1994–2002 Pontiac Firebird / Trans Am Convertible (4th Gen): An Expert Buyer’s and Enthusiast’s Guide
Historical Context and Development Background
The fourth-generation Pontiac Firebird arrived for 1993 on GM’s F-body architecture, sharing its bones with the Chevrolet Camaro yet carrying a distinctly Pontiac identity. The factory-built convertible joined the range for 1994, converted by ASC (American Sunroof Corporation), which engineered the power top, additional body reinforcements, and structure-specific trim. Production occurred at GM’s Sainte-Thérèse, Quebec, plant, with convertible conversions handled off-line.
Corporate priorities in this period were clear: keep the F-body relevant against Ford’s SN95 Mustang while delivering robust performance-per-dollar. Pontiac’s remit emphasized visual drama and torque-rich V8 performance. The 1998 model year facelift sharpened the car’s appearance with projector-style headlamps and a new front clip, while simultaneously ushering in the all-aluminum LS1 V8 on V8 models—an inflection point in performance and refinement. High-performance Ram Air cars wore the WS6 option code, complemented by SLP Engineering’s dealer-installed Firehawk program for customers who wanted even more.
In motorsport, fourth-gen F-bodies were fixtures in SCCA Showroom Stock, Touring classes, and club autocross—less so in factory-backed pro racing—yet they earned a reputation for durability and pace in track-day environments when set up properly. Period rivals spanned the Mustang GT/Cobra convertibles, the Camaro Z28/SS convertible, and, at the upper end, heavier and pricier open GTs like the Mitsubishi 3000GT Spyder VR-4 and Nissan 300ZX convertible earlier in the decade.
Engine and Technical Specifications
Fourth-gen convertibles spanned a broad powertrain suite, from thrifty V6s to Ram Air V8 flagships. The leap from iron-head LT1 to all-aluminum LS1 in 1998 brought meaningful weight savings over the front axle and a broader powerband.
| Engine | Configuration | Displacement | Factory HP | Induction | Redline/Rev Limit | Fuel System | Compression | Bore x Stroke |
|---|---|---|---|---|---|---|---|---|
| 3.4L V6 (L32) 1994–1995 | 60° OHV V6 | 3,350 cc | 160 hp (approx. 200 lb-ft) | Naturally aspirated | ~6,000 rpm | Sequential multi-port injection (SFI) | ~9.0:1 | ~3.62 in x 3.31 in |
| 3.8L V6 (L36) 1996–2002 | 90° OHV V6 | 3,791 cc | 200 hp (approx. 225 lb-ft) | Naturally aspirated | ~6,000 rpm | SFI | ~9.4:1 | 3.80 in x 3.40 in |
| 5.7L V8 (LT1) 1994–1997 | 90° OHV V8 | 5,665 cc | 275 hp (1994–95); 285 hp (1996–97); WS6 Ram Air 305 hp | Naturally aspirated; WS6 Ram Air (functional) | ~5,700–5,800 rpm | SFI | ~10.4:1 | 4.00 in x 3.48 in |
| 5.7L V8 (LS1) 1998–2002 | 90° OHV V8 (aluminum) | 5,665 cc | 305 hp base (1998–2000); 310 hp base (2001–02); WS6 Ram Air 320 hp (1998–2000) / 325 hp (2001–02) | Naturally aspirated; WS6/Firehawk Ram Air (functional) | ~6,200 rpm | SFI | ~10.1:1 | 3.90 in x 3.62 in |
Chassis and Driveline
All convertibles are front-engine, rear-drive with a torque-arm live axle, trailing links, and a Panhard rod. Up front, the F-body’s short/long arm suspension and a low cowl height benefit turn-in, while the 1998 update brought lighter, stiffer front brake hardware (PBR twin-piston calipers) and incremental NVH improvements. V8 cars offered the T56 6-speed manual; most V6s used a 5-speed manual or 4L60-E 4-speed automatic. Typical axle ratios included 3.42:1 for most 6-speed V8s and 2.73 or 3.23 for automatics, depending on tire rating and option package.
Driving Experience and Handling Dynamics
Convertible F-bodies ask a little more of their structure, and Pontiac accounted for that with sill and underbody reinforcements added by ASC. Even so, compared with a hardtop, there’s modest cowl shake on poor surfaces, and the steering—quick but light—communicates best with WS6/Firehawk spring and tire calibrations. The LT1 cars deliver the familiar low-rpm shove and a gruff mechanical character; the LS1, by contrast, is revvier and more linear, with less mass over the nose and crisper transient response.
On a good road, the chassis works best when driven with tidy inputs. The torque-arm rear will put power down faithfully if the surface is smooth; on broken tarmac, lateral grip is substantial but demands measured throttle. The T56 is long-legged with a genuinely tall top gear, and the clutch take-up is better in later LS1 cars. Throttle response ranges from adequately sharp (LT1) to especially keen in LS1 WS6/Firehawk Ram Air cars, which also benefit from the larger 17-inch tire footprint (typical 275/40ZR-17) and stiffer roll control.
