Orlando Sentinel's view

Rumors abound that the current model Firebird – and the sibling Chevrolet Camaro – will be the last if sales don’t improve. If the long-running Firebird is headed for extinction, Pontiac is making sure that it goes out with a loud bang, not a whimper.

Sales of all sporty coupes are a small fraction of what they were in the ’60s, ’70s and early ’80s when these cars were in their heyday.

For the 1997 model year, just 24,465 Firebirds were sold. At one time Pontiac sold nearly 10 times as many Firebirds in a model year.

Traditionally, the Firebird has been third in sales behind the Ford Mustang and Chevrolet Camaro. But for the past two years, the Mitsubishi Eclipse has edged out the faltering Firebird.

Nope, things are not looking good for Pontiac’s sports car. General Motors officials are expected to make a decision soon about the future of the Firebird and the Camaro. Around the turn of the century, both cars will either be replaced or retired.

After driving the 1998model, it’s clear that GM will have to spend quite a bit of money to make the car a viable competitor against foreign and even some domestic competition.

It’s not the Firebird’s performance that isn’t up to par, it’s everything else, including quality, comfort and utility. In that regard, the Firebird hasn’t changed much in the 30 years it has been on the market. And that’s not good.

PERFORMANCE, HANDLING

Pontiac builds three versions of the Firebird. At one end of the scale is the base model. It comes with a 200-horsepower, 3.8-liter V-6 and a five-speed manual transmission for about $18,540. In my opinion, the base model is the best of the bunch.

At the other end is the mighty Trans Am, which is powered by a 5.7-liter (346-cubic-inch), aluminum V-8 that makes 305 horsepower or 320 horsepower when the optional WS6 Ram Air package is ordered. The Trans Am starts at about $26,000.

In the middle of the Firebird line is this week’s test car, the Formula. It also has the 346-cubic-inch engine and gives you Trans Am performance but without a few of the price-expanding luxury touches, such as leather interior.

The 5.7-liter engine is basically the same motor that Chevrolet uses in the Corvette. It is much more refined than the V-8 used in previous Firebirds. It is smoother and quieter and delivers world-class performance.

The 1998 Firebird Formula is all about speed, acceleration and handling. Everything else takes a back seat.

A recent test in Motor Trend magazine clocked a Firebird at 5 1/2 seconds in a 0-to-60 mph run. It wasn’t long ago that you had to own a mega-buck exotic imported sports car to go that fast. Now for under $25,000, you can get into the fast lane.

Our test car came with a six-speed manual transmission, which made driving the Firebird a bit of a chore. The clutch pedal required a lot of pressure, and the shifter was heavy and slow. But none of that affects performance .

Once you start rolling in first gear and floor the accelerator, the Firebird bolts forward as if shot from a cannon. Acceleration is brutally hard, and you easily can go 60 mph in second gear. The power comes on strong and just keeps building. The engine doesn’t run out of steam as the tachometer climbs higher. Instead, you run out of legal speed.

Once you get into cruising mode, such as sixth gear at 70 mph on the interstate, the engine settles into a fairly quiet and semi-smooth groove.

The Firebird’s rack-and-pinion steering, four-wheel disc brakes and suspension system work well. The 16-inch tires keep the Firebird glued to the road in hard, fast corners. But the 3,455-pound coupe rides like a lead sled. Unlike a Mitsubishi 3000GT or Toyota Supra, the Firebird doesn’t have the same light, ”flingable” feeling.

Ifthere is a next-generation Firebird, Pontiac engineers will need to shave at least 700 pounds of metal off it. Despite its great power, the cu rent model feels bulky and somewhat unwieldy.

FIT AND FINISH

For 1998, Pontiac stylists gave the Firebird a new front end and updated the tail section. The car has an exotic look. But it’s not a look that will age well.

With all the creases and bulges, the Firebird’s styling is very busy and fairly gimmicky. The hood scoop is strictly cosmetic unless you order the $3,100 WS6 Ram Air package, which routes fresh air through the hood and directly into the engine – resulting in 15 more horsepower. You also get beefed-up suspension, bigger tires and better wheels.

The Firebird’s interior looked attractive, but it had some serious shortcomings. The cloth-covered bucket seats were poorly padded and were not comfortable for more than an hour at a time. I could feel my wallet in my back pocket when sitting in the front of the Firebird. On most cars, my wallet doesn’t cause any discomfort when I settle into the seat.

I also found that getting in and out of the car required a bit of extra effort because the front of the seat is too close to the steering wheel. Rear passengers are likely to sit with their knees drawn very close to their chins – once they twist and contort their bodies enough to get in back.

The area behind the rear seat, however, offers good storage room for grocery and golf bags.

I found the dash to be smartly designed with all controls in easy-to-reach places.

If there is a next generation Firebird/Camaro, GM would do well to study Chrysler’s Dodge Avenger and Chrysler Sebring, which are good examples of useful sports coupes. Although neither car offers anything close to the thundering performance of the Firebird, the Chrysler products offer plenty of room and exemplary comfort.

Few cars have lasted 30 years on the market. Even though the Firebird delivers the goods in terms of performance, that’s not enough these days.

Specifications: The bottom line Base price: $22,865. Safety: Dual air bags, traction control, daytime running lamps, anti-lock brakes and side-impact protection. Price as tested: $24,350. EPA rating: 17 mpg city/26 mpg highway. Incentives: None.

Truett’s tip: Brutally fast but punishing to drive, the 1998 Firebird Formula delivers stellar performance in a handsome package.