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Pontiac Firebird

The Pontiac Firebird is an American automobile built and produced by Pontiac from the 1967 to 2002 model years. Designed as a pony car to compete with the Ford Mustang, it was introduced on February 23, 1967, five months after GM's Chevrolet division's platform-sharing Camaro. This also coincided with the release of the 1967 Mercury Cougar, Ford's upscale, platform-sharing version of the Mustang. The name "Firebird" was also previously used by GM for the General Motors Firebird series of concept cars in the 1950s.

First generation (1967–1969)
The first generation Firebird had characteristic Coke bottle styling shared with its cousin, the Chevrolet Camaro. Announcing a Pontiac styling trend, the Firebird's bumpers were integrated into the design of the front end, giving it a more streamlined look than the Camaro. The Firebird's rear "slit" taillights were inspired by the 1966–1967 Pontiac GTO and Pontiac Grand Prix. Both a two-door hardtop and a convertible were offered through the 1969 model year. Originally, the car was a "consolation prize" for Pontiac, which had desired to produce a two-seat sports car based on its original Banshee concept car. However, GM feared this would cut into Chevrolet Corvette sales, and gave Pontiac a piece of the "pony car" market by sharing the F-body platform with Chevrolet. The listed retail price before options for the coupe was $2,666 ($0 in dollars) and the convertible was $2,903 ($0 in  dollars).

The 1967 base model Firebird came equipped with the Pontiac 230 CID SOHC inline-six. Based on the architecture of the standard Chevrolet 230 CID inline-six, it was fitted with a one-barrel Rochester carburetor and rated at 165 hp. The "Sprint" model six came with a four-barrel carburetor, developing 215 hp. Most buyers opted for one of three V8s: the 326 CID with a two-barrel carburetor producing 250 hp; the four-barrel "HO" (high output) 326, producing 285 hp; or the 325 hp 400 CID from the GTO. All 1967–1968 400 CI engines had throttle restrictors that blocked the carburetors' secondaries from fully opening. A "Ram Air" option was also available, providing functional hood scoops, higher flow heads with stronger valve springs, and a hotter camshaft. Power for the Ram Air package was the same as the conventional 400 HO, but peaked at 5,200 rpm.

The 230 CID engines were subsequently enlarged for 1968 to 250 cubic inches (4.1 liters), the base version developing an increased 175 hp using a one-barrel carburetor, and the high-output Sprint version the same 215 hp with a four-barrel carburetor. Also for the 1968 model, the 326 CID engine was replaced by the Pontiac 350 CID V8, which actually displaced 354 CID, and produced 265 hp with a two-barrel carburetor. An HO version of the 350 CID with a revised cam was also offered to start in that year, which developed 320 hp. The power output of the other engines was increased marginally.

There was an additional Ram Air IV option for the 400 CID V8 engines during 1969, complementing the Ram Air 400(now often colloquially but incorrectly called the "Ram Air III," a name never used by Pontiac). The Ram Air IV was rated at 345 hp at 5000 rpm and 430 lbft of torque at 3400 rpm; and 335 hp respectively. The 350 CID HO engine was revised again with a different cam and cylinder heads resulting in 325 hp. During 1969 a special 303 CID engine was designed for Sports Car Club of America (SCCA) road racing applications that were not available in production cars.

Modifications for 1968 included the addition of federally-mandated side marker lights: for the front of the car, the turn signals were made larger and extended to wrap around the front edges of the car, and on the rear, the Pontiac (V-shaped) Arrowhead logo was added to each side. The front door vent-windows was replaced with a single pane of glass and Astro Ventilation, a fresh-air-inlet system. The 1969 model received a major facelift with a new front-end design but unlike the GTO, it did not have the Endura bumper. The instrument panel and steering wheel were revised. The ignition switch was moved from the dashboard to the steering column with the introduction of GM's new locking ignition switch/steering wheel.

In March 1969, a US$1,083 ($0 in ) optional handling package called the "Trans Am performance and appearance package", UPC "WS4", named after the Trans Am Series, was introduced. A total of 689 hardtops and eight convertibles were made.

Due to engineering problems that delayed the introduction of the new 1970 Firebird beyond the usual fall debut, Pontiac continued production of 1969 model Firebirds into the early months of the 1970 model year (the other 1970 Pontiac models had been introduced on September 18, 1969). By late spring of 1969, Pontiac had deleted all model-year references on Firebird literature and promotional materials, anticipating the extended production run of the then-current 1969 models.

Second generation (1970–1981)
The second-generation debut for the 1970 model year was delayed until February 26, 1970, because of tooling and engineering problems; thus, its popular designation as a 1970½ model, while leftover 1969s were listed in early Pontiac literature without a model-year identification. This generation of Firebirds were available in coupe form only; after the 1969 model year, convertibles were not available until 1989.

Replacing the "Coke bottle" styling was a more "swoopy" body style, while still retaining some traditional elements. The top of the rear window line went almost straight down to the lip of the trunk lid. The new design was initially characterized by a large C-pillar, until 1975 when the rear window was enlarged. Originally, the "wraparound" style window that occupied more of the c-pillar was initially supposed to be the design, but problems with the glue and sealing of the rear window led to the flat style window being used until the re-designed body in 1975. This style became the look that was to epitomize the F-body styling for the longest period during the Firebird's lifetime.

Models
 * Firebird
 * Firebird Esprit
 * Firebird Formula
 * Firebird Trans Am

1970
The first year of the second generation Firebird began offering a wider array of model subtypes and marked the appearance of the Firebird Esprit and the Firebird Formula. The Firebird Esprit was offered as a luxury model that came with appearance options, the deluxe interior package, and a Pontiac 350 as standard equipment. The Formula was advertised as an alternative to the Trans Am and could be ordered with all the options available to the Trans Am with the exception of the fender flares, shaker scoop, and fender heat extractors.

The base model Firebird came equipped with a 155 hp 250 CID inline-six. The Firebird Esprit and the Firebird Formula came standard with the 255 hp 350 CID. The Esprit could be upgraded to a two barrel carbureted 400 CID265 hp, while the Formula could be optioned to receive the L78 4 barrel 400 that produced 330 hp or the L74 Ram Air III 400 345 hp.

There were two Ram Air 400 CID engines available for the 1970 Trans Am: the 335 hp L74 Ram Air III 400 (366 hp in the GTO) and the 345 hp L67 Ram Air IV (370 hp in the GTO) that were carried over from 1969. The Ram Air IV was exclusive to the Trans Am, and could not be ordered on any of the lower Firebird models. The difference between the GTO and Firebird engines was that the secondary carburetor's throttle linkage had a restrictor which prevented the rear barrels from opening completely, altering the linkage could allow full carburetor operation resulting in identical engine performance.

For the 1970 and 1971 model years, all Firebirds equipped with radios had the antennae mounted "in-glass" in the windshield.

1971
The 1971 model year had a few minor changes to the Firebird. Fenders across all models featured a one-year-only exhaust vent seen on the lower half of the fenders. The interior options also changed to the newer style collared bucket seats in the deluxe interior, and the previous year's seats with the headrest were no longer available. The rear seat console was introduced as an option, and Honeycomb wheels became available for all Firebirds.

Engine selection saw the addition of Pontiac’s largest V8, the 455, available in the L75 325 hp version and the LS5 335 hp HO version. Both the 455 and 455 HO were available as engine options for the Firebird Formula, but the Trans Am received the 455 HO as standard equipment.

1972
During a 1972 strike, the Firebird (and the similar F-body Camaro) were nearly dropped.

The 1972 model year saw minor cosmetic changes. A difference that differentiates a 1972 Firebird from the other 1970-73 Firebirds is the hexagonal honeycomb grille insert on the nose of the vehicle.

1972 saw an industry-wide change to the way the engines were rated from the factory, with misleading SAE Gross horsepower ratings replaced by more accurate SAE Net figures. The compression ratio was also lowered for many engines to accept more environmentally friendly low-leaded fuel that had been mandated, further lowering power ratings.

Engine options remained mostly unchanged, however, the L75 455 engine was dropped, but the LS5 455 HO remained as an option for the Formula and standard for the Trans Am. Pontiac advertised the 1972 455 HO as de-tuned to 300 hp, but the engine was unchanged from 1971.

Starting in 1972, and continuing until 1977, the Firebird was only produced at the Norwood, Ohio, facility.

1973
In 1973, the Trans Am added two new colors, Buccaneer Red and Brewster Green. Other exterior upgrades included the updated more modern nose bird. The new hood bird was option "RPO WW7 Hood Decal", a $55 option exclusive to Trans Am. The "Trans Am" decals were larger than previous versions and shared the same accent color schemes as the hood bird. Inside the 1973 Firebird, the standard interior equipment was almost the same as in prior years. A new "Horse Collar" optional custom interior featured new seat coverings and door panels. Interior colors were limited to Black, White, Red and Saddle, with the rare option for customers to order orange, red and blue carpet to any of the interior options. The 1973 Firebird also had to meet the new safety and emissions requirements for 1973. There were extra steel reinforcements in the bumper and core support to the fender.

The 1973 Trans Am engine displaced 455 cubic inches in the base L75 and the Super Duty LS2 option. The base 455 produced 40 fewer horsepower than the round port Super Duty 455. Horsepower for the base L75 455 was rated at 250 hp at 4000 rpm and 370 lbft at 2800 rpm. Pontiac removed the H.O. designation from the base engine, and simply decaled the now non-functioning shaker with "455".

The "all hand-assembled" LS2 SD455 engine was rated at 290 hp at 4000 rpm and 395 lbft at 3600 rpm. All Pontiac engines included a new EGR system, which delayed the SD-455 program until late into the production year. The shaker decal on the scoop read "SD-455".

The 1973 Trans Am introduced "Radial Tuned Suspension". When ordered, it included 15-inch radial tires. This delivered a more comfortable ride while also providing better cornering.

The 1973 Trans Am production was up over previous years, the L75 455 production was 3,130 with automatic and 1,420 with manual transmission. The special ordered $550 Option LS2 SD-455 production saw 180 automatics and 72 manuals.

