Pontiac Fiero
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- Fiero redirects here. For the DC Comics character, see Fiero (comics).
Brief history
Once a dream originally envisioned by John Delorean in 1969 with the code name of "X-4", the Fiero -- meaning "fierce" in Italian -- was finally designed by Hulki Aldikacti as a Pontiac sports car. Because of a "cool" reception by GM management and accountants, it was finally sold to GM as a fuel-efficient commuter car. The public, however, had other ideas for the only mid-engined car ever mass produced in North America. The Fiero was also the first 2-seater Pontiac made since the 1926 to 1938 coupes, and until the 2006 introduction of the Pontiac Solstice. The sports car potential of this car was greatly reduced due to cost-cutting however, and came under fire from critics because its publicity did not match its initial performance. Though originally designed with its own suspension and brakes, the "bean counters" at GM forced the use of off-the-shelf components which severely limited the Fiero's performance envelope. [[Citing sources citation needed]]
By the end of production, the Fiero had received the original suspension design but kept a limited offering of engines — the use of turbochargers or the newer DOHC straight-4 engines, never made it to production. Officially, production ended because of insufficient profits, though many claim that GM in fact made a profit during every year of production. Budget constraints on Pontiac forced them to borrow parts from other models rather than use the suspension originally designed by the engineers. For example, some of the front suspension was taken from the Chevrolet Chevette[link]'s double A-arm design, allowing the wider and low-slung Fiero to handle exceptionally well (though at a cost; the Fiero shared front wheel bearings with the Chevette, and the Fiero's greater weight, wider tires and tendency to be driven like a performance car resulted in short bearing life). On the other hand, Chevette enthusiasts routinely upgraded their notoriously undersized brakes and rotors using Fiero parts. The rear suspension and base drivetrain was almost identical to the front end of GM X-body cars like the Chevrolet Citation and Pontiac Phoenix - the Fiero even included rear tie-rod ends for alignment, though they would have been used for steering had that particular assembly been used in an X-car.
Engine fire reputation
The fires, which affected almost exclusively the 2.5 L engine, and mostly '84 models at that, were due in some cases to the engine wiring harness being located above the exhaust manifold, with a notoriously leaky valve cover in between. Most valve covers leak oil onto the exhaust manifold eventually. If the wiring falls onto the exhaust manifold, or somehow shorts against it, it often ignites the oil that has leaked onto the back of the engine. Also, the 1984 model had a magnesium grille over this area. In later models, this was corrected to some degree with much better heat shielding. This issue was mostly with the early models and mostly due to poor maintenance.But the primary cause of engine fires was actually poorly made connecting rods combined with poor owner maintenance. The connecting rods were produced in GM's Saginaw plant, where the measure was by the ton, not by quality. As the "Iron Duke" engine was a relatively long-stroke four cylinder engine, it produced most of its power in the low revolution ranges. In most vehicles, this was not a problem, but there were two serious issues working against the Fiero. The sports car styling attracted buyers who would drive the car hard - especially over-revving the engine. The long-stroke geometry of the Iron Duke makes it unsuitable for high-revving, evidenced by the fact the tachometer typically shows redline at 4500 rpm - furthermore, the original intake manifold, head porting and camshaft design gear the engine more to torque than to horsepower; the car will accelerate hardest below 4000 rpm. Unsophisticated drivers lacking experience with long-stroke engines will erroneously assume that more power is produced at higher revolutions. When connecting rods failed during hard driving, they punched holes in the engine block, spraying oil onto hot exhaust components where it could ignite. Again, driving habits and poor maintenance, primarily keeping oil levels correct, were large factors with the engine fire issues.
However, most vehicles left today have most certainly been serviced by GM during one of the many recalls on the car. On the fire-related recalls, shields and drip-trays were added to prevent leaking fluids from contacting hot surfaces. The presence of drip shields between the engine block and the exhaust manifold are a good clue that the car was retrofitted.
