehicle Weight Ratio
As vehicle mass is reduced, the payload-to-vehicle weight ratio naturally increases, which has trickle-down effects throughout the vehicle. An extremely low mass automobile, in the order of 1,000 pounds or less, for example, will have an unusually high payload-to-vehicle weight ratio.

Variations in payload affect the natural frequency of the suspension. The critical damping force also varies with load. Over-damping (above 100 percent) dramatically reduces ride quality. In order to avoid over-damping at light loads, some degree of under damping is usually accepted at the fully laden weight. Also, a passive suspension in combination with a high payload-to-vehicle weight ratio require a relatively high static deflection rate (a stiff suspension) in order to avoid undesirable effects on vehicle ride height. Ride height refers to the height of the body at a given load. It is important to keep ride height variations within predetermined limits in order to maintain headlight dip angle, provide adequate suspension stroke, and to provide an appropriate ground clearance. Load naturally affects the standing height of the vehicle. As load increases, the vehicle rests lower on its suspension, and at lighter loads it rests higher. Heavy loads in the luggage compartment can affect the pitch of the vehicle.

The importance of a high payload-to-vehicle weight ratio becomes more apparent when the effect of payload on a standard sedan is compared to the effect of the same payload on a hypothetical ultra light vehicle. For example, a standard sedan of 3,500 pounds curb weight and a natural frequency of 1.2 Hz will rest 0.7 inch lower with the weight of two, 175-pound occupants aboard. The same static deflection rate in a 1,000-pound vehicle will cause the body to rest 2.45 inches lower with an equal, two-occupant load. A deflection of this magnitude will cause significant changes in the geometric relationship of suspension components. With a single occupant load, such a suspension would also allow the body to list to one side. In order to equal the payload-induced deflection of the large car, the 1,000-pound vehicle must have a static deflection rate of 2 inches, which will result in a relatively stiff, sports-car-like ride of 2.2 Hz natural frequencies. Consequently, an ultra light vehicle with a relatively high ratio of payload to vehicle weight will also have a relatively stiff ride. A self-levelling suspension and active damping could improve the suspension characteristics, but at higher cost and increased mass.

Payload variations can also have a much greater effect on the center of gravity of a low mass vehicle. Payload typically comes in human packages ranging from about 125 to 200 pounds each. A two-occupant load would therefore represent roughly one-third of the curb weight of a 1,000-pound vehicle. The same load amounts to only 10 percent of the curb weight of a 3,500-pound automobile. The effect of payload variations on center of gravity therefore becomes increasingly more significant as vehicle weight is reduced. Target handling characteristics of an extremely low mass vehicle should be based on the fully laden weight.

The Ratio of Sprung to Unsprung Weight
Unsprung weight includes the mass of the tires, brakes, suspension linkages and other components that move in unison with the wheels. These components are on the roadway side of the springs and therefore react to roadway irregularities with no damping, other than the pneumatic resilience of the tires. The rest of the mass is on the vehicle side of the springs and therefore comprises the sprung weight. Disturbances from the road are filtered by the suspension system and as a result are not fully experienced by the sprung weight. The ratio between sprung and unsprung weight is one of the most important components of vehicle ride and handling characteristics.

Unsprung weight represents a significant portion of the total weight of the vehicle. In today's standard-size automobile, the weight of unsprung components is normally in the range of 13 to 15 percent of the vehicle curb weight. In the case of a 3,500-pound vehicle, unsprung weight may be as high as 500 pounds. A 500-pound mass reacting directly to roadway irregularities at highway speeds can generate significant vertical acceleration forces. These forces degrade the ride, and they also have a detrimental effect on handling.

Early pioneers believed that the primary job of the suspension system was to absorb bumps and smooth out the ride. Today we understand that an equally important function of the suspension is to keep the tires in contact with the road. This is not as easy as it might appear to be. When a tire encounters an irregularity the resulting forces tend to reduce contact pressure and therefore degrade adhesion. Obstacles impart a vertical acceleration to tires that increases in proportion to the forward speed of the vehicle and the size of the obstacle. The greater the accelerated mass (unsprung weight) the greater the kinetic energy. In a sense, a raised obstacle throws tires away from the roadway. A depression causes the surface to rapidly drop away leaving the tire to follow along when inertia can be overcome by the downward pressure of the springs. Both occurrences reduce the tire's contact-pressure and tires can actually become airborne if the forces are great enough.

The forces generated by roadway irregularities (bumps) must be overcome by the springs in order to keep tires in contact with the road. The force of the springs comes from the compressive load imposed by the weight of the vehicle. The lighter the vehicle, the less compressive force is available, and the easier it is for the vertical motion of the wheels to overcome the inertia of the sprung mass and transfer motion to it as well. The ideal combination occurs when the ground pressure is maximized and inertial forces are minimized by a high sprung-to-unsprung weight ratio. A high ratio keeps the tires more firmly in contact with the road, and it also produces the best ride.