1974

Curb weights rose dramatically in the 1974 model year because of the implementation of 5 mi/h telescoping bumpers and various other crash- and safety-related structural enhancements; SD455 Trans Ams weighed in at 3850 lb in their first year of production (1974 model year; actually 1973).

The 1974 models featured a redesigned "shovel-nose" front end and new wide "slotted" taillights. The 400, 455, and SD-455 engines were offered in the Trans Am and Formula models during 1974. A June 1974 test of a newly delivered, privately owned SD-455 Trans Am appeared in Super Stock and Drag Illustrated. With an unmodified car and a test weight of 4,010 lbs the testers clocked 14.25 seconds at 101 mph. The car had a Turbo-Hydramatic 400 3-speed automatic transmission and came equipped with air conditioning, an option that added considerable weight to the car and engine. Output was 290 hp at 4,400 RPM. A production line stock 1974 SD455 produced 253 hp on a chassis dyno, as reported by High-Performance Pontiac magazine (January 2007). This is consistent with the 290 SAE net horsepower factory rating (as measured at the crankshaft).

A 1974 Firebird was driven by Jim Rockford in the pilot movie and the first season (1974–1975) of The Rockford Files; every following season, Rockford would change to the next model year. However, in the sixth season (1979–1980), Rockford continued to drive the 1978 Firebird from season five, as the star, James Garner, disliked the 1979 model's restyled front end. The cars in the show were badged as a lower-tier bronze-coloured Firebird Esprit, however, these cars were in actuality de-badged Firebird Formula 400's that had the twin-scoop hood replaced with a standard flat base model Firebird hood. At many points throughout the show, the twin exhausts and rear anti-roll bars were visible, which were not available on the Esprit.

1975
The 1975 models featured new wraparound rear windows that curved out to occupy more of the B-Pillars, but the rear body shape and bumper remained unchanged. The turn signals were moved up from the valance panel to the grills which helped distinguish the 1975 from the 1974 front end as they are otherwise similar. This was also the last year of the larger profile larger snout Formula hood for the Firebird Formula.

The LS2 Super Duty engine and Turbo-Hydramatic 400 three-speed automatic were no longer available in 1975. Due to the use of catalytic converters starting in 1975, the TH400 would not fit alongside the catalytic converter underneath the vehicle. The smaller Turbo-Hydramatic 350 3-speed automatic was deemed suitable as the power output for the engine had significantly decreased from the earlier years. The TH350 drew less power and also did not require an electronic kick down system. The Pontiac L78 400 was standard in the Trans Am and the 455 was optional for both 1975 and 1976 models.

1975 also saw the start of the "500557" (in addition to similar cast codes starting with 5) cast 400 engine blocks entering production. The 500557 blocks were considered a weaker cast, as they had a lower nickel content, and had metal shaved off in the lower journals of the block to decrease the overall weight and cost. These blocks were used until the W72 engine reverted to the original specifications from the start of the decade with the 481988 cast in late 1977.

Originally, the L75 455 7.5L V8 was dropped entirely, but it returned mid-year, available only with a four-speed Borg Warner Super T-10, and it was no longer available for the Formula. Although it was brought back as the "455 HO", it was not the same engine as the 1971-1972 LS2 455 HO seen in the earlier Firebirds. It was a standard D-port engine with a low profile camshaft and restrictive exhaust system that was also seen in the larger body Pontiac platforms. Power output was restricted to 200 HP with a torque rating of 330 lb⋅ft at 2,000 rpm. It was the largest displacement "performance" engine still available. Track testing in 1975 showed the 455 capable of 16.12-second quarter-mile time, which was similar to the L82 Corvette.

1976

The 1976 model year saw a revision to the design and had done away with the rubber bumperettes on the front and back bumpers. Instead, the body featured a sleeker design with polyurethane front and rear bumpers that adhered to the safety standards at the time. The interior design was unchanged from the standard interior, however, the deluxe interior seats had changed to feature larger and deeper buckets. The engine options across the Firebird remained the same as the previous year. This was the last year for the optional 15x7 honeycomb wheels. 1976 marked the end of the Pontiac L75 455 7.5L V8, as it could no longer meet the tightening emissions restrictions, and the "HO" moniker used the year prior was dropped. The L75 was only available with a four-speed manual Borg Warner Super T-10 and was exclusive to the Trans Am.

1976 also introduced the "W50 appearance package" for the Formula model line, consisting of a two-tone appearance package with lower accents across the bottom of the body, a large "Formula" decal across the bottom of each door, and a Firebird decal on the rear spoiler. The Formula had a one-year exclusive steel hood design with smaller recessed, less pronounced hood snorkels for this model year.

Pontiac celebrated its 50th anniversary year in 1976. To commemorate this event, Pontiac unveiled a special Trans Am option at the 1976 Chicago Auto Show. Designated the RPO code Y82, it was painted in black with gold accents, this was the first "anniversary" Trans Am package and the first production black and gold special edition. A removable T-top developed by Hurst was set to be included on all Y82 50th Anniversary T/As, but proved problematic in installation and quality control, leading most Y82s to not be delivered with the Hurst T-top roof. All Hurst T-top equipped cars were built at the Norwood, Ohio, factory. 110 of the Y82s equipped with the L75 455 engine received the Hurst T-tops.

T-Tops became an regular production option for other Firebirds in 1977. The Y82 option included exclusive black and gold decals, gold pinstriping along the body of the car, a Formula steering wheel with gold spokes and horn button, gold honeycomb 15x7 wheels, gold window crank covers (if ordered with power windows), a gold shifter button for automatic cars, and a gold aluminum machined dash bezel with a black outline.

1977

The 1977 Firebird received a facelift that featured four rectangular headlamps. The shaker scoop was also revised for this year, with the early 1977-built T/As coming with off-center, lower-profile shaker scoops. The Formula hood was changed for the last time for the second generation with a much lower profile. The snowflake wheel became an option for all Firebirds and was standard with the Y82 appearance package, although it could be replaced with Rally II wheels as a credit option.

For the Esprit, an optional appearance package RPO W60 called the "Skybird appearance package" became available, featuring an all-blue exterior and interior. This package was originally slated to be called the "Bluebird" similar to the "Yellowbird" and "Redbird" packages to follow in the upcoming model years, but the name was already in use for a company that produced school buses.

In 1977, General Motors began to source a larger selection of V8 engines to supply in the lower model Firebirds, and the Oldsmobile 350 (5.7L) & 403 (6.6L) V8, as well as the Chevrolet 305 (5.0L) & 350 (5.7L) V8, became options for the Firebird, Esprit, and Formula after June 1977. Previously, the Chevrolet inline-six was the only outsourced engine in a Firebird. Pontiac made the 301 (4.9 L) V8 available for order in the lower Firebird models, but due to such high demand and popularity, they removed its availability from the Firebird model to allow enough 301 engines for the other Pontiac lines. It was re-introduced as an option in 1979 as production for the 400 ceased and tooling was converted over to the 301.

The Trans Am now had three different engine options, the standard Pontiac L78 400, the optional extra-cost Pontiac W72 400, and the Oldsmobile-sourced L80 403. The 1977 models also saw the cubic inch numbers on the shaker switched in favor of the metric displacement. The shakers had a "6.6 Litre" decal for all L78 Pontiac 400 and L80 Oldsmobile 403 engines. Only the optional W72 Pontiac 400 received the "T/A 6.6" decal.

As Pontiac had discontinued the 455 in the previous model year, a modified 400 Pontiac V8 dubbed the "T/A 6.6" with the RPO W72 became available as a pay-extra upgrade to the standard L78 400. It came featured with a tuned four-barrel 800CFM Rochester Quadrajet carburetor and was rated at 200 bhp at 3,600 rpm and a maximum torque of 325 lbft at 2,400 rpm, as opposed to the regular "6.6 Litre" 400 (RPO L78) rated at 180 hp. The T/A 6.6 engine also came equipped with chrome valve covers, while the base 400 engines had blue painted valve covers. For 1977, the W72 shared the same air cleaner and shared the same 500577 cast block as the L78, but received the 6x4 heads, whereas the L78 only received the lower compression 6x8 heads. The 6x4 heads were used on early Pontiac 350 blocks that helped increase the compression and also had hardened valve seats for a higher RPM operating range.

The Oldsmobile 403 was implemented as the 400 Pontiac could not satisfy emissions requirements for high-altitude states and California. Wanting to still offer a 6.6 L option for the Trans Am, the 403 Olds was seen as a suitable replacement as when equipped with an A.I.R emissions system, it could satisfy the emissions criteria for these states and still offer the power ratings expected of the Trans Am. The L80 Oldsmobile 403 V8 had slightly more power than the standard L78 Pontiac 400 at 185 hp (138 kW) and offered the same low-end torque of 320 lb⋅ft (430 N⋅m) at a more usable operating range of 2,200rpm.

From 1977 until 1981, the Firebird used four square headlamps, while the Camaro continued to retain the two round headlights that had been shared by both second-generation designs. The 1977 Trans Am Y82 Special Edition gained significant fame after its film debut in Smokey and the Bandit, leading to a drastic increase in sales of the Pontiac Firebird in the following years, and its current day collectability.

1978
Changes for 1978 were slight, with a switch from a honeycomb to a crosshatch pattern grille being the most notable change to the body style. The decals for the standard Trans Ams changed from the "looping style" lettering to the "block-style" font that would remain on the Firebird until the end of the second generation. The optional T-Tops transitioned from Hurst installed units to Fisher units designed and created "in-house" by GM in mid-year 1978. Pontiac also introduced the Red Bird package on the Firebird Esprit model. Painted in Code 72 Roman Red with a matching deluxe Carmine Red interior, it demonstrated gold accents with a unique Red Bird graphic on the exterior b-pillars. It also included a Formula steering wheel with gold spokes and gold dash bezel, similar to the ones included in the Special Edition package, however, the red and gold steering wheel was exclusive to the Red Bird Esprit.

