Fiero: GM’s Other Plastic-Bodied Sports Car
story by george ryan •
In 1965, newly appointed Pontiac head and GM vice president John Z. De Lorean authorized development of a two-seater that would undersell the newly introduced Mustangs by a minimum of $500. In order to accomplish that goal, he instructed William Collins to design a car using 80 percent standard production parts. When presented with the Collins design, GM denied the Pontiac Division the authority to go ahead with the project. It wasn’t the first time.
Ever since the introduction of the Bonneville Special concept car in 1954, Pontiac execs had made no secret they wanted to build a two-seat vehicle. GM had continually denied them the authority. Undeterred, De Lorean continued his efforts and tried to convince GM that the Pontiac version of the Camaro—to be called the Firebird—should be a two-seat car. No sale.
Fast forward to 1978. The need for a smaller car again became a popular topic when Congress enacted the Corporate Average Fuel Economy standard. The Pontiac Division lobbied GM for permission to build an economical two-seater that used components from other GM models and could meet the new CAFÉ standards. This time they got a green light to design a concept car that the company brass could evaluate.
Enter Hulki Aldikacti. In 1979 he was appointed chief design engineer for the project and new ideas began to evolve. The concept car received a mid-mounted engine, impact-resistant plastic body panels and the first space frame intended for mass production. In early 1980, Aldikacti was driving his prototype around the GM center, and on April 16 of that year, GM gave the go-ahead for the car. This date is celebrated as the birth of the Fiero.
On April 24, 1980, the project was given to chief production designer John Schinella for styling refinement. However in late 1980, GM passed the word to stop work on the car. They had experienced more than $8 million in losses that year and the U.S. was in a major recession. Aldikacti ignored the stop orders—three times. Each time he told his people and outside vendors to continue work.
“I don’t do hobby things,†Aldikacti is quoted as saying. “When I do something, you know it is serious. Time was against us, so we couldn’t stop. Besides, it is very difficult and very expensive to stop and start again on a very large project—we had to keep going.â€
Aldikacti’s perseverance—and daring—paid off. In May 1982 GM gave approval to go into production. On Sept. 22, 1983, the Pontiac Fiero was introduced to the public as a 1984 model. Pontiac finally had its two-seater.
A Hit with GM Employees
Despite the revolutionary design, the Fiero was very safe and strong. Only a Volvo scored higher for impact safety. It was runner-up to the 1984 Corvette as Motor Trend’s “Car of the Year†and selected as one of Car and Driver’s “10 Best.†Despite early recalls because of a fire hazard, Fiero enjoyed the highest owner satisfaction of all GM cars in 1984, with more than 83.3 percent saying they would buy again.
The Fiero accounted for more than 25 percent of all Pontiac sales in 1984, with more than 120,000 units sold. However, GM had a problem it had never faced before: employees were buying Fieros before the public could get the chance. Better than 10,000 GM employees bought a Fiero in 1984.
The Fiero was also given the honor of being chosen as the official pace car for the 1984 Indianapolis 500. Each of the three cars built received a 2.7-liter, four-cylinder engine that produced 232 hp at 6500 rpm and 210 lb.-ft. of torque at 5500 rpm. Those cars topped out at 144 mph and could accelerate from zero to 60 in 7.2 seconds. The Fiero was the first four-cylinder car to pace an Indianapolis 500 since the 1912 Stutz—and the last four-cylinder car to do so.
Pontiac added a sport model for 1985. The GT featured the aero body panels similar to the 1984 Indy pace car and received a higher-output version of the 2.8-liter V6. A standard coupe version called the SE was also available with this new V6 as an option.
The 1986 model year was the first for the fastback GT, which journalists mistook for the new Corvette when they first saw it. Changes for 1987 saw the suspension refined, the four-cylinder engine improved, a larger gas tank and a new nose for the coupe.
Dropping the Bomb
The year 1988 brought great improvements to handling—and ironically, the end of the line. Thanks to a completely reworked suspension (falsely rumored to have been designed by Lotus) the ’88 Fiero is considered the best of breed today. Not only did skid-pad numbers increase to .84g, but the braking was uprated as well, with a 60-to-zero distance of 141 feet, as compared to 151 feet for the ’84 model.
But on March 2, 1988, a bomb was dropped. GM announced to the press that Fiero would cease production—and quickly. The last copy was built Aug. 16, 1988, and the factory closed the following day.
[Insert final production figures here, if available.]
GM cited financial reasons for the demise of the Fiero, but many still dispute this as the real cause for the decision. GM was projecting as much as a $20 million loss on the Fiero between 1988 and 1995, yet other models with larger loss projections continued in production.