The sprung-to-unsprung weight ratio is particularly important to the design of extremely low mass vehicles. The necessarily higher suspension frequency produces a rougher ride, which can be accentuated by smaller tires typical of smaller cars. Smaller diameter tires react more violently to bumps and potholes. Their reduced radius causes them to move deeper into depressions and climb more quickly over obstacles. The higher acceleration rates are offset to a large degree by the reduced mass of the smaller tires. Tests have shown, however, that smaller tires do in fact produce a rougher ride, even though they are lighter. With smaller, lighter vehicles, it is even more important to keep the ratio of sprung to unsprung weight as high as possible in order to reduce the undesirable effects of smaller tires.

When the ratio of payload to vehicle weight is exceptionally high, the fully laden weight provides the most valid basis for comparison. For example, the curb weight of Urbacar was only 650 pounds, which at the typical large-car ratio would have provided for a total unsprung mass of less than 100 pounds. At 23 pounds each just for the tire/wheel assemblies (exclusive of brakes, axles and suspension linkages), it is easy to see that Urbacar was far off the mark. However, the two-up weight of Urbacar was approximately 1,000 pounds. Using the two-up weight of both vehicles, the 500-pound unsprung mass of the 3,500-pound car (3,850 lb with two occupants) equates to a 130 pound unsprung mass for Urbacar, which is more in line with the actual weight of the components.

Regardless of the perspective, every component of the unsprung mass must be more closely scrutinized in low mass vehicles in order to keep unsprung weight to an absolute minimum. The advantages for the designer in this regard are that a low mass vehicle will impose significantly lower structural demands on components, and the lower operating speeds result in greatly reduced unsprung acceleration forces.

Cornering Dynamics
According to Newton's First Law, a moving body will continue moving in a straight line until a disturbing force acts it upon. Newton's Second Law refers to the balance that exists between the disturbing force and the reaction of the moving body. In the case of the automobile, whether the disturbing force is in the form of a wind-gust, an incline in the roadway, or the cornering forces produced by tires, the force causing the turn and the force resisting the turn will always be in balance.

Vehicle "feel" and handling characteristics have to do with the way in which the vehicle's inertial forces and the cornering forces of the tires act against each other. The magnitude and vector of the inertial forces are established by the vehicle's weight and balance. In a turn, angular acceleration results in a force that is centered at the vehicle center of gravity and acts in a direction away from the turn center. The ability to overcome these forces and produce a controlled, stable turn depends upon the combined characteristics of the suspension and tires. The job of the suspension system is to support, turn, tilt and otherwise manage the tires and their relationship to the vehicle and the ground in a way that will maximize their capabilities.

''stingray''

February 9th, 2004, 03:09 PM

The Tires In A Turn
At relatively low speeds (parking lot manoeuvres) the vehicle turns according to the geometric alignment of the wheels. The wheels roll in the direction they are heading, and the vehicle turns about the point established by a projection of the front axles intersecting a projection of the rear axle. As speed increases, the actual turn center moves forward due to the slip angle of the tires. Click on Figure 1 below to retrieve a drawing that illustrates the location of the turn center.

Figure 1: Vehicle Turn Center (5k)

Slip angle is related to the lateral load or cornering force of the tire. As lateral loads increase due to higher cornering speeds, tires creep to the outside of the turn and therefore move in a direction that is different from their heading. The difference between the tire's heading and the direction of travel is called the slip angle.

Vertical load on the tires has an effect on the lateral cornering force generated at a given slip angle. In general, cornering force increases as the vertical load increases, but the increase is not proportional to the load. The tire's ability to develop cornering force, in relation to its vertical load, is known as its "cornering coefficient". Tire cornering coefficient declines as vertical load increases. However, the inertial forces of a vehicle in a turn increase in proportion to the increase in weight. Consequently, tires that are more lightly loaded can handle greater g-loads during turns, which is a feature that is especially relevant to the handling characteristics of low mass vehicles. The graph in Figure 2 shows the relationship between vertical load and cornering coefficient (click on the link to retrieve the image). The coefficient is determined by the percentage of rated load that is represented by the actual vertical load imposed on the tire. The graph in Figure 3 provides another way to view the relationship between slip angle, vertical load, and lateral cornering force.

Figure 2: Tire Cornering Coefficient (5k)

Figure 3: Tire Cornering Forces (5k)

Another cornering force comes from the tire's camber angle. When a tire rolls at a camber angle it generates a lateral force in the direction in which it is leaning. The lateral force is known as "camber thrust". The thrust produced by camber angle is much less than the force produced by slip angle. However, it can be a significant component of the total forces that contribute to vehicle handling characteristics.