A new appearance package on offer for the Trans Am was the gold Y88 Special Appearance package, available for order in late 1977. It was a new variation of the black Y82 Special Appearance Package and featured an all-gold color pallet, exclusive gold mirrored T-Tops, 15x7 snowflake aluminium wheels, and a new 5-color gold hood decal. All Y88s were painted in paint code 51 Solar Gold and always featured code 62 Camel Tan interior, however, the WS6 Special Performance Package, deluxe interior and tan-colored seatbelts were still pay-extra options. The Y88 featured brown pinstriping, as opposed to the gold pinstriping on the Y82/Y84 package, and included the new design 5-color hood decal and block-style gold font callouts. The Y88 SE debuted the Fisher-style T-Top roof and featured special gold tinted Fisher glass tops exclusive to the Y88. There are no confirmed documented examples of hard-top Y88s made. The Y88 was discontinued due to problems Pontiac experienced with the Solar Gold paint such as streaking in the paint, or a green discoloration with the water-based paint used at the Van Nuys assembly plant. It was then changed back to the black Y84 (replaced RPO Y82) Special Appearance package for the remainder of the 1978 Special Edition Trans Ams built.

The W72 engine option also saw a revision to the camshaft duration and the tuning of the Rochester Quadrajet which led to a 10% increase in horsepower from the prior year, bringing the total to 220 hp. Additionally, the earlier stronger and more durable 481988 cast block returned on the W72, denoted with a large "XX" cast protruding on the side of the block near the cast code. The WS6 Trans Am Special Performance package developed by Herb Adams was introduced as a handling option for the Trans Am, including a larger diameter rear sway bar, tighter ratio steering box, 15x8-inch snowflake wheels, additional frame bracing, as well as other suspension changes. Initially, the W72 engine was bundled in with the WS6 package, but mid-year, the options separated and became two pay-extra items on the dealer invoice. Delays in manufacturing prevented the rear disc brake (RPO J65) from being available in the 1978 model year. Approximately 23.1% (28,239) of Trans Ams in 1978 had the WS6 option according to Pontiac sales information at the start of 1979.

1979

The body was completely restyled for 1979, featuring a new aerodynamic front end, revised rear end spoiler, bulkier flares for the Trans Am, and a revised connected single taillight assembly design that would remain consistent for the rest of the Firebird's design. The grilles had been repositioned to the lower section of the front bumper to allow more cold air to travel directly to the lower part of the radiator and engine bay. The interior remained mostly unchanged from the previous model year, however, the deluxe cloth interior had now changed from velour to a Hobnail pattern. The hood decal from the Y88 SE and Solar Gold cars from 1978 became the standard design across the entire Trans Am line and now came in a variety of colors. The Formula steering wheel that was optional in the lower models and standard in the Trans Am now came color coded to the interior. For 1979, there were three possible engine options. The L80 Oldsmobile 403 6.6L V8 engine became the standard option and was only available with the Turbo Hydramatic 350 3-speed automatic. The W72 Pontiac 400 6.6L V8 was available for a short period and in limited supply. This was the last of the line for the Pontiac large displacement V8 engines, and only available with the 4-speed manual Borg-Warner Super T-10 transmission, while also requiring the WS6 handling package as mandatory equipment in conjunction with this driveline choice. A credit option was available, being the smaller displacement L37 Pontiac 301 4.9L V8, and it could come with either the Super T-10 four-speed manual transmission or the Turbo Hydramatic 350 3-speed automatic.

The Formula received some revisions for the 1979 model year, where the two-tone W50 colored stripe decal now became the standard look for the Formula, however, the W50 package was still available and it added the "Formula" lettering along the bottom of the doors and rear deck spoiler. The WS6 package had now been renamed from the "Trans Am Mk IV Special Handling Package" to the "Special Handling Package" as it was now available for the Firebird Formula. The dashboard bezel now wore the same machined swirl aluminium bezel as the Trans Am. As the Pontiac 301 had now ramped up production as the Pontiac 400 production had ceased, it became the standard engine for the Formula. Due to significant popularity and demand for the option to receive 4 wheel disc brakes in the WS6 handling package, some WS6 equipped cars were shipped without the option of rear disc brakes and were instead coded WS7, but still received all other equipment included in the WS6 package.

A limited-edition Firebird to commemorate the 10th anniversary of the 1969 Firebird Trans Am was produced for the 1979 model year. It featured platinum silver paint with charcoal gray upper paint accents, mirrored T-tops, a special interior featuring silver leather seats with custom-embroidered Firebird emblems, and aircraft-inspired red lighting for the gauges. The colloquially known as the "TATA" (Tenth Anniversary Trans Am), it featured every single available production option on the Firebird, however, cruise control was not compatible with the manual transmission resulting in the being credited on the window sticker for the 4-speed equipped TATAs. The TATA also featured special 10th-anniversary decals, including a Firebird hood decal that extended off of the hood and onto the front fenders. Pontiac produced 7,500 Y89 TATAs (RPO Y89), of which 1,817 were equipped with the Pontiac "T/A 6.6" W72 400 engine. The remainder all featured the L80 Oldsmobile 403. Two TATAs were the actual pace cars for the 1979 Daytona 500, which had been dubbed "the race that made NASCAR".

Car and Driver magazine named the Trans Am equipped with the WS6 Special Performance Package the best handling car of 1979. During period dyno testing, the National Hot Rod Association rated the "T/A 6.6" W72 Pontiac 400 engine at 260–280 net horsepower, which was significantly higher than Pontiac's conservative rating of 220 hp. In 1979 Pontiac sold 116,535 Trans Ams, the highest sold in any Firebird model year.

1980
In 1980, ever-increasing emissions restrictions led Pontiac to drop all of its large-displacement engines. The year saw the biggest engine changes for the Trans Am. The 301, offered in 1979 as a credit option, was now the standard engine. No manual transmission was available for the Firebird in 1980, all received the 3-speed automatic Turbo Hydramatic 350. Dealer order information listed a 3-speed manual available with the Buick V6 in the base model Firebird, however, none were ordered or built.

Optional engines for the Trans Am and Formula included a turbocharged 301 4.9L V8 or the LG4 Chevrolet 305 5.0L V8 small block. The Chevrolet 305 was mandatory in Californian and High Altitude emission states. There were three different iterations of the 301 in 1980, the L37 301, the W72 301 E/C "T/A 4.9", and the LU8 301 Turbo. The W72 E/C 301 was standard for the Trans Am and optional for the Formula, however, the W72 E/C could be deleted and instead, come equipped with the standard L37 301. The turbocharged 301 used a Garrett TB305 turbo attached to a single Rochester Quadrajet four-barrel carburetor and featured a hood-mounted "boost" gauge that would light up as the TB305 accumulated boost. The hood of the 301T equipped Firebirds had a large offset bulge to accommodate for the mounting position of the carburetor on the engine as the turbocharger exhaust occupied a large amount of space in the engine bay. The 301 T-equipped cars were restricted to an automatic transmission, a 3.08 rear differential ratio, and were required to have A/C. A memo from Pontiac to dealers in late 1980 mandated that all 301T cars must be ordered with J65 rear disc brakes or the orders would be rejected. However, the WS6 Special Handling Package was never mandatory with the 301 Turbo.

The Redbird Esprit was discontinued in 1980, and the new Yellowbird Esprit was introduced. This was the last year to feature the colored Esprit appearance packages. It featured a two-tone yellow exterior with yellow snowflake wheels, a deluxe Camel Tan interior, a gold dash bezel, special yellow Firebird decals, and a Formula steering wheel.

The new Limited Edition Trans Am produced for 1980 was the Y85 Turbo Trans Am Pace Car that was featured in the Indianapolis 500 race series. A total of 5,700 Pace Cars were made. Standard on the Y85 included mirrored T-Tops, a special hood and paint decal that covered the hood and roof, 15x8-inch aluminium Turbo wheels, the 301 cu in (4.9 L) Turbo, the WS6 handling package, an exclusive embroidered oyster Hobnail cloth interior, a special digital AM/FM ETR stereo, power windows, Tungsten Halogen headlamps, and a leather-wrapped steering wheel. While some of the options were standard on the Y85 Pace car, many options were still extra (unlike the Y89 TATA which had all possible options standard), such as power door locks, power trunk release, tilt steering column, cruise control, etc. The "Official Pace Car" door decals were shipped alongside the car to dealers to install as per customer request or to the dealer's liking.

A 1980 Turbo Trans Am Y84 Special Edition was featured in the movie Smokey and the Bandit II, but was fitted with nitrous oxide tanks by Marvin Miller Systems to get the desired performance.

1981
The 1981 model year became the final run for the second-generation Pontiac Firebird. The three engine options were unchanged for the model line-up, however, the option for a four-speed Borg Warner Super T-10 was re-introduced for the Formula and Trans Am, but was only available with the Chevrolet sourced LG4 305 "5.0 LITRE" V8. The W72 E/C 301 replaced the standard 301, so the W72 code was dropped as all 301 engines featured the Electronic Spark Control system. The 301T now became certified to pass Californian and H/A emissions requirements, making it the most powerful Pontiac engine to be sold in California since the mid-1970s. As with all other General Motors vehicles for 1981, all engines came equipped with the "computer command control" system attached to the carburetor.

The hood decal for the 1981 model year was also slightly restyled. All Firebirds also received an embossed silver Firebird decal on the petrol tank cap attached to the rear taillights. On the special edition Trans Ams, this Firebird was gold. The "Turbo" wheel previously exclusive to the 301 Turbo cars now became available across the Esprit and Formula line in a slightly smaller size (15x7.5" as opposed to the WS6 Formula/Trans Am 15x8")

The Formula received some changes for the 1981 model year, as previously in 1979, the two-tone W50 style paint was standard without the Formula lettering. However, if the W50 package was not ordered, the Formula simply appeared in the single color they were ordered in with the smaller fender decals. This also prompted an increase in price for the W50 option as the decals were not included in the base Formula package anymore. In mid-1981, the Buick V6 became the standard engine in the Formula.