Cooling system issues
With the mid-mounted engine and long pipes carrying coolant to the front-mounted radiator, the Fiero was also prone to overheating if the cooling system had not been properly filled. Simply pouring coolant into the thermostat housing (on the engine) would leave a large bubble in the radiator, while adding coolant to the radiator would cause a large bubble in the engine's coolant passages. The classic symptom of a cooling system problem was that the temperature gauge swung wildly as large air pockets passed through the system. Of course, sudden temperature swings were likely to cause cracked heads and blocks or other engine damage. Owners who failed to follow the coolant fill procedure listed in the owner's manual for their car often had problems.ECM issues
The Fiero ECM (Electronic Control Module) is typical of an engine control computer of its day. It included electrolytic capacitors which have a tendency toward failure after a decade or so, especially in climates prone to temperature extremes. A typical symptom of failing ECM capacitors is that the car will not start from the starter motor but will easily push-start (failed capacitors do not properly smooth out the electrical noise caused by the starter motor, causing the computer not to operate). Any competent electronics technician (especially those schooled in television and monitor repair) should be able to replace all the electrolytic capacitors in a given ECM, likely restoring it to proper operation.Suspension design
The front end of the car is a wider direct derivative of the Chevette. A double A-arm (or double wishbone) design common prior to MacPherson struts, it has naturally good geometry. But it also has four ball joints on the front and another four tie rod ends. These allow great adjustability, but require regular lubrication on most models.The rear suspension is essentially a GM X-car's front suspension picked up, and moved to the rear of the Fiero. The uppers are top-plates and MacPherson struts, while the lowers are attached with ball joints. In lieu of the steering rack which would have been installed in an X-car, tie rod ends are attached to the engine cradle and used to align the rear wheels.
The overall design provides an extremely good independent suspension to all wheels, built with GM's off-the-shelf parts. Maintenance is required on most vehicles, as they predate modern sealed ball joints. Should one ball joint require replacement (evidenced by any detectable wobble in a ball joint when the wheel is in the air), it is prudent to replace all six ball joints and all eight tie rod ends in the car; otherwise, the requisite four wheel alignment would be a waste of money after the inevitable and imminent replacement of the next ball joint.
With the 1988 model year came a completely new front and rear suspension with vented disc brakes at all four corners- what Pontiac's engineers had planned for the car to have from the beginning. The front suspension geometry was changed to decrease the scrub radius thus decreasing steering effort without adding a bulky power steering system. The camber curve was also much improved, the dampers are moved inside the coil springs, and new sealed bearing/hub units were used (unique to the 1988 Fiero, to the dismay of many owners seaking repair or restoration). The rear suspension featured multi-link (two lateral links and one trailing arm) MacPherson strut suspension, and the bump steer experienced with the earlier suspension design was fixed. The brakes were also upgraded to 10.5" vented rotors on the front and rear with an improved slide caliper design. The Fiero Formula (new for 1988) and Fiero GT models also received a rear swaybar.
Today
The Fiero has a strong following of owners and customizers today. Because of an abundance of replacement parts available from other General Motors vehicles, there are many upgrades that can be done to improve performance and reliability of the cars. Additionally, a multitude of different General Motors engines have been installed by enthusiasts, from the Quad-4 engine to the Chevrolet small-block V8.The Fiero 2M4 (2 seat, Mid-engine, 4 cylinders) was on Car and Driver magazine's Ten Best list for 1984. The 1984 Fiero was the Official Pace Car of the Indianapolis 500 for 1984, beating out the new 1984 Corvette for the honor.
A large following of owners still exists with many web pages, groups, and clubs devoted to the car, and the basic chassis is commonly used as a kit-car platform from wild custom rebodies to Ferrari F355 replicas.
Transmissions
Automatics
All automatic-equipped Fieros were equipped with the three-speed TH-125 with torque converter lockup.