Over steer and under steer
The weight bias of the vehicle determines its inherent oversteer/understeer characteristics. A vehicle that is heavier at the front will tend to under steer and one that is heavier at the rear will over steer. A vehicle in which the weight is equally distributed between the front and rear axles tends to exhibit neutral steer characteristics. Although the inherent understeer/oversteer characteristics of a vehicle are determined by its weight distribution, the design of the suspension and the selection of wheel and tire size can enhance or moderate those characteristics.

Under steer results when the slip angle of the front tires is greater than the slip angle of the rear tires. A greater steering angle is then required in order to maintain the turn. When the steering angle reaches full lock and the turn cannot be maintained, the vehicle drifts to the outside. In an under steer condition, the driver is attempting to negotiate a turn, but the vehicle mushes ahead refusing to cooperate. Over steer produces just the opposite condition.

During over steer, the slip angle of the rear tires is greater than the front. Consequently, the turn-rate increases on its own and the driver therefore reduces the steering angle to compensate. During severe over steer, the steering angle may reach full lock in the opposite direction while the vehicle continues on into the turn. The vehicle is then said to "spin out." A vehicle that under steers is considered safer in the hands of the average driver.

An obvious solution to the negative effects of under steer and over steer would seem to be that cars ought to be designed for neutral steer. Neutral steer is the theoretical ideal in which the slip angles of front and rear tires increase in unison throughout the range of steering angles. Unfortunately, the factors that influence vehicle dynamics are not so precisely manageable. With the slightest encouragement, a car with neutral steer characteristics can easily cross over into an over steering condition. Consequently, designers prefer to create some degree of under steer in order to avoid to over steer.

Tuning the Suspension of a Completed Vehicle
When the suspension is designed, certain handling characteristics are targeted. However, mechanical compromises, errors, or limitations of the art may result in a vehicle that does not handle precisely as intended. Even after the vehicle is finished, the suspension can be tuned for different cornering characteristics. The variables available for tuning the suspension include changes in tire and rim size, tire inflation pressure, and the stiffness and location of the anti-roll bar.

The anti-roll bar is essentially a transverse-mounted torsion bar designed to reduce body-roll during turns. It exerts no influence on the suspension when wheels bounce in unison. If vertical movement on one side exceeds the vertical movement on the other, the anti-roll bar exerts an opposing force. Along with its primary function of reducing body-roll, the anti-roll bar will also reduce the combined cornering force and the adhesion limits of the side-by-side tires that are being acted upon. Consequently, the location and stiffness of the bar can be modified to influence the over steering or under steering characteristics of the vehicle.
An over steering tendency will be reduced by locating the anti-roll bar at the front where it will reduce the cornering force and adhesion of the front tires. If the vehicle under steers, the anti-roll bar should be located at the rear. If an anti-roll bar is already required at both ends of the vehicle to achieve adequate roll stiffness, use an anti-roll bar of greater stiffness/diameter at the end of the vehicle where reduced cornering force is desired, and use a less-stiff/smaller-diameter bar at the other end.

''stingray''

February 9th, 2004, 03:09 PM

Changing the tire's inflation pressure has a more limited effect on handling characteristics. Inflation pressure influences the slip angle of the tire. A softer tire will require a greater slip angle in order to achieve equal cornering forces. Also a lower inflation pressure will cause the tire to reach its limit of adhesion at lower g-loads. Consequently, increase the inflation pressure at the end of the vehicle requiring greater cornering forces (greater adhesion). Reduce the inflation pressure for reduced adhesion and cornering forces.

Tire/wheel size is another important variable. Larger diameter tires tend to ride more smoothly, and they also develop greater cornering forces. However, installing larger tire to improve cornering is not always practical. Larger tires can cause clearance problems if the vehicle was not design for them, and they also affect suspension geometry. An alternative approach would be to install the same tires on wider rims. This provides a wider cross-sectional base for the tires and thereby improves cornering. Wider tires also aid in cornering, but at the expense of a rougher ride. Tires with a lower aspect ratio (low profile tires) develop significantly greater cornering forces and therefore can be used to improve the handling of a vehicle with marginal handling characteristics. Within limits, varying tire-size, rim-width and inflation-pressure can adjust cornering forces to achieve the desired overall performance.

The Effect of Polar Moment of Inertia
The moment of inertia has to do with a body's resistance to angular acceleration. Polar refers to the ends. Consequently, the polar moment of inertia of a vehicle is related to the mass that is located near the front and rear. Rotating a dumbbell back-and-forth around a central axis can experience the effect of polar mass. The weight concentrated at the ends makes the barbell resist changes in direction. A ball of equal weight will reverse directions with little effort because the mass is concentrated at the center. Most passenger cars are designed with a relatively high polar moment of inertia. The engine is located over the front or rear axle and the fuel and luggage are located at the opposite end. The center of the vehicle is hollow to provide room for the occupants.