The G80 "Safe-T-Track" limited-slip differential that was previously standard for the last decade on all Trans Ams became a pay-extra option. This decision was made by Pontiac to prepare dealers for the new ordering and pricing for the third-generation Firebird where RPO G80 was no longer being included as a standard option for the Trans Am.

The new Limited Edition Trans Am on offer was a new iteration of the Y85 Turbo Trans Am Pace Car for the Daytona 500 race series. For this year, instead of the grey/oyster interior, the TTA featured a deluxe red and black Recaro embroidered interior. It was the first production car General Motors manufactured to feature factory German manufactured Recaro seats and interior, however, Pontiac had used Recaro seats in prototype vehicles such as the 1978-79 Kammaback K-Type station wagon Trans Ams, as well as many dealers and companies installing Recaros such as DKM in the Macho Trans Ams and VSE in the Fire Ams. The Y85 for 1981 was limited to a smaller 2,000 units, and like with the Y85 in 1980, many options on the car were still extra on top of the large base cost of the Pace Car.

Third generation (1982–1992)

The availability and cost of gasoline (two fuel crises had occurred by this time) meant the weight and the fuel consumption of the third generation had to be considered in the design. In F-body development, both the third-generation Firebird and Camaro were proposed as possible front-wheel-drive platforms, but the idea was scrapped. Computerized engine management was in its infancy, and with fuel efficiency being the primary objective, it was not possible to have high horsepower and torque numbers. They did manage to cut enough weight from the design so that acceleration performance would be better than the 1981 models. They also succeeded in reducing fuel consumption, offering a four-cylinder Firebird that would provide 34 mpgus. GM executives decided that engineering effort would best be spent on aerodynamics and chassis development. They created a modern platform so that when engine technology advanced, they would have a well-balanced package with acceleration, braking, handling, and aerodynamics.

The Firebird and Camaro were completely redesigned for the 1982 model year, with the windshield slope set at 62 degrees, (about three degrees steeper than anything GM had ever tried before), and for the first time, a large, glass-dominated hatchback that required no metal structure to support it. Two concealed pop-up headlights, a first on the F-Body cars, were the primary characteristic that distinguished the third-generation Firebird from both its Camaro sibling and its prior form (a styling characteristic carried into the fourth generation's design). In addition to being about 500 lb lighter than the previous design, the new design was the most aerodynamic product GM had ever released. Wind tunnels were used to form the new F-Body platform's shape, and Pontiac took full advantage of it. The aerodynamic developments extended to the finned aluminum wheels with smooth hubcaps and a functional rear spoiler.

Models

 * Firebird base
 * Firebird S/E (1982–1986)
 * Firebird Formula (1987–1992)
 * Firebird Formula Firehawk (1991-1992)
 * Firebird Trans Am
 * Firebird Trans Am GTA (1987-1992)

1988

In 1988 the Trans Am GTA, which was built with the standard 350 cu in 5.7 L V8 engine, was offered with the option of the removable roof "T-tops". However, any buyer ordering this option could only order the 305 cu in 5.0 L V8 engine, because the roof did not have the support for all the extra torque from the engine, requiring a power trade-off for those who wanted this option. Pontiac also introduced a rare option for the Trans Am GTA in the 1988 model year, the $800 (~$ in ) "notchback", which replaced the standard long large, glass-dominated hatchback to make the Firebird design look less like the Camaro design, and shared an appearance with the Pontiac Fiero. The notchback was a special fiberglass rear deck lid, replacing the long-sloped window with a short vertical rear window, resembling the back of a Ferrari 288 GTO.

A total of 718 of these Notchbacks were built in 1988. The promotion was only in the form of a sheet in the back of a notebook of available options. They were made by Auto-Fab of Auburn Hills, Michigan. Problems with the incorrect fitting of the notchbacks to the GTAs at the Van Nuys plant often resulted in delays of several months for buyers who wanted this option. Furthermore, quality control problems plagued the notchback, many owners complained of rippling and deforming of the fiberglass rear deck, and others complained of large defects resembling acne forming in the notchbacks. Pontiac had to repair them under warranty, sanding down the imperfections, and repainting them, only to have more flaws resurface months later. Because of the poor quality and numerous expensive warranty repairs and repainting, the notchback was subsequently canceled for the 1989 model year, via a bulletin in August 1988, although production records indicate that a few were produced.

1989
For 1989, most Firebird models were nearly identical to those made in 1988. The Trans-Am GTA and Formula 350 models were fitted with upgraded Corvette 5.7 Liter L98 Engines, replacing the 5.7 Liter L98 engine version that powered the 1987 and 1988 models. The L98 was not a factory option on the non-GTA version of the Trans Am in 1989, which was downgraded to only feature the 5.0 Liter LB9 Engine. The Formula and GTA models sold with manual transmissions all featured the LB9 engines as well.

In 1989, Pontiac made a limited edition 20th Anniversary Turbo Trans Am, which was the Indianapolis 500 Pace Car that year. The 20th Anniversary model featured the 3.8-liter turbocharged Buick engine used in the 1987 GNX, with two modifications: re-engineered cylinder heads (because the F-Body had less engine room than the G-body) with 8:1 instead of 9:1 compression, and upgraded turbocharger components that provided extra boost (16 psi vs. 14 psi for the Buick GNX). The Turbo Trans Am came with a 5-year 50,000-mile warranty rather than the 12-month 12,000-mile warranty that applied to the Buick GNX. Though officially rated at 250 hp and 340 lbft, dynamometer testing of the 20th Anniversary model tests regularly recorded over 300 horsepower. Hagerty reported that the Turbo Trans Am was 0.1 second faster than the GNX in both 0-60 mph and 1/4-mile tests.

The 20th Anniversary Trans Am also featured Chevrolet's high-performance 'police-Camaro' 1LE brakes, and it was the first Indy-500 Pace Car that did not require an engine, suspension, and other performance upgrades and modifications to handle Pace Car duties at Indianapolis.

The 20th Anniversary Trans Am was the last 'anniversary' model to feature more than a custom interior and special exterior paint trim.

Fourth generation (1993–2002)
The fourth-generation Firebird amplified the aerodynamic styling initiated by the previous generation. While the live rear axle and floorpan aft of the front seats remained largely the same, ninety percent of the Firebird's parts were all-new. Overall, the styling of the Firebird more strongly reflected the Banshee IV concept car than the 1991 "facelift" did. As with the Camaro, major improvements included standard dual airbags, four-wheel anti-lock brakes, 16-inch wheels, rack-and-pinion power steering, short/long-arm front suspension, and several non-rusting composite body panels. Throughout its fourth generation, trim levels included the V6-powered Firebird, V8-powered Formula, and Trans Am. Standard manual transmissions were the T5 five-speed manual for the V6s, Borg-Warner′s T56 six-speed manual for the V8s. The 4L60 four-speed automatic was optional for both in 1993, becoming the 4L60E with built-in electronic controls in 1994.

1993–1997
From 1993 until 1995 (1995 non-California cars), Firebirds received a 160 hp 3.4 L V6, an enhanced version of the third-generation's 3.1 L V6. Beginning mid-year 1995 onward, a Series II 3.8 L V6 with 200 hp became the Firebird's sole engine. From 1993 until 1997, the sole engine for the Formula and Trans Am was the 5.7 L LT1 V8, essentially identical to the LT1 in the C4 Corvette except for more flow-restrictive intake and exhaust systems. Steering wheel audio controls were included with optional uplevel cassette or compact disc stereo systems.

Beginning with 1994 model year cars, "Delco 2001"-series stereo systems replaced the previous Delco units. This revised series, also introduced for other Pontiac car lines, featured ergonomically designed control panels with larger buttons and an optional seven-band graphic equalizer. Also in 1994, the fourth-generation convertible was available; every Firebird (and Camaro) convertible featured a glass rear window with a built-in electric defroster.

The 1995 models were the same as those of previous years, but traction control (ASR: acceleration slip regulation) was available for LT1 Firebirds, controlled by a switch on the console. The steering wheels in all Firebirds were also changed; their optional built-in audio controls were more closely grouped on each side. The "Trans Am GT" trim level was dropped from the lineup after its model year run in 1994. For 1995, all Trans Ams received 155-mph speedometers and Z-rated tires. 1995 was also the first year of the vented version of the Opti-Spark distributors on LT1 F-cars, addressing a common mechanical fault with the unit. The 'transmission perform' button was available only in the 1994 and 1995 Formula and Trans Am. This option was stopped for the 1996 and later models, but the unused connections remain available for the 1996 and 1997 Formula and Trans Am. While 1995 cars still used the OBD-I (on-board diagnostic) computer system (the last year of any American car including the F-body to use OBD-I), a majority of them had OBD-II connector ports under the dash.

Firebird performance levels improved for 1996, with the establishment of the stronger 200-hp 3.8 L V6 as the new base engine, and the power rating of the LT1 increased to 285 for 1996, due to its new dual catalytic-converter exhaust system. 1996 was also the first model year of the OBD-II computer system. Optional performance enhancements were available for each Firebird trim level; the Y87 performance packages for V6s added mechanical features of the V8 setups, such as four-wheel disc brakes, faster-response steering, limited-slip rear differential, and dual tailpipes. For Formulas and Trans Ams, functional dual-inlet "Ram Air" hoods returned as part of the WS6 performance package. The optional package boosted rated horsepower from 285 to 305, and torque from 325 lb·ft to 335. Also included were 17x9-inch wheels with 275/40ZR17 tires, suspension improvements, oval-shaped dual tailpipe tips, and a WS6 badge. Bilstein shocks was a further option with the package.

The 1997 model year introduced standard air conditioning, daytime running lamps (utilizing the front turn signal lamps), a digital odometer, and optional 500-watt Monsoon cassette or compact disc stereo systems to all Firebird trim levels. For V6 Firebirds, a W68 sport appearance package was also introduced as a counterpart to the Camaro RS trim level. The WS6 "Ram Air" performance package was now also an option for the Formula and Trans Am convertibles, although these convertibles did not receive the 17-inch wheel-and-tire combination. There were 41 Formula convertibles and 463 Trans Am convertibles produced from 1996 until 1997 with the WS6 package.

