1982-1988 Pontiac Sunbird GT: Breaking the Mold

1987 Pontiac GT convertible

Despite being one of GM’s longest running small car nameplates, the Sunbird was always overshadowed by its Chevrolet equivalents, be it the Monza or Cavalier. This had become quite clear by the introduction of the second generation when General Motor’s J car platform made its debut. In typical GM fashion, all its divisions got a piece of the J-car action, catering to everyone from the entry level Chevrolet to the high end Cadillac buyer. Even Holden and Vauxhall got similar variants overseas.

1982 Pontiac Sunbird J2000

Now a front engine/front wheel drive platform, the new J car was quite different from the old rear wheel drive H platform. Shared parts and option packages made J cars quite similar with each other – only small trim variations set them apart. At launch in 1982, Pontiac (like Chevy) had to make due with various appearance packages and trims to its sportiest compact cars. As GM’s Excitement Division, Pontiac would eventually distinguish its performance variant of the Sunbird from Chevy’s Cavalier by virtue of using turbocharged engines as opposed to a larger six cylinder engine. Buick, with it’s establish history of using turbos was first to apply it to it’s J car variant the Skylark late in the 1983 model year. The following year, both the Buick Skyhawk and Pontiac Sunbird would have turbocharged offerings.

Big car value in a smaller package

1986 Pontiac Sunbird GT hatchback

The Sunbird was not a bad car, but it may have been disadvantaged by GM’s flawed small car thinking. GM’s ideal of a small car was basically shrinking a larger one down. This may explain why it’s “small car” initially competed with much smaller Japanese cars that were mostly hatchbacks. The 1982 Sunbird’s nearly 97 inch wheelbase would have made it mid-sized in some European and Asian markets. This might not have been so bad had it not been for American manufacturers strange penchant for not maximizing interior space with the exterior volume they had at their disposal. The Sunbird and J car packaging was an improvement over the H platform, but still lagged in space efficiency next to Honda or Toyota.

GM’s had it’s own sub-compact hatchback in the form of the Chevette/T1000, but for the most part the J-cars filled the void of what a small car from North American GM should look like. The Sunbird was offered as a two door coupe, hatchback, convertible or a sedan. For a while you could even get it as a handsome station wagon. This versatility might have explained why a Sunbird was more expensive than a Civic or Corolla. I don’t know it that was more of that GM big car thinking or UAW restraints, but those cars were seen as being in a different class altogether.

1984 Pontiac Sunbird GT (foreground) and SE (background)

Perceived quality issues aside, the Sunbird offered a comfortable ride, reasonable room and fuel efficiency. While none of those things were best in class, the Sunbird did stand out in one aspect: performance.

J-car Performance with a twist
There were performance versions of nearly all the J-cars. They usually shared the same 2.8l V6. With that engine and some variation of electronic fuel injection, they made between 125 to 130 hp. Pontiac on the other hand in keeping with it’s Excitement Division moniker, sourced a 1.8L turbocharged engine (some say a Brazilian built engine from Opel) and coupled it with multi-port fuel injection in its GT and some SE models. Not all GT models had turbo power, those without it used a normally aspirated version of the 1.8 with around 84 hp.

Not long after displacement on the turbo engine would be bumped up to 2.0L and become standard on GT models. Power went up to 160, making it possible to have a coupe, convertible or rare sedan with a better power to weight ratio than the Trans-Am from 1986. This was an impressive figure as many of GM’s V6 engines would have struggled to match that power rating. A typical mid-‘80s Monte Carlo or Grand Prix for instance with the 4.3 L V6 or 3.8 L V6 only made 130 hp/110 hp respectively.

1986 Sunbird GT interior

All Sunbirds with sporting aspirations took their design cues from the Firebird/Trans Am. For GT and SE models starting in 1986, the front end featured a semi-hidden headlight design that when squinting made it look like a Toyota Celica. Other Firebird-like elements included a similar wheel design framed by 205/55VR14 tires in early models. All Sunbirds got smoked tail light lenses to add to the sporting effect.

The Pontiac of compact GT cars
The GT models were further distinguished by flared wheel arches when most other J-cars didn’t (save for Oldsmobile’s sportiest variant). Unencumbered by clunky ground effects as some Z24s were, the Sunbird looked lean and mean – like a Mustang LX to the heavier GT. The lack of proper ground effects by all means did not mean that the Sunbird was restrained looking. Any missing bolt on appendages were made up for with wild graphics and expressive Firebird-like aluminum wheels. Two tone color combinations would highlight functional vents and blacked out tops. The inside was more the same, typical ’80 Pontiac with grey square modules for instrument clusters. The cockpit actually looked futuristic with modules placed for dramatic effect over ergonomics. Sunbird interiors may not have been the best examples of ’80s ergonomics, but they did look sporty – even in base trim.

1986 Pontiac Sunbird convertible

With a 0 to 60 time in the mid 7 second range, the GT was faster than most of it’s competitors – including its corporate cousin the Cavalier Z24 which was solidly in the mid 8 second range with its 2.8 liter V6. Not bad for a car with ’80s turbo lag. Of course part of the Pontiac’s appeal is that it’s European inspired performance was designed for the curves as well. Some of that Euro appeal must have come from it’s 4 speed Getrag  manual transmission. The manual transmission would be dropped after 1988. Eventually after 1990, the Sunbird GT would join the fray with a 3.1-liter V6 replacing the 2.0 turbo four.

Like all other J cars, the Sunbird had some variation of GM’s sport suspension. Called WS6 by Pontiac, it included beefed up springs, shocks, bushings and bracing. Of course these cars lacked a fully independent suspension like some competitors’ from Japan and Europe. The trade-off being a smooth comfortable ride on the roughest road surfaces. My first new car, a 1991 Cavalier RS had a similar suspension with a solid beam axle. It performed surprisingly well, even without the WS6 package.

The Sunbird GT’s legacy
Despite good looks, performance and a comfortable ride, time has not been particular kind to the Sunbird performance legacy. For one considering all the cars sold, there are very few in circulation today. Even the Cavalier which consistently outsold the Sunbird is rare in Z24 guise. A certain kind of enthusiast still seeks out The Z24 as they often go for handsome sums when good unmolested examples present themselves.  I do believe that just as 3rd gen Firebirds have not reached their peak interests, the Sunbird Turbo models from 1984 to 1987 will see some future interest for their rare boosted American car approach to performance.

1985 Sunbird SE Turbo sedan and hatch