A low polar moment of inertia results in a vehicle with more responsive handling, but it also produces a more choppy ride. A vehicle with high polar mass is less nimble, but it offers a smoother ride. Sports cars tend to have a low polar moment of inertia for nimble handling, and they also tend to ride more roughly than passenger cars. Normally, a good balance between ride and handling can be achieved. The designer does not have to decide between one and the other extreme.

Rollover Threshold
At the most fundamental level, a vehicle's rollover threshold is established by the simple relationship between the height of the center of gravity and the maximum lateral forces capable of being transferred by the tires. Modern tires can develop a friction coefficient as high as 0.8, which means that the vehicle can negotiate turns that produce lateral forces equal to 80 percent of its own weight (0.8 g) before the tires loose adhesion. The cg height in relation to the effective half-tread of the vehicle determines the L/H ratio, which establishes the lateral force, required to overturn the vehicle. As long as the side-force capability of the tires is less than the side-force required for overturn, the vehicle will slide before it overturns. This analysis is useful for comparing the rollover propensity of various vehicles, as shown in Table T-1. Under dynamic conditions, however, a vehicle's rollover threshold is a more complicated issue.

''stingray''

February 9th, 2004, 03:10 PM

Table T-1

ROLLOVER THRESHOLD COMPARISON

Vehicle Type cg Height (inches) Tread (inches) Rollover Threshold (lateral g-load)
Sports Car 18-20 50-60 1.2-1.7
Compact Car 20-23 50-60 1.1-1.5
Luxury Car 20-24 60-65 1.2-1.6
Pickup Truck 30-35 65-70 0.9-1.1
Passenger Van 30-40 65-70 0.8-1.1
Medium Truck 45-55 65-75 0.6-0.8
Heavy Truck 60-85 70-72 0.4-0.6

Rapid onset turns impart roll acceleration to the body that can cause the body to overshoot its steady-state roll angle. This happens with sudden steering inputs, it occurs when a skidding vehicle suddenly regains traction and begins to turn again, and it occurs when a hard turn in one direction is followed by an equally hard turn in the opposite direction (slalom turns). The vehicle's roll moment depends on the vertical displacement of the center of gravity above its roll center. The degree of roll overshoot depends upon the balance between the roll moment of inertia and the roll damping characteristics of the suspension. An automobile with 50 percent (of critical) damping has a rollover threshold that is nearly one third greater than the same vehicle with zero damping.

Overshooting the steady-state roll angle can lift the inside wheels off the ground, even though the vehicle has a high static margin of safety against rollover. Once lift-off occurs, the vehicle's resistance to rollover rapidly diminishes, which results in a condition that quickly becomes irretrievable. The roll moment of inertia reaches much greater values during slalom turns wherein the forces of suspension rebound and the opposing turn combine to throw the body laterally through its roll limits from one extreme to the other. The inertial forces involved in overshooting the steady-state roll angle can exceed those produced by the turn-rate itself.

Tripping is another cause of rollover in an otherwise rollover-resistant vehicle. Tripping occurs when a vehicle skids against an obstacle, such as a curb. In this case, the lateral speed of the vehicle is suddenly arrested and extremely high momentary loads are imposed across the vehicle's center of gravity. If the load spike exceeds the vehicle's rollover threshold, rollover will occur.

Figure 4: Rollover Caused by Tripping (9k)

The nature of these conditions and the resulting forces are difficult to predict in real-world conditions. Consequently, the best design for rollover protection will include adequate roll damping and the greatest possible static margin of safety against rollover.

The Relationships of Steering Axis Inclination, Caster, Camber, and Pivot Radius In Front Suspension Systems
The geometric relationships of the front wheels would be relatively simple if it were not for the fact that they also steer the vehicle. Once the wheels take on the job of steering, the dynamic requirements and the angular relationships become much more complicated. With early beam axles, the kingpin provided the steering movements. The first kingpins were aligned perpendicular to the ground and as a result, steering movements were very simple; a wheel steered around its axis just like a door swings on a hinge. However, a suspension with a perpendicular kingpin has no self-aligning characteristics, and the slightest bump at one wheel can impart significant steering inputs. Consequently, the perpendicular kingpin was discarded very early on. Thereafter, the kingpin was attached to the axle at an angle so the swivel line projected outboard and forward toward the ground plane. The lateral tilt is known as the steering axis inclination and the longitudinal tilt is called the caster angle.