1998–2002
In 1997, in relation to the Camaro, the Firebird received a mid-cycle refresh for the 1998 model year. Major changes included a new hood and front fascia with dual intakes, retracting quad halogen headlights, circular turn signals and fog lamps, a front license plate pocket, lower fender air vents, unified-style lower door raised lettering for each trim level, and a new "honeycomb" rear light panel, with circular reverse lamps. In the dashboard, "next-generation" reduced-force dual airbags became standard. As before, the Formula and Trans Am again received a close derivative of the Corvette's 5.7 L V8, the LS1 of the C5 Corvette, as the LT1 (and LT4) V8s were discontinued. The LS1 Firebirds were also equipped with an aluminum driveshaft, replacing the previous steel version, while all Firebird trim levels gained four-wheel disc brakes with dual-piston front calipers and larger rotors at each wheel, complete with a solenoid-based Bosch anti-lock system. The Formula convertible was no longer offered.

Beginning in 1998 for 1999 models, a standard 16.8-gallon non-metallic fuel tank increased the potential traveling range. GM's ASR traction control system was extended to the V6-powered Firebirds, and all LS1 (V8) and Y87 (V6) Firebirds also received a Zexel/Torsen II slip-reduction rear axle. An electronic brakeforce distribution (EBD) system replaced the old hydraulic proportioning valve for improved brake performance. An enhanced sensing and diagnostic module (SDM) recorded vehicle speed, engine rpm, throttle position, and brake use in the last five seconds prior to airbag deployment. In 1999, a Hurst shifter for variants with the 6-speed manual and a power steering cooler became options for LS1 Firebirds.

In 2000, the WS6 performance package was available exclusively for the 2001 model year Trans Am coupe and convertible variants.

In 2002, more convenience items such as power mirrors and power antennae became standard equipment, while cassette stereos were phased out.

Firehawk
The Firehawk was first sold as a production vehicle in 1992. The 1992 Firehawk models were modified Formula 350s with major engine, intake, suspension, and other upgrades, including the Chevrolet Corvette ZR-1's 6-speed transmission. Producing over 350 HP (269 KW) and 390 lb-ft of torque (526 N-m), they were the fastest and most powerful regular production Firebirds ever made available through Pontiac dealers (RPO code: B4U). The special modifications were done by SLP (Street Legal Performance) Engineering, in Tom's River, New Jersey. Those performance upgrades pushed the price to $40,000 (and there was an extra special street racing upgrade for another $10,000, which included the same brakes used on the Ferrari F40). Consequently, only 25 of the 'regular' Firehawks were sold, and only 2 of the race models were sold during the 1992 model year, making the 1992 Firehawk an extremely rare vehicle. The 1992 models are the only 3rd-generation F-Body Firehawks.

The special-edition extra-performance Firehawk (available in Formula trim for 1993–1997, and again in both Formula and Trans Am trims for 1999–2002) was produced by SLP Engineering, Inc., and sold through Pontiac dealerships. Featuring 17-inch wheels with namesake Firestone Firehawk 275/40ZR17 tires along with a functional twin-inlet hood above a specific air cleaner box, its rated power increased to 300 hp and 330 lb·ft (445 Nm) of torque. A total of 201 Firehawks were built in 1993. In 1994, the Firehawk package was expanded to include options for a suspension upgrade as well as a larger-diameter exhaust system that increased power to 315 hp. T-top Formula coupes and convertibles could also be optioned as Firehawks beginning in 1995. For 1996 and 1997, the Firehawk gained rectangular driving lights mounted inside the front scoops and (except for Firehawk convertibles) the Trans Am's elevated rear wing. In 1997, an LT4 Firehawk was also available, utilizing the same 330 hp, balanced-and-blueprinted LT4 V8 engine as found in the manual-transmission 1996 Corvette. A total of 29 LT4-powered Firehawks were produced.

Power levels for the 1999 Firehawk, powered by the LS1 V8, rose to 327 hp (330 in 2000, 335 in 2001, and 345 in late 2002 models equipped with the "Blackwing" intake). A 10th-anniversary Firehawk was available in 2001, distinguished as a black Trans Am coupe (123 units) and convertible (16 units) with gold-painted hood stripes (prototype only), gold vinyl stripes on hood and spoiler (production), gold 17-inch wheels, and gold tailpipe tips.

1994 Trans Am GT
In 1994 only, a "Trans Am GT" option was available. Trans Am GTs did not receive any special badging, graphics, or emblems, and looked externally identical to the base Trans Am cars. The GT package included 245/50ZR16 tires and a 155-mph speedometer. Non-GT optioned Trans Ams in 1994 received 235/55R16 tires, a 115-mph speedometer, and a much lower top-speed limiter. The "highrise spoiler", leather, and T-tops were not standard on the Trans Am GT cars in 1994, nor any year of the LT1 Trans Am. RPO code T43 "uplevel spoiler" was an option on all Trans Ams, and while the mass majority of 1994 Trans Am GT cars received the T43 spoiler (along with the majority of all 1993–1997 Trans Ams), it was not part of the Trans Am GT package. Both base Trans Ams and Trans am GTs could be ordered as a coupe, T-top, or convertible versions and were both available with automatic or manual transmissions. While the GT package was a cost option on the 1994 Trans Am, a majority of 1994 Trans Ams were made with the GT package.

All of the 1994 Trans Am GT options became standard in 1995–2002 as part of the Trans Am package, and the GT name/package was dropped for 1995. Some of the early fourth-generation Trans Am and Formula Firebirds list "GT" on the vehicle's title or registration. The reason is that the VIN does not specify a "package" (Formula, Trans Am, Trans Am GT, Firehawk, etc.); it only specifies the engine (5.7 L V8 LT1). Because the title is based on the VIN alone, titles and registrations often list all of the packages, but it does not mean the car is equipped with any certain package.

1994 25th-anniversary Trans Am
The 1994 model year marked the 25th anniversary of the Trans Am, and another anniversary edition was released, painted white with a single dark blue stripe down the center of the vehicle that was reminiscent of the 1970 Trans Am. It also featured white-painted, five-spoke, 16-inch alloy wheels, white leather seats, and door trim. This edition was available in either coupe, T-top, or convertible form.

1999 30th-anniversary Trans Am
As with the previous 25th-anniversary edition, the 30th-anniversary edition was either a white WS6 convertible or WS6 T-top coupe, with twin dark blue stripes from hood to tail, and distinct blue anodized five-spoke 17-inch alloy A-mold wheels, with white leather seats and door trim.

2001 was the 75th anniversary of Pontiac. A 75th-anniversary package incorporated a power and performance package that included power door locks including retained accessory power, power windows including express down drivers side, dual power sport mirrors, and power antenna. Radio, ETR AM/FM stereo with CD player and 7-band graphic equalizer including a clock, seek up/down, remote CD pre-wiring Monsoon 500-watt peak power with 10-speaker premium sound system and steering wheel leather-wrapped w/driver touch radio controls. 4-speed automatic transmission, power drivers 6-way seat, security package (includes theft-deterrent system and remote key-less entry), 3800 performance package that included 3.42 gears with "posi-trac" Zexel Torsen T2 limited-slip differential, 4-wheel disc brakes, dual mufflers, and an LS1 steering rack= 14.4:1, 235/55/16 tires, hatch roof, removable, 16-inch chromed aluminum wheels, 50-state low emission vehicle. There were a total of 472 of these packages sold in 2001, No. 239 on the L36 Firebird, 231 on the Formula W66 coupe, 5 on Formula Firehawks, and 2 on Trans-Ams. The manufacturer original window stickers included this as a separate package listing the items and one price.

2002 collector's edition Trans Am
For the Firebird's final year, a collector's edition Trans Am was released as either a yellow WS6 convertible or WS6 T-top coupe, with twin black stripes from hood to tail, black-painted five-spoke 17-inch alloy wheels, and further black-trimmed body details.

Firebird Trans Am

The Trans Am was a specialty package for the Firebird, typically upgrading handling, suspension, and horsepower, as well as minor appearance modifications such as exclusive hoods, spoilers, fog lights and wheels. Four distinct generations were produced between 1969 and 2002. These cars were built on the F-body platform, which was also shared by the Chevrolet Camaro.

Despite its name, the Trans Am was not initially used in the Trans Am Series, as its smallest engine exceeded the SCCA's five-liter displacement limit.

The second generation was available from 1970 until 1981. The Firebird Trans Am was selected as the Official Pace Car for the 1979 Daytona 500, 1980 Indianapolis 500, and again for the 1981 Daytona 500.

The Trans Am GTA (Gran Turismo Americano) was an options package available on the Firebird Trans Am which added gold 16-inch diamond-spoke alloy wheels, a monochromatic paint scheme, and special cloisonné GTA badges. The GTA (along with the Formula model that was intended to fill the gap between the base model Firebird and mid-level Trans Am) was the brainchild of former Pontiac marketing manager Lou Wassel. It was intended to be the "ultimate" Trans Am and was the most expensive Firebird available. The GTA equipment package officially went on sale in 1987 and avoided a gas-guzzler tax thanks to its lightweight PW 16-inch gold cross-lace wheels. The high-performance WS6 suspension package was also re-tuned to offer a more compliant ride while still maintaining tight handling characteristics. Engine choices consisted of an L98 5.7 L TPI V8 mated to GM's corporate 700R4 automatic transmission or the 5.0 L TPI V8. A five-speed manual was available but was mated to the 5.0 L only. The GTA trim level was available from 1987 through the 1992 model year.

For 1989, the 20th-anniversary turbo Trans Am project (originally conceived by Bill Owen of Pontiac) was outsourced to PAS, Inc., an engineering firm led by Jeff Beitzel. Beitzel and his team did most of the TTA development work. The 3.8 L turbocharged V6 engines were built by PAS at their 40,000 square foot City of Industry, CA plant. From there, they went to GM's plant in Van Nuys, CA to be installed into GTAs on the F-Body assembly line. The cars were then shipped back to PAS for final assembly, testing, and quality control. Incidentally, the GTA chassis were selected at random, thus there is no correlation between the VIN and production sequence number. The initial number of cars to be produced ranged from 500 to 2,500 until GM finally settled on 1,500. In all, a total of 1,555 Turbo Trans Ams were manufactured. One of these served as the 1989 Indianapolis 500 pace car.