Automatic transmission final drive ratios:
- I4
- *1984-1986: 3.18
- *1987-1988: 2.84
- V6
- *1985-1986: 3.06
- *1987-1988: 3.33
4-speed manual
All 4-speed manual transmissions were built at the Muncie, Indiana Allison plant. The 1984 production line saw two transmissions, a performance 4-speed with a final drive ratio of 4.10, and an economy 4-speed with a final drive ratio of 3.32. The V6 on the 1985 model and part of the 1986 production year came with a 4-speed with a final drive ratio of 3.65.5-speed manual
Isuzu and Getrag-produced 5-speed transmissions were available, depending on model and equipment (The "getrag" actually being a Muncie built transmission based on a Getrag design). The Getrag is the stronger unit, designed for use with the higher output of the V-6, but both are used without failure on high-torque V8 engine swaps. '''Manual transmission gear ratios
| Year | Style | Code | Axle | 1st | 2nd | 3rd | 4th | 5th | rev. |
|---|---|---|---|---|---|---|---|---|---|
| 1984 | econo 4 speed | MY8 | 3.32 | 3.53 | 1.95 | 1.24 | 0.73 | — | 3.42 |
| 1984 | perf 4 speed | M19 | 4.10 | 3.53 | 1.95 | 1.24 | 0.81 | — | 3.42 |
| 1985 | V6/4-speed | M17 | 3.65 | 3.31 | 1.95 | 1.24 | 0.81 | — | 3.42 |
| 1985 | I4/5-speed | MT2 | 3.35 | 3.73 | 2.04 | 1.45 | 1.03 | 0.74 | 3.50 |
| 1986 | V6 4 speed | M17 | 3.65 | 3.31 | 1.95 | 1.24 | 0.81 | — | 3.42 |
| 1986 | V6 5 speed | MG2 | 3.61 | 3.50 | 2.05 | 1.38 | 0.94 | 0.72 | 3.41 |
| 1988 | I4/5-speed | MT2 | 3.35 | 3.73 | 2.04 | 1.45 | 1.03 | 0.74 | 3.50 |
| 1988 | V6/5-speed | MG2 | 3.61 | 3.50 | 2.05 | 1.38 | 0.94 | 0.72 | 3.41 |
Production years
1984
1984 was the first production year for the Pontiac Fiero, which began production in August 1983 for the 1984 model year. In an effort to sell the car as being economically sensible, GM equipped and sold the Fiero as a commuter car but the marketing build up leading to initial release indicated anything but a regular commuter car. The car also proved uncomfortable for some drivers because of the lack of power steering.The 1984 was the only year in which the Limited "Indy Pace Car" edition, consisting of an Indianapolis 500-themed option package on SE-model vehicles, was offered. Approximately 2,000 of these vehicles were sold. The Indy had aero body cladding and new front and rear fascias that would be used on the 1985 GT.
| VIN | Style | Cars produced |
|---|---|---|
| 1G2AE37RxEPxxxxxx | Fiero | 7,099 |
| 1G2AM37RXEPxxxxxx | Fiero Sport | 62,070 |
| 1G2AF37RxEPxxxxxx | Fiero SE or Indy | 65,671 |
| Total production | 136,840 | |
1985
In 1985, the problem with insufficient power was first addressed, much to the satisfaction of the general public. A Chevrolet 2.8 L V6 engine rated at 140 hp (104 kW) was put into the car, satisfying most critics of the base engine. The High Output V6 was paired with a modified Muncie 4-speed transmission. The 4-cylinder engine (known as the "Iron Duke") was now paired with the Japanese-designed Isuzu 5-speed (also produced at the Muncie, Indiana plant).
| VIN | Style | Cars produced |
|---|---|---|
| 1G2PE37R#FP2##### | Fiero | 5,280 |
| 1G2PM37R#FP2##### | Fiero Sport | 23,823 |
| 1G2PF37R#FP2##### | Fiero SE (I4) | 24,724 |
| 1G2PF379#FP2##### | Fiero SE (V6) | |
| 1G2PG379#FP2##### | Fiero GT | 22,534 |
| Total production | 76,371 | |
1986
1986 was the first year the fastback was offered. Also offered late in the production year was a 5-speed Getrag transmission (coupled only to the V6 engines). Models equipped with the 4-cylinder engine remained largely unchanged. The clutch hydraulic systems were redesigned with new master and slave cylinders.