Steering Axis Inclination
Steering axis inclination refers to the lateral tilt of the axis around which the wheel rotates when it is steered. By leaning the steering axis inboard at the top (or outboard at the bottom) the swivel-line is projected much nearer the tire centreline at ground level. That reduces directional disturbances caused when the tire encounters an obstacle. If the steering axis meets the ground inboard of the tire centreline, an obstacle will cause the wheel to steer outboard. If the steering axis projects outboard past the tire centreline, an obstacle will create a steering input toward the inside. A steering axis that meets the ground at the tire centreline eliminates the steering inputs of obstacles, but it also eliminates the "feel" of the road.

The distance the steering axis is offset from the tire centreline is called the "pivot radius". Cars are normally designed with a positive pivot radius (the tire centreline is outboard of the swivel-line at ground level) in order to provide a feel of the road. However, if the pivot radius is too great, obstacles can then produce uncomfortable steering inputs that, in the extreme, can cause loss of control.

Figure 5: Pivot Radius (5k)

Other requirements of the suspension system, as well as mechanical conflicts between components, may prevent the designer from locating the steering axis projection appropriately close to the tire centreline. Wheels can then be set at a slight positive camber angle to move the contact patch inboard toward the swivel line.

Steering axis inclination is responsible for most of the self-cantering force of the steering system. The steering axis of passengers’ cars normally leans inboard 10 to 15 degrees. The incline places the swivel-line the wheels off-plane with the ground. As a result, a steering movement in either direction moves the wheels downward and lifts the vehicle upward. The weight of the vehicle therefore produces a resultant that keeps wheels aligned to the vehicle heading.

Figure 6: Effects of Steering Axis Inclination (5k)

''stingray''

February 9th, 2004, 03:12 PM

Caster Angle
Caster angle introduces a new element. The caster angle refers to the longitudinal inclination of the steering axis. It creates a self-centering force that is somewhat different from the one created by the lateral steering axis inclination. A positive caster is established when the steering axis meets the ground ahead of the center point of the contact patch (a point directly under the axle). Most passenger cars have a positive caster on the order of 0 to 5 degrees. A positive caster causes the wheel to trail behind the steering axis. When the vehicle is steered, the caster angle develops an opposing force that tends to steer the vehicle out of the turn. Click on Figure 7 to retrieve a drawing of caster angle.

Figure 7: Caster Angle (5k)

Another effect of caster angle is that it causes the camber angle to change when the wheels are steered. When the vehicle is steered, the inside wheel progresses into a positive camber and the outside wheel progresses into a negative camber. Considered independently of steering axis inclination, the effect of caster in a turn is to drop the side of the vehicle on the outside of the turn and to raise it on the inside of the turn.

Camber Effects
Camber is the lateral inclination of the wheel. If the wheel leans out at the top, away from the vehicle, it has a positive camber angle. With a negative camber angle, the wheel leans inward at the top. Camber-changes occur when the body leans during a turn and when the wheels move vertically through jounce and rebound. A wheel set at a camber angle produces "camber thrust," which is a lateral force generated in the direction of the lean. The magnitude of camber thrust is substantially less than the forces generated by slip angle (direction in which the tire is rolling). Bias ply tires produce significantly greater camber thrust than do radial tires.

Figure 8: Camber Thrust (5k)

As a general rule, the vehicle will handle well if the camber angle meets certain criteria. At the fully laden ride height; the front wheels should assume a zero or slightly positive camber angle. During jounce, as the wheel moves upward through its arc, camber should progress to a negative angle in relation to the vehicle. The purpose of the negative camber angle is to maximize cornering forces by keeping the outside tire upright or at a slightly negative camber angle as the body leans to the outside of the turn. The second purpose of negative camber is to minimize lateral movement, or tire scrubbing, at the contact patch.

When wheels move through the arc prescribed by the suspension linkages, they may be dragged laterally inboard and outboard as they move up and down. Lateral movement causes a scrubbing action at the contact patch, which reduces adhesion and shortens tire life. Severe lateral scrubbing can also cause a condition known as "bump-steer." A suspension system with a large scrubbing action will cause the vehicle to veer to one side when adhesion or vertical wheel movement is not equal at both side-by-side wheels. Ideally, the camber angle will change during jounce enough to compensate for the suspension-induced lateral movement at the hub. Camber change should also compensate for body roll to keep the outside wheel from lean away from the turn. Tire scrubbing (changes in the tread) should be minimized by good suspension design, and camber changes should be minimal as well.

Figure 9: Wheel Movements During Bounce (6k)

Consideration of camber angle has traditionally emphasized the front wheels. With the proliferation of independent rear suspension systems, the effects of camber angle have become just as important at the rear of the vehicle. Rear wheel camber changes can augment cornering forces, and they can influence the balance between over steer and under steer.