The 2002 model-year WS6 Trans Am produced 310 hp at 5,200 rpm and 340 lbft of torque at 4,000 rpm out of its 5.7 L LS1 V8 engine. A stock WS6 completed the 1/4 mile in 13.16 seconds at 106.05 mph on Eagle F1 street tires.

Second generation
Notes A:

Third generation
From 1982 onward, all engines were Chevrolet sourced, unless stated otherwise.

Post–Pontiac Trans Am
In 2012, General Motors signed a licensing deal with Trans Am Depot to use the Trans Am name and Pontiac logos in custom coach built versions of new Trans Am. Under this agreement, Trans Am Depot takes brand-new model Chevrolet Camaros, strips them down to their basic components and rebuilds what looks like a new Trans Am. They make these in the designs of the 6T9 version Trans Am, 6T9 Goat ("GTO"), 7T7 Trans Am and the limited-edition Hurst Trans Am.

On March 26, 2017, at the New York International Auto Show, the Bandit Edition Trans Am was introduced. Built by Trans Am Depot, only 77 will be produced, each signed by Burt Reynolds. Powertrain is a 455 CID direct injection version of the current Generation V LT1 V8 engine equipped with a 2.3 L Magnuson supercharger with a boost of 14 psi, developing 1000 hp and 1046 lbft of torque.

Burt Reynolds collection of Firebirds
On April 14, 2018, at the Barrett-Jackson collector car auction in Palm Beach, FL, just 5 months before his death, actor Burt Reynolds presided over the sale of 3 Pontiac Firebird Trans Ams from his personal collection, sold via Bandit Movie Cars of Florida, the custodian of the Burt Reynolds collection. He was also an avid Firebird collector after filming the Smokey and the Bandit movie series and Hooper. The first car was a red 1977 Firebird Trans Am survivor car from the Restore a Muscle Car Collection with a price of $57,200 (~$ in ). The second vehicle was a rare 1974 Pontiac Trans AM 455 Super Duty, which was another survivor that reached $100,000 (~$ in ) plus 10% buyer commission. The third car Reynolds sold was a 1980 Indianapolis Pace car turbo Trans Am, which was also $100,000, (~$ in ) plus 10% buyer commission.

Racing
Firebirds were used in the Trans-Am series in the 1960s and 1970s. When the Firebird Trans-Am was released, there was controversy over the model's inability to compete in the Trans-Am because the smallest available engine was too large for use in the series at 400 cubic inches (6.6 L). The name also caused controversy because it was used without permission from the SCCA, who threatened the suit. GM settled the dispute by paying $5 to the SCCA for each car they sold. When the Trans-Am was last seen, the model year 2002 Firebirds were in use. From 1996 to 2006, a WS6 Trans Am coupe provided the body style for the mechanically identical racing cars used in the International Race of Champions (IROC).

During the 1995, 1996, and 1997 NHRA seasons, 14-time funny car champion John Force used a Firebird body to replace the obsolete Oldsmobile Cutlass and Chevrolet Lumina bodies he had used since 1988. He used it for three seasons, winning the championship in all three years. The Firebird was also used by drivers such as Del Worsham, Tim Wilkerson, Frank Pedregon, and Jerry Toliver. The Firebird body also replaced the Oldsmobile Cutlass in the pro stock class in 1995, forcing drivers Warren Johnson, Jerry Eckman, and Mark Pawuk to replace their body styles for the 1996 year. None of them would win with the first year of the Firebird body, but pro stock driver Jim Yates, a second-year driver, using the Firebird body, did.

title: Pontiac Firebird


text:
Karen Wynn Fonstad

Karen Lea Wynn Fonstad (April 18, 1945 – March 11, 2005) was an American cartographer and academic who designed several atlases of fictional worlds, including her 1981 The Atlas of Middle-earth about J. R. R. Tolkien's creations.

Early life and education
Born Karen Lea Wynn in Oklahoma City, Oklahoma to parents James and Estis Wynn, she graduated from Norman High School in Norman, Oklahoma, and then earned a B.S. degree in Physical Therapy and an M.A. in Geography, specializing in cartography, from the University of Oklahoma. While attending the University of Oklahoma she met Todd A. Fonstad. They married in 1970, and had two children.

Career
Before her "retirement" to raising children and writing companion atlases, Fonstad was Director of Cartographic Services at the University of Wisconsin–Oshkosh. Her formal acknowledgments for The Atlas of Pern (1984) include "my husband, Todd, associate professor geography" and the UW Oshkosh Department of Geography. She served on the Oshkosh City Planning Commission for twenty-four years and was a member of the Oshkosh Common Council. Other interests and activities included the Grand Opera House Board of Directors, Hotel/Convention Center and Mass Transportation Center Development Committees, Oshkosh Commercial Development Corporation, Business Improvement Council Board of Directors, Downtown Oshkosh Committee, the Oshkosh Symphony League, the Camp Fire and Cub Scout programs, and the UW-Oshkosh Faculty Dames, where she held the offices of president and secretary.

Death
Karen Wynn Fonstad died, aged 59, from complications of breast cancer.

Works
Fonstad's speciality was the creation of fictional atlases:
 * The Atlas of Middle-earth (1981) ISBN 0-395-28665-4
 * Middle-earth, based on Tolkien's legendarium
 * The Atlas of Pern (1984) ISBN 0-345-31434-4
 * Pern, based on the Dragonriders of Pern series by Anne McCaffrey
 * The Atlas of the Land (1985) ISBN 0-345-31431-X
 * The Land, based on The Chronicles of Thomas Covenant by Stephen R. Donaldson
 * The Atlas of the Dragonlance World (1987) ISBN 0-88038-448-4
 * Krynn, based on the DragonLance stories by Tracy Hickman and Margaret Weis (among others)
 * The Forgotten Realms Atlas (1990) ISBN 0-88038-857-9
 * The Forgotten Realms, a setting for Dungeons & Dragons designed by Ed Greenwood, published by TSR
 * The Atlas of Middle-earth: Revised Edition (1992) ISBN 0-395-53516-6

license: Creative Commons - Attribution Share-Alike - https://creativecommons.org/licenses/by-sa/4.0/

title: Karen Wynn Fonstad


text:
2000 FIFA World Player of the Year

The 2000 FIFA World Player of the Year award was won by Zinedine Zidane for the second time following France's 2000 European Championship win. The gala was hosted at the Television Studio in Rome, on December 11, 2000. 150 national team coaches, based on the current FIFA Men's World Ranking were chosen to vote. It was organised by European Sports Media, Adidas, FIFA and the Italian newspaper Gazzetta dello Sport.

title: 2000 FIFA World Player of the Year


text:
Talk:Karen Wynn Fonstad

ISBNs
Note to self (or any other interested party :-): look up the actual name for each book and add in ISBNs. Phil 16:11, Dec 3, 2003 (UTC)
 * Eight years later the listed titles, dates, and ISBN for all six Atlases (two for Middle-earth) now match the first edition data provided by . --P64 (talk) 22:00, 20 November 2011 (UTC)
 * Wow! Better late than never... 129.33.19.254 (talk) 15:11, 21 November 2011 (UTC)

Editions of The Atlas of Middle-earth
Two anonymous revisions of this biography today 2013-07-31 change the reference in our brief annotation for the 1981 edition to Tolkien's legendarium from The Lord of the Rings. (compare versions)

The latter is true of the 1991 fully reworked edition. Certainly the 1981 covers more than LOTR. Given my current knowledge, for the first edition I would say tHobbit, tLotR, and tSilmarillion.
 * 1) Examination is not for me. I consulted a local university library catalog (first edition Missing; presum. stolen) and local public library network catalog (impossible to search by edition or publ date).
 * 2) WorldCat library records give a list of contents for the revised edition only (WorldCat: Formats and editions of The Atlas).
 * 3) Checking the Library of Congress online catalog (now one External link indirectly) as well as WorldCat, I did not find any summary of the first edition such as this for the revised: "Find your way through every part of Tolkien's great creation from Middle-Earth to the undying lands of the west. Completely revised ..." (WorldCat: Revised ed., one catalog record with Summary and lengthy list of Contents).
 * 4) Ext link LC Catalog does have records for two version-editions of the 1991 Revised edition. (Its seven records for Fonstad cover only the five atlases of fictional worlds.) No explanation, no difference but ISBN (and one price is missing). Hardcover and paperback, maybe, but it's unusual for LC to hold paperback eds.

WorldCat Formats and editions [2] identifies English, German and Spanish-language editions only, but WorldCat: KW Fonstad lists Czech and Japanese editions also. And Spanish eds. of the Forgotten Worlds and Dragonlance atlases.
 * Translations

Our article The Atlas of Middle-earth suffers from mixing editions in the infobox book. I will be happy to give that attention if I know more about the first edition scope [same as revised?] and nature of its re-working.
 * Book article

--P64 (talk) 00:15, 1 August 2013 (UTC)

title: Talk:Karen Wynn Fonstad


text:
Psychosynthesis

Psychosynthesis is an approach to psychology that expands the boundaries of the field by identifying a deeper center of identity, which is the postulate of the Self. It considers each individual unique in terms of purpose in life, and places value on the exploration of human potential. The approach combines spiritual development with psychological healing by including the life journey of an individual or their unique path to self-realization.

The integrative framework of psychosynthesis is based on Sigmund Freud's theory of the unconscious and addresses psychological distress and intra-psychic and interpersonal conflicts.

Development
Psychosynthesis was developed by Italian psychiatrist, Roberto Assagioli, who was a student of Freud and Bleuler. He compared psychosynthesis to the prevailing thinking of the day, contrasting psychosynthesis for example with existential psychology, but unlike the latter considered loneliness not to be "either ultimate or essential".