| VIN | Style | Cars produced |
|---|---|---|
| 1G2PE37R#GP2##### | Fiero | 9,143 |
| 1G2PM37R#GP2##### | Fiero Sport | 24,866 |
| 1G2PF37R#GP2##### | Fiero SE (I4) | 32,305 |
| 1G2PF379#GP2##### | Fiero SE (V6) | |
| 1G2PG379#GP2##### | Fiero GT | 17,660 |
| Total production | 83,974 | |
1987
1987 had minor modifications to the front and rear fascias on the "base coupe" with the SE & GT models keeping the same "Aero" nose. The 4-cylinder's power rating increased to 98 hp (73 kW) with some major modifications which included a roller cam, redesigned intake manifold, distributorless ignition system, open combustion chamber cylinder head and upgraded throttle-body fuel injection system. This was also the last year for the spin-on oil filter on the 4-cylinder. The car was offered in Medium Metallic Blue but was otherwise externally unchanged from the preceding three models. Redesigned headlight motors appeared in 1987.
| VIN | Style | Cars produced |
|---|---|---|
| 1G2PE11R#HP2##### | Fiero | 23,603 |
| 1G2PM11R#HP2##### | Fiero Sport | 3,135 |
| 1G2PF11R#HP2##### | Fiero SE (I4) | 3,875 |
| 1G2PF119#HP2##### | Fiero SE (V6) | |
| 1G2PG119#HP2##### | Fiero GT | 15,968 |
| Total production | 46,581 | |
1988
The 1988 Fiero brought a new suspension design, thought by many to have a striking resemblance to those designed by Lotus, which at the time, was about to be acquired by General Motors. The suspension was never a Lotus design though - it was all Pontiac. The 4-cylinder engine received an in-pan oil filter element and balance shaft and a more powerful V6 was available. A "Formula" model was added, which was basically a GT with the standard coupe body. 1988 marked the end of production for the Fiero, and the 1988 model is considered to be the best Fiero produced. Improvements to suspension, brakes, steering, and improvements to both the four-cylinder and V6 engines took the car to a level far beyond the 1984 model that had received much criticism. Also 1988 was the only year for factory installed t-tops, and the only year yellow paint was available from factory.
| VIN | Style | Cars produced |
|---|---|---|
| 1G2PE11R#JP2##### | Fiero | 23,603 |
| 1G2PE119#JP2##### | Fiero Formula | 15,968 |
| 1G2PG119#JP2##### | Fiero GT | |
| Total production | 39,571 | |
1989
A never produced 1989 Fiero has been seen at a few major shows, sparking much interest. Much of its design influence was found in the fourth-generation Firebird. Other engines were proposed, right up to a factory installed V8 that is rumored to have been seen at a test track. The only 1989 Fiero came equipped with a turbocharged V6 engine making 205 hp. It would have been faster, quicker, better handling, and cheaper than the Corvette. This is probably a large reason why the Fiero was killed off (some of this has been confirmed by people talking to Hulki Aldikacti at the 20th anniversary reunion meet).
| VIN | Style | Cars produced |
|---|---|---|
| 1G2PE11x#KP2##### | Fiero | 1 |
| Pontiac road car timeline, United States market, 1960s-present - | |||||||||||||||||||||||||||||||||||||||||||||||||||||
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| Full-size | Bonneville/Catalina/Star Chief/Executive | Parisienne | Bonneville | ||||||||||||||||||||||||||||||||||||||||||||||||||
| Crossover | Vibe | ||||||||||||||||||||||||||||||||||||||||||||||||||||
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| Sports | Firebird/Trans Am | ||||||||||||||||||||||||||||||||||||||||||||||||||||
| 2-seater | Fiero | Solstice | |||||||||||||||||||||||||||||||||||||||||||||||||||
Fieros in the Media
- Two Fieros can be seen at the Ponitac dealership in the movie, Back to the Future II. Two Fieros, a red Fiero GT and behind it, a car that looks like a gray 1989 Fiero GT is seen in the background during the Town Square "future scene".
- A Fiero can be scene racing a Delorean in the 1985 film, Malibu Express.
- A Fiero can be seen in the movie "Stay Alive" (2006) The car is red with T-Tops and is driven by one of the main characters.
External links
References
- Witzenburg, Gary. Fiero:Pontiacs Potent Mid-Engine Sports Car. Motorbooks International Publishers. Osceola, WI 1990.
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