Many believe that improving the performance of the Fiero was really what caused its death, coupled with political rivalry between GM divisions. There are rumors a prototype 190-horsepower, Quad 4-powered Fiero was headed for production for 1989. It would have been faster than the 1989 Corvettes while yielding better skid-pad numbers. Additionally, a proposed 3.1-liter V6 and improved suspension would have moved the performance envelope of the 1989 Fiero to rival Camaro, also causing conflicts.
The real “why†for the decision will probably always remain a mystery to the general public.
Improving the Handling
Because of the car’s advancing age, the rubber suspension bushings on most stock Fieros have deteriorated. Replacing them returns a measurable improvement in handling. However, GM no longer stocks the rubber bushings, and the aftermarket only offers polyurethane. It’s a dilemma for autocrossers, as installing the stiffer pieces will kick the car up a class. A petition is presently being circulated for signature by Fiero owners competing in the SCCA Stock categories which requests consideration for allowance of aftermarket bushing replacement due to nonavailability.
For the 1984-’87 chassis, the biggest handling weakness is caused by the bumpsteer found in the rear suspension. Because using existing parts from other GM cars was a design mandate, the rear cradle and suspension setup is essentially a front-wheel-drive Chevrolet Citation setup turned around. As a result, the Fiero has struts in the rear and shock absorbers in the front—the opposite of most cars. The tie rods are simply bolted to the cradle, and suspension movement translates to toe change, thus causing bumpsteer.
There are several methods to improve or eliminate the bumpsteer found in the early-chassis Fiero, including commercially available kits from companies like RCC Specialty Products and Held Motorsports. Another proven cure is to install the cradle/suspension from the completely redesigned 1988 car. This cradle/suspension swap is being considered by the SCCA Solo Department under the update/backdate allowance, but has not yet been approved.
Upgrading the shock absorbers, struts, anti-roll bars and springs can also make improvements, with KYB and Koni the brands which seem to be preferred by enthusiasts for shock absorbers and struts.
The only Fieros to sport a rear anti-roll bar were the 1988 Formula and GT models (another reason for the improved handling that year), but this upgrade can be performed on an early chassis or a 1988 coupe. One other oft-performed upgrade is the installation of a big brake kit, with either the Pontiac Grand-Am or Chevy Beretta serving as donor cars.
Big Power Potential
When Hulki Aldikacti and his designers penned this car, little did they realize its full performance potential. The original four-cylinder Super Duty engine won many competitions, but through the years, a wide range of powerplants have been put under the hood, ranging from the 2.3-liter Quad 4 to big-block V8s. Outputs have ranged from 180 hp to more than 650, all of it placed over the rear axle.
Besides hopping up the original 2.8-liter V6, other conventional ways to gain more power are to install a newer 3.1-liter V6 or the ever-popular Camaro/Firebird 3.4-liter V6.
However, almost any front-wheel-drive GM engine setup can and has been installed in the Fiero, including the 4.9-liter Cadillac engine (as installed by The Fiero Factory) and the Cadillac Northstar (installed by Design 1 Systems). Other popular swaps include the 3.8-liter V6 (including turbocharged and supercharged versions), the twin-cam 3.4-liter V6 and the powerful, lightweight Quad 4.
In addition to “traditional†engine swaps, electric- and propane-powered Fieros have also been built. More than one salvaged Fiero has been made into a very unique, good-looking utility trailer.
The Fiero chassis has also become a popular donor for kit cars in recent years. There are several Ferrari replicas built on the Fiero chassis—including one offered by some Pontiac dealers in 1988 called the Mera—but the replica Lamborghini Countach kit outnumbers the Ferrari wannabes by a large margin. There are also custom-designed body kits available.
Buying Tips
Thanks to the handing upgrades, smoother looks and V6 engine, the 1988 GT and Formula models tend to be the most sought after today, with the five-speed GT at the top of the list for street use. The lighter weight 1988 Formula is the choice for grassroots competition. The rarest color is yellow and the T-top is the most popular option. The 1988 Fiero will hold its value better than the earlier versions and the GT model has even seen an increase in value over the past couple of years. Figure $XXXX for a cherry ’88 V6.
While many enthusiasts hold out for a 1988 model, remember that the 1984–’87 cars can be modified to handle as well as or better than the 1988 cars.
Thanks to the Enduroflex and fiberglass panels, there is no rust to worry about on the body of a Fiero. The only common area of corrosion to watch for is in the battery box.
As with any used car, items like engine compression, evidence of oil consumption, uneven tire wear and the like should be checked if you’re thinking about buying one, but there are also a few Fiero-specific issues. Be sure to check the clutch engagement and disengagement on any manual transmission car, as the hydraulic clutch components frequently need servicing. Shifting should be smooth and free from binding. While the shift cables are not usually a high maintenance item, they are often overlooked as a source of binding. More than one Fiero has been sold at a bargain price when all it required was a set of shift cables. Rodney Dickman’s Fiero Accessories is a good source for accessories to make shifting smoother.