Assagioli asserted that "the direct experience of the self, of pure self-awareness...—is true." Spiritual goals of "self-realization" and the "interindividual psychosynthesis"—of "social integration...the harmonious integration of the individual into ever larger groups up to the 'one humanity'" —were central to Assagioli's theory. Psychosynthesis was not intended to be a school of thought or an exclusive method. However, many conferences and publications had it as a central theme, and centers were formed in Italy and the United States in the 1960s.

Psychosynthesis departed from the empirical foundations of psychology because it studied a person as a personality and a soul, but Assagioli continued to insist that it was scientific. He developed therapeutic methods beyond those in psychoanalysis. Although the unconscious is an important part of his theory, Assagioli was careful to maintain a balance with rational, conscious therapeutical work.

Assagioli was not the first to use the term "psychosynthesis". The earliest use was by James Jackson Putnam, who used it as the name of his electroconvulsive therapy. The term was also used by C. G. Jung and A. R. Orage, who were both more aligned with Assagioli's use of the term than Putnam's use. C. G. Jung, in comparing his goals to those of Sigmund Freud, wrote, "If there is a 'psychoanalysis' there must also be a 'psychosynthesis which creates future events according to the same laws'." A. R. Orage, who was the publisher of the influential journal, The New Age, used the term as well, but hyphenated it (psycho-synthesis). Orage formed an early psychology study group (which included Maurice Nicoll who later studied with Carl Jung) and concluded that what humanity needed was not psychoanalysis, but psycho-synthesis. The term was also used by Bezzoli. Freud, however, was opposed to what he saw as the directive element in Jung's approach to psychosynthesis, and Freud argued for a spontaneous synthesis on the patient's part: "As we analyse...the great unity which we call his ego fits into itself all the instinctual impulses which before had been split off and held apart from it. The psycho-synthesis is thus achieved in analytic treatment without our intervention, automatically and inevitably."

Origins
In 1909, C.G. Jung wrote to Sigmund Freud of "a very pleasant and perhaps valuable acquaintance, our first Italian, a Dr. Assagioli from the psychiatric clinic in Florence". Later however, this same Roberto Assagioli (1888 – 1974) wrote a doctoral dissertation, "La Psicosintesi," in which he began to move away from Freud's psychoanalysis toward what he called psychosynthesis:

A beginning of my conception of psychosynthesis was contained in my doctoral thesis on Psychoanalysis (1910), in which I pointed out what I considered to be some of the limitations of Freud's views.

In developing psychosynthesis, Assagioli agreed with Freud that healing childhood trauma and developing a healthy ego were necessary aims of psychotherapy, but Assagioli believed that human growth could not be limited to this alone. A student of philosophical and spiritual traditions of both East and West, Assagioli sought to address human growth as it proceeded beyond the norm of the well-functioning ego; he wished to support the fruition of human potential—what Abraham Maslow later termed self-actualization—into the spiritual or transpersonal dimensions of human experience as well.

Assagioli envisioned an approach to the human being that could address both the process of personal growth—of personality integration and self-actualization—as well as transpersonal development—that dimension glimpsed for example in peak experiences (Maslow) of inspired creativity, spiritual insight, and unitive states of consciousness. Psychosynthesis recognizes the process of self-realization, of contact and response with one's deepest callings and directions in life, which can involve either or both personal and transpersonal development.

Psychosynthesis is therefore one of the earliest forerunners of both humanistic psychology and transpersonal psychology, even preceding Jung's break with Freud by several years. Assagioli's conception has an affinity with existential-humanistic psychology and other approaches that attempt to understand the nature of the healthy personality, personal responsibility, and choice, and the actualization of the personal self. Similarly, his conception is related to the field of transpersonal psychology (with its focus on higher states of consciousness), spirituality, and human experience beyond the individual self. Assagioli served on the board of editors for both the Journal of Humanistic Psychology and the Journal of Transpersonal Psychology.

Assagioli presents two major theoretical models in his seminal book, Psychosynthesis, models that have remained fundamental to psychosynthesis theory and practice:

 * 1) A diagram and description of the human person
 * 2) A stage theory of the process of psychosynthesis (see below).

Aims
In Psychosomatic Medicine and Bio-psychosynthesis, Assagioli states that the principal aims and tasks of psychosynthesis are:

 * 1) the elimination of the conflicts and obstacles, conscious and unconscious, that block [the complete and harmonious development of the human personality]
 * 2) the use of active techniques to stimulate the psychic functions still weak and immature.

In his major book, Psychosynthesis: A Collection of Basic Writings (1965), Assagioli writes of three aims of psychosynthesis:

Let us examine whether and how it is possible to solve this central problem of human life, to heal this fundamental infirmity of man. Let us see how he may free himself from this enslavement and achieve an harmonious inner integration, true Self-realization, and right relationships with others. (p. 21)

Model of the person
At the core of psychosynthesis theory is the Egg Diagram, which maps the human psyche into different distinct and interconnected levels.

Lower unconscious
For Assagioli, 'the lower unconscious, which contains one's personal psychological past in the form of repressed complexes, long-forgotten memories and dreams and imaginations', stood at the base of the diagram of the mind.

The lower unconscious is that realm of the person to which is relegated the experiences of shame, fear, pain, despair, and rage associated with primal wounding suffered in life. One way to think of the lower unconscious is that it is a particular bandwidth of one's experiential range that has been broken away from consciousness. It comprises that range of experience related to the threat of personal annihilation, of destruction of self, of nonbeing, and more generally, of the painful side of the human condition. As long as this range of experience remains unconscious, the person will have a limited ability to be empathic with self or others in the more painful aspects of human life.

At the same time, 'the lower unconscious merely represents the most primitive part of ourselves...It is not bad, it is just earlier '. Indeed, 'the "lower" side has many attractions and great vitality', and – as with Freud's id, or Jung's shadow – the conscious goal must be to 'achieve a creative tension' with the lower unconscious.

Middle unconscious
The middle unconscious is a sector of the person whose contents, although unconscious, nevertheless support normal conscious functioning in an ongoing way (thus it is illustrated as most immediate to "I"). It is the capacity to form patterns of skills, behaviors, feelings, attitudes, and abilities that can function without conscious attention, thereby forming the infrastructure of one's conscious life.

The function of the middle unconscious can be seen in all spheres of human development, from learning to walk and talk, to acquiring languages, to mastering a trade or profession, to developing social roles. Anticipating today's neuroscience, Assagioli even referred to "developing new neuromuscular patterns". All such elaborate syntheses of thought, feeling, and behavior are built upon learnings and abilities that must eventually operate unconsciously.

For Assagioli, 'Human healing and growth that involves work with either the middle or the lower unconscious is known as personal psychosynthesis '.

Higher unconscious
Assagioli termed 'the sphere of aesthetic experience, creative inspiration, and higher states of consciousness...the higher unconscious '. The higher unconscious (or superconscious) denotes "our higher potentialities which seek to express themselves, but which we often repel and repress" (Assagioli). As with the lower unconscious, this area is by definition not available to consciousness, so its existence is inferred from moments in which contents from that level affect consciousness. Contact with the higher unconscious can be seen in those moments, termed peak experiences by Maslow, which are often difficult to put into words, experiences in which one senses deeper meaning in life, a profound serenity and peace, a universality within the particulars of existence, or perhaps a unity between oneself and the cosmos. This level of the unconscious represents an area of the personality that contains the "heights" overarching the "depths" of the lower unconscious. As long as this range of experience remains unconscious – in what Desoille termed '"repression of the sublime"' – the person will have a limited ability to be empathic with self or other in the more sublime aspects of human life.

The higher unconscious thus represents 'an autonomous realm, from where we receive our higher intuitions and inspirations – altruistic love and will, humanitarian action, artistic and scientific inspiration, philosophic and spiritual insight, and the drive towards purpose and meaning in life'. It may be compared to Freud's superego, seen as 'the higher, moral, supra-personal side of human nature...a higher nature in man', incorporating 'Religion, morality, and a social sense – the chief elements in the higher side of man...putting science and art to one side'.

Subpersonalities
Subpersonalities based in the personal unconscious form a central strand in psychosynthesis thinking. 'One of the first people to have started really making use of subpersonalities for therapy and personal growth was Roberto Assagioli', psychosynthesis reckoning that 'subpersonalities exist at various levels of organization, complexity, and refinement' throughout the mind. A five-fold process of recognition, acceptance, co-ordination, integration, and synthesis 'leads to the discovery of the Transpersonal Self, and the realization that that is the final truth of the person, not the subpersonalities'.

Some subpersonalities may be seen 'as psychological contents striving to emulate an archetype...degraded expressions of the archetypes of higher qualities '. Others will resist the process of integration; will 'take the line that it is difficult being alive, and it is far easier – and safer – to stay in an undifferentiated state'.

"I"
"I" is the direct "reflection" or "projection" of Self (Assagioli) and the essential being of the person, distinct but not separate from all contents of experience. "I" possesses the two functions of consciousness, or awareness, and will, whose field of operation is represented by the concentric circle around "I" in the oval diagram – Personal Will.

Psychosynthesis suggests that "we can experience the will as having four stages. The first stage could be described as 'having no will, and might perhaps be linked with the hegemony of the lower unconscious. "The next stage of the will is understanding that 'will exists'. We might still feel that we cannot actually do it, but we know...it is possible". "Once we have developed our will, at least to some degree, we pass to the next stage which is called 'having a will, and thereafter "in psychosynthesis we call the fourth and final stage of the evolution of the will in the individual 'being will – which then "relates to the 'I' or self...draws energy from the transpersonal self".

The "I" is placed at the center of the field of awareness and will in order to indicate that "I" is the one who has consciousness and will. It is "I" who is aware of the psyche-soma contents as they pass in and out of awareness; the contents come and go, while "I" may remain present to each experience as it arises. But "I" is dynamic as well as receptive: "I" has the ability to affect awareness, in addition to the contents of awareness, by choosing to focus awareness (as in many types of meditation), expand it, or contract it.