Full Performance Specifications
Factory ratings and period instrumented tests place these cars squarely in the quick convertible category of their day. Tire speed rating and drivetrain choice significantly influence outcomes.
| Variant | 0–60 mph | Quarter-Mile | Top Speed | Curb Weight | Layout | Brakes | Suspension | Gearbox |
|---|---|---|---|---|---|---|---|---|
| 3.4L/3.8L V6 Convertible | ~7.5–8.5 s | ~15.8–16.6 s @ ~86–90 mph | Typically 112–118 mph (tire-limited) | ~3,450–3,550 lb | FR / RWD | 4-wheel disc, ABS | SLA front; live axle rear w/ torque arm & Panhard | 5-speed manual or 4L60-E auto |
| LT1 V8 Convertible (1994–1997) | ~5.7–6.1 s | ~14.2–14.7 s @ ~96–99 mph | Up to ~150 mph (Z-rated tires) | ~3,500–3,650 lb | FR / RWD | Front discs (single piston early); 4-wheel ABS | Sport springs; larger sway bars vs V6 | T56 6-speed or 4L60-E auto |
| LS1 V8 Convertible (1998–2002) | ~5.2–5.6 s | ~13.6–14.0 s @ ~103–107 mph | Typically 155–160 mph (Z-rated tires) | ~3,500–3,650 lb | FR / RWD | 1998+: PBR dual-piston fronts; ABS | Revised valving; stiffer bars vs LT1 years | T56 6-speed or 4L60-E auto |
| WS6 / Firehawk V8 Convertible | ~5.0–5.4 s | ~13.4–13.8 s @ ~105–108 mph | Typically 155–160 mph (Z-rated tires) | ~3,550–3,700 lb | FR / RWD | Larger front binders (1998+), performance pads | Stiffer springs/bars; 17-inch 275-section tires | T56 6-speed or 4L60-E auto |
Variant Breakdown (Trims and Special Editions)
Convertible availability began in 1994 and, depending on year, spanned base Firebird, Formula, Trans Am, and high-performance WS6/Firehawk, with several special editions.
| Trim / Edition | Years Offered (Convertible) | Powertrain | Key Differences | Notable Colors/Badges | Production Numbers | Market Notes |
|---|---|---|---|---|---|---|
| Firebird (Base) | 1994–2002 | 3.4L V6 (1994–95); 3.8L V6 (1996–2002) | Touring suspension, smaller brakes pre-1998, 16-inch wheels | Standard Pontiac crest; subtle aero | GM did not routinely publish convertible-only counts by trim | Common; value leader as a cruiser |
| Formula | 1994–2000 (convertible) | LT1 V8 (1994–97); LS1 V8 (1998–2000) | V8 performance in lighter, plainer bodywork | Minimalist badging; sleeper appeal | No comprehensive factory breakout for convertible-only totals | Less common than Trans Am; enthusiast favorite |
| Trans Am | 1994–2002 | LT1 V8 (1994–97); LS1 V8 (1998–2002) | Aggressive aero, quad tips, performance suspension | Firebird emblem; distinct fascias | Convertible-specific totals not publicly consolidated | Core of the range; broadest availability |
| Trans Am WS6 (Ram Air) | 1996–2002 | LT1 305 hp (1996–97); LS1 320/325 hp (1998–2002) | Functional Ram Air hood, 17-inch wheels, uprated suspension | WS6 badging; specific hood and exhaust tips | WS6 totals are published by year, but official convertible-only splits were not uniformly released | High desirability; manual cars prized |
| SLP Firehawk | 1994–1997; 1999–2002 | LT1/LS1 with Ram Air; SLP calibration and hardware | SLP intake/exhaust, wheels/tires; optional Bilstein/baer hardware depending on year | Firehawk badging; serialized plaques | SLP published annual totals; convertible counts exist by year but should be verified against SLP documentation | Rarest among factory-associated variants; collector appeal |
| 30th Anniversary Trans Am | 1999 | LS1; WS6 Ram Air | Special interior trim, wheels, and graphics | White with blue stripes, commemorative badges | Factory-documented production totals exist (all body styles); consult original Pontiac records for convertible subset | Highly collectible when low-mile and 6-speed |
| Collector Edition Trans Am | 2002 | LS1; WS6 Ram Air | Unique yellow paint, black accents, specific wheels | "Collector Edition" graphics and embroidery | Factory totals are documented (all body styles); convertible subset published in marque registries | Final-year cachet drives demand |
Note: Where this table references documentation, authoritative figures are contained in Pontiac/GM Heritage records and SLP publications. Convertible-only splits were not universally published by GM for every trim and year.
Ownership Notes: Maintenance, Parts, and Restoration
- Structure and tops: ASC added reinforcements; inspect floorpan braces, sills, and jacking points for corrosion or impact damage. Verify top operation (hydraulic pump noise, line leaks, frame alignment) and examine the rear glass bonding and weatherseals for drying/cracking.