Steering Geometry
The idea of steering the front wheels around separate axes was invented in 1817 by a Munich carriage builder named Lankensperger. His agent, a fellow by the name of Rudolph Ackerman, took out an English patent on the invention. Later in 1878, a French carriage builder, Charles Jeantaud, introduced a refinement known as the "Jeantaud Diagram" which provided a more precise prediction of the correct geometry. Today, Lankensperger's invention, along with Jeantaud's refinements, is usually referred to as "Ackerman Steering."

An important requirement for wheels steered around separate axes is that the inside front wheel must turn at a sharper angle than the outside wheel. This is due to the fact that the inside wheel moves through a smaller arc. The difference between the inside and outside steering angles progressively increases as the wheels are turned more sharply (higher lock angles). At the low steering angles typical of highway speeds, differential steering is relatively unimportant. Figure 10 illustrates the geometry of Ackerman Steering.

Figure 10: Ackerman Steering (5k)

Books on chassis design explore the subject in great detail and provide the graphical and analytical data required to determine length and inclination of steering knuckles, both ahead of and behind the wheels. Calculations can be quite involved and must take into account a host of variables in linkage and suspension system layouts. Several years ago, Walter Korff worked out a table that applies to simple beam axles with the steering knuckles behind the kingpin axes. Since the results of most calculations must be graphically verified, one could use Mr. Korff's table as a starting point, then adjust the angles to remove real-world errors.

Table T-2

STEERING KNUCKLE ANGLE
(Retrieve Figure 10 for Angle X illustration)

Wheelbase
(inches) Tread
(inches) Angle X Wheelbase
(inches) Tread
(inches) Angle X
100
90
80
70 42.5
38
34
30 72 degrees 100
90
80
70 60
54
48
42 66 degrees
100
90
80
70 45
40.5
36
31.5 71 degrees 100
90
80
70 62.5
56
50
44 65 degrees
100
90
80
70 48
43
38.5
33.5 70 degrees 100
90
80
70 64
57.5
51
45 64 degrees

''stingray''

February 9th, 2004, 03:12 PM

With independent suspension systems, each front wheel is steered individually by a separate link. This arrangement introduces important new geometric relationships. The links of a simple rack and pinion steering assembly must be of the correct length and correctly located. If the geometric relationships are not correct, bumps can produce steering inputs. In general, the steering linkage should be located near, and parallel with, the lower suspension link, as shown in Figure 11. The rate of differential steering is affected by the for-to-aft location of the steering box in relation to the steering knuckles, as well as by the steering knuckle angular offset.

Figure 11: Steering Link Relationship (5k)

Front Suspension Systems
The two types of front suspension systems that account for nearly all vehicles in production today are the double A-arm and the MacPherson strut. There are also a few variations that have not worked well in large-car applications, but may offer new possibilities with low mass vehicles.

Beam Axle
The beam axle is a familiar design but it is no longer considered appropriate for automobile application. It is strong and inexpensive, and as a result, it is ideally suited to heavy trucks and smaller utility vehicles. The advantages of the design include its simplicity, low cost, and rugged layout, as well as a naturally high roll center that reduces body rolls in turns. The disadvantages have to do with its performance. A bump at one wheel is transferred across to the other wheel. In addition, the gyroscopic forces of both wheels work together to induce shimmy, and the design results in greater unsprung weight and a rough ride.

The Double A-Arm Suspension System
The upper and lower A-arm suspension has been the predominate system of U.S. cars for nearly half a century. Early versions had two parallel A-arms of equal length, which resulted in wheels that leaned outboard in turns. The design also caused excessive tire scrubbing because of the large variation in tread-width as the wheel moved off the neural position. When the concept of unequal length A-arms was developed, designers were given a new design tool that provided almost infinite control over the movements of the wheels. Today, handling characteristics are limited only by the limits of tire performance and the basic weight and balance of the vehicle, not by the mechanical limitations of the suspension system.

The unequal length, non-parallel A-arm system allows the designer to place the reaction point of the wheel at virtually any point in space. The actual position of that point (virtual reaction point) is controlled simply by moving the inboard connection of the upper and lower A-arms up or down, or closer together or farther apart. For example, moving the inboard connection points farther apart moves the reaction point farther way until it reaches infinity when the arms are parallel. If the inboard connection points are moved still farther apart, the reaction point then flips to the other side and assumes a position in space some distant to the outside of the wheel.

A line projected from the bottom of the wheel to the virtual reaction point establishes the vehicle roll center at the point of intersection with the vertical centreline of the vehicle. The height of the roll center is therefore controlled by varying the inboard connection points of the upper and lower A-arms as needed to vary the height of the virtual reaction point (see Figure 12).

Figure 12: Upper and Lower A-Arm Suspension (6k)

Anti-dive is another feature that is easily designed into the double A-arm suspension. Vehicles with a soft ride tend to dive when braking. This is due to the weight transfer toward the front of the vehicle. The tendency to dive on braking can be partially alleviated by tilting the upper A-arm as shown in the drawing in Figure 13.