In the suspension, the torque strut—commonly called the dogbone—has a rubber bushing that often will need replacing. Polyurethane suspension bushings, and a poly-fitted “dog bone,†can be found at The Fiero Store.
The seat bolsters are the most visible and common problem with the Fiero interior. They can become worn, torn and, well, shabby looking. A set of leather seat covers for the do-it-yourselfer (along with a very comprehensive set of instructions) is available from Mr. Mikes. They also provide other interior items such as sun visors and shift knobs. A sagging headliner is not uncommon and a replacement fiberglass liner is available from The Fiero Store.
Another common problem is cracking and crazing of the sail panels located just behind the driver and passenger windows. Replacements for the coupes are available from Paul McKibben, Inc., while GT sail panels can be found at The Fiero Store
Support and Activities
There are a number of Web resources designed to help any Fiero owner maintain, upgrade or modify his or her car. Perhaps the most popular, with almost 5800 members, is Pennock’s Fiero Forum (www.fiero.nl). To help the owner interested in amateur motorsports, a Web list can be accessed at FieroRacingList@yahoogroups.com.
There is one international club, Classic Fiero Owners Group International (CFOGi), and they can be reached at www.cfogi.org. Every state has a local club, although some are more active than others. The site provides a list.
In July 2003, CFOGi and the Michigan Fiero Club co-hosted a 20th Anniversary Celebration at the birthplace of the Fiero: Pontiac, Mich. More than 450 Fieros from across the U.S. and Canada were registered for the various events, including a NASA-sanctioned track day at Waterford Hills, drag racing and a car show. GM brought nine Fiero prototypes to the show, while an original Fiero pace car was shown by the Indy 500 museum. The Saturday festivities were capped off by a banquet featuring Fiero legend Hulki Aldikacti.
***SIDEBAR***
Fiero Race History
In addition to strong sales figures, the Fiero instantly saw competition success in both professional and amateur motorsports with wins at both IMSA and SCCA events.
The Fiero quickly found a home in professional road racing and was the first American car to win in IMSA GTU competition, doing so in only its seventh competition, the series’ 1984 visit to Michigan International Speedway.
The wide-bodied Fieros continued to run strong in 1985, and rocker John Oates—half of the duo Hall & Oates—co-drove one of the cars at IMSA’s Road America event. (Unfortunately, third gear broke while Oates was driving, sending the car into a guardrail.)
A Spice-built GTP-class Fiero made its debut for 1986, and the car ran strong in IMSA Camel Lights competition, taking the pole position the first time out.
In 1987, the Pontiac Fiero won the IMSA Manufacturers Cup, the first car of any type to take the cup from Mazda after a 16-year domination. That year, Fiero won nine of 16 GTU races, held the pole in 11 of them, and set 10 of the fastest race laps. The Fiero won more than 40 professional races in the 36 months that it competed at that level.
At the grassroots level, the V6-powered Fiero has been competitive in Solo II autocross competition from the outset, winning the 1987 SCCA C Street Prepared Ladies title with Pat Hines behind the wheel. In 1989 Todd Rupp won a D Stock national championship with a similar car. That same year, Rickey Hines drove a Fiero to a C Street Prepared national title. The V6-powered Fiero was re-classed to C Stock for the 1990 season and continued to do well on the national scene until 1993.
The 90-horsepower, 2.5-liter, four-cylinder Fiero was never very competitive in either the Stock or Street Prepared categories. This Fiero was always considered (and classified) as a sports car, but its commuter car background was never considered by the SCCA when classifying this car.
Perhaps the most visible autocross Fiero would be the tube-framed, Fiero-bodied, Rover V8-powered E Modified car driven by Steve Tamandli: This car has won five national championships since 1992.
Thanks to an abundance of torque, the V6 Fiero really shines in SCCA ProSolo competition, where the drag-race start is paramount; the car literally jumps off the line. National ProSolo titles have been won by Todd Rupp and Eric Eckman.
The V6-powered Fiero hasn’t been as prevalent in SCCA Club Racing, although it can be run in the GT2 and Improved Touring A classes. There is currently a movement underway to develop a Spec Fiero class.
sources
Design 1 Systems
(405) 733-5505
www.Design1Systems.com
The Fiero Store
(800) 343-7648
www.fierostore.com
Held Motorsports
(616) 893-1433
www.heldmotorsports.com
Mr. Mikes
(941) 922-5070
www.mrmikes.com
Paul McKibben, Inc.
www.fierosails.com
RCC Specialty Products
(817) 536.3820
www.rccspecialty.com
Rodney Dickman’s Fiero Accessories
(262) 835-9575
www.rodneydickman.com
West Coast Fiero
(310) 305-4111
www.westcoastfiero.com