- LT1-specific: The OptiSpark distributor (front of crank) is sensitive to moisture and heat; look for misfires under load and oil/water intrusion. Proper vented OptiSpark units and careful belt/coolant maintenance help longevity.
- LS1-specific: Generally robust. Look for typical small-block issues—exhaust manifold bolt heads, minor rear main seepage, and aged engine mounts. Coil packs and MAF sensors are straightforward service items.
- Cooling and fluids: Dex-Cool systems require periodic attention—flush intervals and hose condition matter. Radiators and water pumps are common wear items on higher-mile cars.
- Transmissions: The T56 is stout; clutch hydraulics (master/slave) can age. The 4L60-E prefers regular fluid/filter service; check for harsh 2–3 shifts or delayed engagement.
- Rear axle: The live axle is durable, but wheel bearings and limited-slip clutches (if equipped) are consumables. Listen for groan on low-speed turns.
- Brakes: 1998+ PBR front calipers are an upgrade; earlier single-piston cars benefit from quality pads/rotors. ABS sensors at hubs can fail with age.
- Electrical and trim: Headlamp motor gears (nylon) wear; many owners fit brass replacements. Window regulators and top switches are common fixes; parts are readily available through aftermarket and GM specialist channels.
- Service cadence: Oil changes 3,000–5,000 miles (conventional) or per GM extended intervals with synthetics, depending on usage. Manual transmission and differential fluid every ~30,000–50,000 miles if driven hard. Coolant and brake fluid changes at reasonable time/mileage intervals preserve components.
- Restoration difficulty: Mechanically straightforward with deep parts support. Trim and weatherstrip quality is critical to convertible refinement; budget for fresh seals, tension cables, and top canvas if originality has faded.
Cultural Relevance and Collector Perspective
The fourth-gen Trans Am convertible encapsulates 1990s American performance theater: long hood, shaker-adjacent Ram Air nostrils, and a soundtrack that makes sense of a summer evening. Special editions—the 1999 30th Anniversary and 2002 Collector Edition—underscore the model’s cultural capital, while WS6 and SLP Firehawk cars represent peak factory-backed performance for the nameplate’s open-top era. Period media leaned on the LS1’s pace and the value proposition; enthusiasts today value the blend of analog controls, V8 torque, and everyday serviceability.
In the enthusiast market, specification and mileage drive desirability. LS1, 6-speed, WS6/Firehawk, and limited editions are the sought-after spec sheet. Documented, unmodified cars with original paint, top, and SLP paperwork (where applicable) typically command strong interest at marque gatherings and auctions.
FAQs
What engines were offered in the 1994–2002 Firebird/Trans Am convertible?
V6s included the 3.4L (1994–95) and the 3.8L (1996–2002). V8s were the LT1 (1994–97) and the LS1 (1998–2002). WS6 Ram Air and SLP Firehawk variants added functional intake hardware and tuning.
How quick is a WS6 or Firehawk convertible?
In period testing, LS1 Ram Air convertibles typically ran 0–60 mph in the low- to mid-5-second range and quarter-miles in the high-13s, depending on gearing, tires, and test conditions.
What are known problem areas?
Convertible tops (hydraulics and seals), LT1 OptiSpark ignition (moisture sensitivity), 4L60-E transmissions with deferred fluid changes, headlamp motor gears, and aging weatherstrips. LS1 cars are generally durable with routine maintenance.
What’s the difference between WS6 and Firehawk?
WS6 was a factory RPO package (functional Ram Air hood/airbox, wheels/tires, suspension tuning). The Firehawk was an SLP-engineered and serialized package sold through Pontiac dealers with additional intake/exhaust, wheel/tire, and suspension choices (and options like Bilstein dampers), varying by year.
How do LT1 and LS1 cars differ on the road?
LT1 cars feel brawny down low with a coarser character; LS1 cars are lighter over the nose, rev more freely, and typically deliver better acceleration and efficiency. Brakes and NVH were also improved in 1998 with the LS1-era refresh.
Were Formula convertibles built to the end?
Formula convertibles were offered through 2000. For 2001–2002, V8 convertible availability centered on the Trans Am (including WS6 and special editions).
What about auction prices and collectability?
Sale results vary with mileage, documentation, and specification. Low-mile LS1 6-speed WS6, SLP Firehawk, 30th Anniversary (1999), and Collector Edition (2002) convertibles are the most pursued. Originality and paperwork (window sticker, build sheets, SLP docs) materially influence outcomes.
Are parts still available?
Yes. Mechanical parts are widely supported by GM specialists and the aftermarket. Convertible-specific weatherstrips, top fabric, hydraulic components, and interior trim are available from restoration suppliers; verify quality and fitment, as original ASC patterns are preferred.
Editorial Verdict
The 1994–2002 Firebird/Trans Am convertible distills Pontiac’s ’90s performance ethos into an open-air experience that remains charismatic and genuinely quick when properly specified. An LS1 WS6 or SLP Firehawk with a 6-speed delivers period-correct pace, a distinct soundtrack, and the sort of analog engagement that modern cars have largely filtered out—without sacrificing parts availability or everyday usability.