Figure 13: Anti-Dive Design (5k)

The MacPherson Strut
Earl S. MacPherson of the Ford Motor Company invented the MacPherson strut front suspension system in the 1940’s. It was introduced on the 1950 English Ford and has since become one of the predominate suspensions systems of the world. This simple system utilizes the piston rod of the built-in telescopic shock absorber to also serve as the kingpin axis. Normally, a coil spring is mounted over the strut assembly, in which case, a thrust bearing at the top of the spring prevents spring wind-up during turns. The lower link may be in the form of an ordinary A-arm. More commonly, a narrow transverse link (sometimes called a track rod) locates the lower end of the strut in the transverse direction and a separate member called a radius rod locates the assembly in the longitudinal direction. However, the anti-roll bar can serve as the longitudinal link and thereby eliminate the separate radius rod.

The advantages of the MacPherson strut include its simple design of fewer components, widely spaced anchor points that reduce loads, and efficient packaging. From a designer's viewpoint, its disadvantages include a relatively high overall height, which tends encourage a higher hood and fender line, and its relatively limited camber change during jounce. A disadvantage on the consumer level is the comparatively high cost of servicing the shock absorber.

A small camber change during jounce and rebound is characteristic of the strut design. Raising or lowering the inboard anchor point of the transverse link, and by varying the steering axis inclination controls the vehicle roll center.

Figure 14: The MacPherson Strut (4k)

Both Urbacar and Urba Electric utilized a specially designed miniature MacPherson that did not suffer as badly from the tall shock-tower syndrome of existing designs. Another interesting concept utilizes a flat spring as the transverse link. The idea of replacing a suspension link with a leaf spring has been tried in a variety of configurations. Difficulties have centered on the high longitudinal loads imposed caused by braking, and the limited deflection characteristics typical of leaf springs. However, the lower loads typical of low mass vehicles, along with the greater control over spring characteristics provided by composite spring designs, offer an opportunity for a new look at unconventional suspension systems.

Figure 15: Modified MacPherson for Three-Wheel Car (7k)

Rear Suspension Systems
Designers have traditionally invested a great deal of effort in front suspension design. Often, the rear axle was simply hung in place and the driving was left to the front. Things have changed in the last couple of decades. Rear suspension design has become just as sophisticated as the front. In fact, the design variations are probably greater at the rear. Rear suspension systems can be divided into three basic categories:

Dead Axles, such as the one-piece beams at the rear of front-wheel-drive vehicles
Live axles with the final drive incorporated.
Independent suspension systems.
Dead Rear Axle
The dead rear axle comes in a variety of configurations. Every layout of the powered rear suspension system becomes a dead axle layout when power is not transferred to the wheels. The rear wheels are not considered as steering wheels. As a result, even the beam axle is a more docile layout when the axle is used at the rear in an empowered configuration. The most popular dead rear axles include the beam axle and the trailing arm and semi-trailing arm suspensions.

One-Piece Live Axle
The live rear axle is similar to the beam front axle or the dead rear axle, except that it is subjected to the torsional loads involved in transmitting power to the road. The design is rugged, simple, and relatively inexpensive, but its high-unsprung weight results in a poor ride. The rear axle is not involved in steering so the disadvantages are somewhat less troublesome than those experienced with the beam front axle. However, unsprung weight is very high and as a result the design produces a rougher ride and is very susceptible to wheel hop and tramp.

The traditional live axle of older American cars is the Hotchkiss drive. The Hotchkiss drive is distinguished by its semi-elliptical leaf springs that also serve as the suspension links. Difficulties with the Hotchkiss drive have to do with its limited ability to transfer torque, its high interleaf friction and high unsprung weight, and the imprecise location of the rear axle assembly. Consequently, it is difficult to achieve a good ride and to appropriately manage the torsional loads of braking and power transfer. Braking and acceleration transfer high torsional loads to the axle, which can rotate off plane due to the flexibility of the springs.

''stingray''

February 9th, 2004, 03:13 PM

Figure 16: Hotchkiss Rear Axle (4k)

Designers have attempted to overcome the limitations of the live axle by replacing the leaf springs with coil springs and locating the axle with linkages of various configurations. Such systems do improve cornering performance, as well as smooth out the ride. When linkages are introduced, control is also gained over the dive and squat characteristics associated with acceleration and braking.

The Swing Axle
Ride and handling are greatly improved when the wheels can respond independently to disturbances. The swing axle design is the simplest way of achieving an independent rear suspension. Its simple design utilizing the drive axle as the transverse link and the inboard universal joints as the suspension axis was responsible for its early attractiveness. With swing axles a disturbance on one side is not transferred to the opposite wheel as it is with a solid axle. Ride and handling are therefore improved. The first swing-axle design to gain wide popularity in the U.S. was the immortal VW Beetle. When the Beetle was introduced into the U.S., its fully independent suspension system represented a significant step forward in suspension design. However, swing axles do suffer from characteristic limitations and as a result the design is rarely used on modern cars.

