The Pontiac Trans Am powered by the 6.6-liter V8 saw its final year of production in 1979. Killed off by Corporate Average Fuel Economy (CAFE) standard, the rowdy Big Block T/A was to be no more.
Pontiac needed a new performance solution for the Trans Am. They were loath to go begging for Small Blocks from Chevrolet, and big-cube motors were no longer an option. The Performance Division engineers decided the 1980 Pontiac Trans Am would instead be powered by a turbocharged 301 cubic-inch V8. The turbo 301 (really 302 cubes, but called a 301 to differentiate it from Ford’s 302) differed from the standard 301s Pontiac introduced in 1977 in that the block was fortified, pistons and head gaskets were more robust, and it had a high-pressure oil pump. There was an electronically controlled Garrett TBO-305 turbocharger (sourced from Buick) that fed nine PSI through a modified version of the Rochester Quadrajet four-barrel carb. To keep things running properly, Pontiac added a knock sensor that would retard the ignition timing when pre-ignition knock was detected.
The new Pontiac Trans Am Turbo was rated at 210 horsepower and 345 pound-feet of torque. Power moved to the rear tires through a three-speed automatic transmission and a 3.08 rear gear. Since Pontiac had been underreporting output on the 6.6, rating them at 220 horsepower when 260 was much closer to the truth, the stats thrown down by the Turbo T/A were rather disappointing. MotorTrend magazine tested the 1980 Pontiac Trans Am Turbo, posting a zero-to-sixty mph best time of 9.05 seconds, and a quarter mile time of 17.02 seconds, nearly two full seconds slower than its 6.6-liter predecessor. Acceleration was hampered somewhat by the sole 3.08 rear gear choice. Even with the drop in performance from the previous year, it was more appealing than the stock 301 that threw down just 140 horsepower and 240 pound feet.
The Pontiac Trans Am Turbo’s iconic Firebird hood decal had a larger lick of flame coming from its mouth than the standard bird of previous years. The hood also featured an asymmetrical driver’s side power bulge needed to accommodate the turbo and carb. On the back side of that bulge, facing the driver, there was a boost gauge with three horizontal orange lights labeled “NORMAL”, “MEDIUM”, and “HIGH.”
The Pontiac Trans Am Turbo was only built for the 1980 and 1981 model years. The 1981 model saw peak output drop slightly to 200 horsepower and 340 pound-feet of torque.
Our feature Pontiac Trans Am Turbo is a highly original 1981 vintage with a scant 3,830 miles on the clock. One of 976 Canadian examples, it was sold new at Stuart Pontiac Buick in Nova Scotia. It is well equipped with the Y84 Special Edition package, WS6 Special Handling Performance package, custom trim group, tilt wheel, power windows, power locks, air conditioning, cruise control, and glass T-tops with storage bags.
The glossy factory Starlight Black finish of the Pontiac Trans Am is in excellent condition, as are all the Trans Am decals. Pre-delivery plastic seat covers still protect the front seats of the tan cloth interior. The T/A rolls on its original Uniroyal raised white-letter tires. Under the hood, the Pontiac Trans Am Turbo engine appears showroom fresh.
This remarkable 1981 Pontiac Trans Am Turbo is accompanied by its original window sticker, books and manuals, Pontiac Historic Society documents, and a clean CarFax report. It will cross the block at the Mecum Auctions Indy sale at the Indianapolis State Fairgrounds May 13th through the 20th.
Comments
The other tragedy about this was the 3 gen Firebird was to get the turbo 301 (which that why is was a bulge on the hood of the ’82s) but was cancelled within months of production. I say that because imagine the turbo 301 got the same improvements in the ’80s as the turbo 3.8 in the Regal..
Dam that’s my dream car. Hoping one day I’ll get to own one
The 1980 and 1981 301 Turbos were good looking, but pathetic when it came to performance!!! And 3,380 miles isn’t that low considering I own the lowest mileage 1989 TTA known to exist with just 78 miles on it. It was originally given to Bobby Unser by the PMD, because Bobby drove 1 of 3 actual pace cars in the 89 Indy 500 race. I still have the original 1989 New Mexico title in his name. This is certainly a car worth collecting, that’s why I bought it from him almost 20 years ago and have kept it in a climate controlled environment.
Cool car, fragile motor.
Beautiful car, but what a dog. Those were dark days for American auto.
I own a 1981 Nascar edition pace car replica with less than 30K on the clock so have a great deal of knowledge on these cars.
The NA 4.9 liter 301 that came on the 1980 cars actually was rated for 155 HP but actually put out closer to 170 which was good power for that time era when Ford’s 302 was making 130-140, a 318 Mopar was rated for 120-130 and an Olds 307 made 140. This engine was referred to as the EC 301 and was branded a W72 engine due to it’s hotter cam timing. The lower trim level base and Esprit Firebirds had the 140 HP 301 for 1980.
As for the turbo 301 let’s remember Car and Driver tested one for 1980 and got 8 seconds flat which wasn’t too bad considering high test 93 octane fuel wasn’t even available back then and 301T’s run much better with 93 or 94 octane gas and these cars were not light. The Motor Trend article that achieved 9 seconds observed gas ping on full throttle runs which results in dialing back the timing so as to not destruct the cylinders and pistons from the std knock sensor screaming that they probably had 87 octane gas in the tank.
I run a 180 degree T-stat on mine, run 93 or 94 high test gas, 8 degrees of base timing versus the stock 6 degrees and everything is in tip top shape tuneup wise. The stock crap pellet catalytic converter has been replaced with a high flow monolithic replacement and it has lower restriction turbo mufflers. It has so much more power than when I first got the car that it will easily chirp the tires between first and second and I have beat numerous unsuspecting F-body and Stang owners with TPI and 5.0 engines in races. Good maintenance is key on these as is letting the turbo cool down before shutting the engine off. I have spoke with other owners of these that take similar care and have seen examples with well over 100K on the original engine and turbo! I would jump at the chance to own this featured car but suspect it will sell for far more than I would want to pay for it.
THE LAST WRAP AROUND windshield used in an American car. Same with the Camaro. Nobody mentions it but I think they were truly the last two models that used them. This turbo powered 301 pulling all that weight actually did pretty good for its time and of course the new models were lighter, fuel injected, over drivers and more aerodynamic. But I sure do like these 1980-81 models, classy.
I had a brand new 81 trans am, black lacquer paint, gorgeous, black interior, t tops. never saw winter, bought it for 11,500 from dealer, I sold it 4 years later with 10,000 miles for 11,500 . It was my baby. My ex made me sell it, we bought a new house, ( I was promised wood floors if I sold it, He sold his 69 corvette also, no wood floors and my trans gone. He still had Corvettes. He worked for GM we had lots of cars. None that handled as well as the trans, best car I owned and I had many, He had about 12 at least vets, I never got my trans again. Always looking for baby. Hard to find black on black in condition I kept it in. Plenty fast for me. The ride is what I liked. Best.