Since "I" is distinct from any and all contents and structures of experience, "I" can be thought of as not a "self" at all but as "noself". That is, "I" is never the object of experience. "I" is who can experience, for example, the ego disintegrating and reforming, who can encounter emptiness and fullness, who can experience utter isolation or cosmic unity, who can engage any and all arising experiences. "I" is not any particular experience but the experiencer, not object but subject, and thus cannot be seen or grasped as an object of consciousness. This "noself" view of "I" can be seen in Assagioli's discussion of "I" as a reflection of Self: "The reflection appears to be self-existent but has, in reality, no autonomous substantiality. It is, in other words, not a new and different light but a projection of its luminous source". The next section describes this "luminous source", Self.

Self
Pervading all the areas mapped by the oval diagram, distinct but not separate from all of them, is Self (which has also been called Higher Self or Transpersonal Self). The concept of Self points towards a source of wisdom and guidance within the person, a source which can operate quite beyond the control of the conscious personality. Since Self pervades all levels, an ongoing lived relationship with Self—Self-realization—may lead anywhere on the diagram as one's direction unfolds (this is one reason for not illustrating Self at the top of the diagram, a representation that tends to give the impression that Self-realization leads only into the higher unconscious). Relating to Self may lead for example to engagement with addictions and compulsions, to the heights of creative and religious experience, to the mysteries of unitive experience, to issues of meaning and mortality, to grappling with early childhood wounding, to discerning a sense of purpose and meaning in life.

The relationship of "I" and Self is paradoxical. Assagioli was clear that "I" and Self were from one point of view, one. He wrote, "There are not really two selves, two independent and separate entities. The Self is one". Such a nondual unity is a fundamental aspect of this level of experience. But Assagioli also understood that there could be a meaningful relationship between the person and Self as well:

Accounts of religious experiences often speak of a "call" from God, or a "pull" from some Higher Power; this sometimes starts a "dialogue" between the man [or woman] and this "higher Source"...

Assagioli did not of course limit this relationship and dialogue to those dramatic experiences of "call" seen in the lives of great men and women throughout history. Rather, the potential for a conscious relationship with Self exists for every person at all times and may be assumed to be implicit in every moment of every day and in every phase of life, even when one does not recognize this. Whether within one's private inner world of feelings, thoughts, and dreams, or within one's relationships with other people and the natural world, a meaningful ongoing relationship with Self may be lived.

Stages
Writing about the model of the person presented above, Assagioli states that it is a "structural, static, almost 'anatomical' representation of our inner constitution, while it leaves out its dynamic aspect, which is the most important and essential one". Thus he follows this model immediately with a stage theory outlining the process of psychosynthesis. This scheme can be called the "stages of psychosynthesis", and is presented here.

It is important to note that although the linear progression of the following stages does make logical sense, these stages may not in fact be experienced in this sequence; they are not a ladder up which one climbs, but aspects of a single process. Further, one never outgrows these stages; any stage can be present at any moment throughout the process of Psychosynthesis, Assaglioli acknowledging 'persisting traits belonging to preceding psychological ages' and the perennial possibility of 'retrogression to primitive stages'.

The stages of Psychosynthesis may be tabulated as follows:
 * 1) Thorough knowledge of one's personality.
 * 2) Control of its various elements.
 * 3) Realization of one's true Self—the discovery or creation of a unifying center.
 * 4) Psychosynthesis: the formation or reconstruction of the personality around a new center.

Methods
Psychosynthesis was regarded by Assagioli as more of an orientation and a general approach to the whole human being, and as existing apart from any of its particular concrete applications. This approach allows for a wide variety of techniques and methods to be used within the psychosynthesis context. 'Dialogue, Gestalt techniques, dream work, guided imagery, affirmations, and meditation are all powerful tools for integration', but 'the attitude and presence of the guide are of far greater importance than the particular methods used'. Sand tray, art therapy, journaling, drama therapy, and body work; cognitive-behavioral techniques; object relations, self psychology, and family systems approaches, may all be used in different contexts, from individual and group psychotherapy, to meditation and self-help groups. Psychosynthesis offers an overall view which can help orient oneself within the vast array of different modalities available today, and be applied either for therapy or for self-actualization.

Recently, two psychosynthesis techniques were shown to help student sojourners in their acculturation process. First, the self-identification exercise eased anxiety, an aspect of culture shock. Secondly, the subpersonality model aided students in their ability to integrate a new social identity. In another recent study, the subpersonality model was shown to be an effective intervention for aiding creative expression, helping people connect to different levels of their unconscious creativity. Most recently, psychosynthesis psychotherapy has proven to activate personal and spiritual growth in self-identified atheists.

One broad classification of the techniques used involves the following headings: ' Analytical: To help identify blocks and enable the exploration of the unconscious'. Psychosynthesis stresses 'the importance of using obstacles as steps to growth' – 'blessing the obstacle...blocks are our helpers'. ' Mastery...the eight psychological functions need to be gradually retrained to produce permanent positive change'. ' Transformation...the refashioning of the personality around a new centre'. ' Grounding...into the concrete terms of daily life. ' Relational...to cultivate qualities such as love, openness and empathy'.

Psychosynthesis allows practitioners the recognition and validation of an extensive range of human experience: the vicissitudes of developmental difficulties and early trauma; the struggle with compulsions, addictions, and the trance of daily life; the confrontation with existential identity, choice, and responsibility; levels of creativity, peak performance, and spiritual experience; and the search for meaning and direction in life. None of these important spheres of human existence need be reduced to the other, and each can find its right place in the whole. This means that no matter what type of experience is engaged, and no matter what phase of growth is negotiated, the complexity and uniqueness of the person may be respected—a fundamental principle in any application of psychosynthesis.

Criticism
In the December 1974 issue of Psychology Today, Assagioli was interviewed by Sam Keen and was asked to comment on the limits of psychosynthesis. He answered paradoxically: "The limit of psychosynthesis is that it has no limits. It is too extensive, too comprehensive. Its weakness is that it accepts too much. It sees too many sides at the same time and that is a drawback."

Psychosynthesis "has always been on the fringes of the 'official' therapy world" and it "is only recently that the concepts and methods of psychoanalysis and group analysis have been introduced into the training and practice of psychosynthesis psychotherapy".

As a result, the movement has been at times exposed to the dangers of fossilisation and cultism, so that on occasion, having "started out reflecting the high-minded spiritual philosophy of its founder, [it] became more and more authoritarian, more and more strident in its conviction that psychosynthesis was the One Truth".

A more technical danger is that premature concern with the transpersonal may hamper dealing with personal psychosynthesis: for example, "evoking serenity ... might produce a false sense of well-being and security". Practitioners have noted how "inability to ... integrate the superconscious contact with everyday experience easily leads to inflation", and have spoken of "an 'Icarus complex', the tendency whereby spiritual ambition fails to take personality limitations into account and causes all sorts of psychological difficulties".

Fictional analogies
Stephen Potter's "Lifemanship Psycho-Synthesis Clinic", where one may "find the psycho-synthesist lying relaxed on the couch while the patient will be encouraged to walk up and down" would seem a genuine case of "parallel evolution", since its clear targets, as "the natural antagonists...of the lifeplay, are the psychoanalysts".

title: Psychosynthesis


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Geills Turner

Geills Turner ( Kilgour; born December 23, 1937) is a Canadian businesswoman and the widow of John Turner, the 17th Prime Minister of Canada. Her first name is pronounced like "Jill".

Early life and work
Turner, the eldest of three children, was born in Winnipeg, Manitoba. She is the grand-niece of John McCrae, author of the poem In Flanders Fields, and the sister of long time Alberta member of Parliament David Kilgour. Her father was David Kilgour, Sr., who was the chief executive officer of Great West Life Assurance Company. Turner grew up in a wealthy family. She excelled in science and mathematics, and graduated from McGill University with a degree in math and physics. She enrolled in the post-graduate business administration course at Harvard Business School. After graduating from Harvard, she left the United States since investment firms in New York City were not interested in hiring a woman. Turner moved to Montreal to work for IBM. Author Gordon Donaldson called her an "upper-crust pretty [girl]".

She met John Turner when she was a campaign worker for his first election campaign and she "brought computers into Turner's campaign." They married in 1963 and have three children: Elizabeth (born 1964), Michael (born 1965), David (born 1968, died 2021), and James Andrew (born 1972).

Spouse of the prime minister
Her husband served as prime minister of Canada from June 30 to September 17, 1984.

The Canadian Broadcasting Corporation states that "she was not keen to subsume her personality to further her husband’s goals, and for the most part stayed out of the spotlight." She also did not like the way she was portrayed in the press and therefore tried to stay away from it. In his book Birds of a Feather: The Press and the Politicians, Allan Fotheringham claimed that Turner tried to exact her revenge on the press during the 1988 election campaign by secretly taking photographs of journalists partying on a campaign bus, with an eye toward publishing them in a magazine. The photographs were never subsequently published, however, and Fotheringham states that John Turner himself most likely killed the idea.

Later life
After the family returned to Toronto, Turner enrolled in a four-year photography program at Ryerson University.

In 2001, Turner made news when she crashed her minivan and was charged for careless driving. She stated that she had momentarily stopped driving responsibly to save her dog.

In March 2008 Turner brought an action in the Ontario Superior Court of Justice against the City of Guelph, claiming ownership of several of John McCrae's wartime medals which were donated to the McCrae House in 1997 and 2005. She was seeking to have personal possession of the medals. The action was settled in 2012 with an agreement for the medals to remain with the museum.

title: Geills Turner


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Ahmes

Ahmes (jꜥḥ-ms “, a common Egyptian name also transliterated Ahmose; fl. c. 1550 BC) was an ancient Egyptian scribe who lived towards the end of the Fifteenth Dynasty (and of the Second Intermediate Period) and the beginning of the Eighteenth Dynasty (and of the New Kingdom). He transcribed the Rhind Mathematical Papyrus, a work of ancient Egyptian mathematics that dates to approximately 1550 BC; he is the earliest contributor to mathematics whose name is known. Ahmes claimed not to be the writer of the work but rather just the scribe. He claimed the material came from an even older document from around 2000 BC.

title: Ahmes