Swing-axles produce large changes in camber and tread during bounce, and the design can become unstable in turns due to the "jacking" effect. Setting the wheels at a negative camber can reduce the tendency to jack. However, too much negative camber can also produce a vehicle with a vague, mushy feel of directional instability. Slings under the axles or zee brackets can be designed to limit downward travel and thereby avoid wheel tuck-under. A correctly designed swing axle suspension works reasonably well, but its undesirable characteristics can never be fully overcome.

Figure 17: Swing-Axle Rear Suspension (9k)

Trailing Arm and Semi-Trailing Arm Suspensions
With trailing arm and semi-trailing arm suspensions the wheels are free to bounce independently. Each wheel moves up and down around the axis of a trailing or semi-trailing arm. The difference between the two designs is that the axis of the trailing arm is at right angles to the vehicle centreline whereas the semi-trailing arm axis angle inboard and toward the rear. Both configurations are popular for either powered or non-powered rear suspension systems.

If the rear wheels are powered, the final drive is mounted in a fixed location and an axle drives each wheel half-shaft. Each half-shaft is equipped with an outboard and inboard universal joint to accommodate angular variations during bounce. Half-shafts also have a telescopic action to accommodate the variation in final drive-to-wheel distance as wheels move up and down. Rear end lift during braking is countered by the downward component at the leading end of the arms.

Body roll produces camber and toe changes in the semi-trailing arm design. Consequently, camber thrust and modest slip-angle forces can combine to produce steering inputs as the body rolls to the outside of the turn. Roll-steer effects are at a minimum when the arm axis is parallel to the ground and increase when the inboard end is raised or the outboard end is lowered. The degree of camber change depends primarily on the distance to the instantaneous center. The instantaneous center is normally located no closer than the centreline of the opposite wheel. A closer location will produce wheel movements that emulate the swing-axle, along with the negative attributes of tuck-under and unfavourably large camber change.

Figure 18: Trailing Arm and Semi-Trailing Arm Rear Suspension (9k)

Strut and A-arm Rear Suspensions
The rear suspension system can emulate the design of the MacPherson strut or the upper and lower A-arm front suspension system. At the rear, a MacPherson style suspension is referred to as a "Chapman strut", or simply a "strut" suspension. The geometry, mechanical layout, and wheel travel characteristics are essentially the same, except the strut rear suspension does not steer (at least in the traditional sense). Upper and lower A-arm systems come in a variety of unique configurations. Designs sometimes utilize the drive axles as suspension links, such as with the Jaguar and Corvette rear suspension systems.

Suspension Guidelines for Extremely Low Mass Vehicles
Extremely low mass vehicles are often penalized by poor suspension design. Just the opposite approach is necessary in order to bring out the natural handling capabilities of a low mass vehicle. Whereas a high mass vehicle has greater inherent stability, a low mass vehicle has greater inherent agility and handling precision. These natural characteristics can be degraded by poor design, or they can be enhanced by good design. Use the following general guidelines with low mass vehicles.

Use the fully laden weight for performance and handling calculations.
Keep unsprung weight to a minimum. Consider a simplified suspension design, and use lightweight alloys or plastic composites for springs and structural members.
Keep the center of gravity as low as possible. Correct cg location is especially important in low mass vehicles, and even more so in three wheel designs.
The center of gravity should be ahead of the wheelbase mid-point of a four-wheel platform, and no farther than 35 percent of the wheelbase from the side-by-side wheels of a three-wheeler.
The tread should be as wide as possible and the wheelbase as long as possible within the constraints of the vehicle package. Locate wheels at each of the extreme corners of the vehicle.
Use a fully independent suspension, and keep the contact patch location stable (minimal lateral movement).
Eliminate suspension and steering geometry errors. Go the extra mile for precession.
Establish the roll center according to the vehicle cg. If the cg is extremely low, the roll center may be at, or near ground level. The roll moment should be lower for extremely low mass vehicles.
Roll stiffness is essential for low mass vehicles. If the vehicle under steers, place the anti-roll bar at the rear. If it overseers, place the anti-roll bar at the front.
For increased traction, use wider rims and/or wider tires.
A torsionally rigid platform (frame) is essential for precise handling characteristics.
At freeway speeds, aerodynamic effects will be an important consideration, and aerodynamic effects increase as weight decreases. Consequently, the aerodynamic center of pressure should be as close as possible to the vehicle center of gravity. Eliminate lift; keep ground clearance minimal, angle the body slightly downward at the front.