Pontiac Fiero

Pontiac Fiero
Overview
Manufacturer	General Motors
Production	1984–1988
Assembly	Pontiac, Michigan, United States
Designer	Hulki Aldikacti
Body and chassis
Class	Sports car
Body style	2-door notchback 2-door fastback
Layout	RMR layout
Platform	P-body
Powertrain
Engine	2.5 L (151 in3) Tech IV I4 2.8 L (173 in3) L44 V6
Transmission	4-speed manual 5-speed Getrag 282 manual 5-speed Isuzu manual 3-speed THM-125 automatic
Dimensions
Wheelbase	2373 mm (93.4 in)
Length	1984–1986: 4072 mm (160.3 in) 1987–1988: 4144 mm (163.1 in) 1987–1988 GT: 4193 mm (165.1 in)
Width	1984–1986: 1750 mm (68.9 in) 1987–1988: 1753 mm (69 in)
Height	1191 mm (46.9 in)
Curb weight	1176 kg (2590 lb) to 1265 kg (2790 lb)

black Pontiac Fiero

File:001 1A.JPG

Base model Fiero gauge cluster

1986 Fiero SE 2M6

1988 Pontiac Fiero GT

The Pontiac Fiero was a mid-engined sports car that was built by the Pontiac division of General Motors from 1984 to 1988. The Fiero—meaning " very proud" in Italian and "fierce" or "ferocious" in Spanish—was designed by Hulki Aldikacti as a Pontiac sports car. The Fiero was the first two-seater Pontiac since the 1926 to 1938 coupes, and also the first mass-produced mid-engine sports car by a U.S. manufacturer. Many technologies incorporated in the Fiero design such as plastic body panels were radical for its time. Alternative names considered for the car were Sprint, P3000, Pegasus, Fiamma, Sunfire, and Firebird XP. The Fiero 2M4 (2-seat, Mid-engine, 4-cylinder) was on Car and Driver magazine's Ten Best list for 1984. The 1984 Fiero was the Official Pace Car of the Indianapolis 500 for 1984, beating out the new 1984 Chevrolet Corvette for the honor.

370,168 Fieros were produced over the relatively short production run of 5 years. (By comparison, 163,000 Toyota MR2s were sold in its first 5 years) At the time, its reputation suffered from criticisms over performance, reliability and safety issues. Today however, compared to less adventurous attempts at two-seaters such as the Ford EXP, the unique style of the Fiero as an American car retains a cult following as a collectible car. It remains a popular chassis for rebodies and even electric conversions.

History

Already selling the Corvette, General Motors management and accountants were opposed to investing in a second two-seater sports car. But in 1979, during the oil crisis, management saw a market opportunity for a fuel-efficient sporty commuter car and design work on the Fiero commenced. To this end, it was fitted with a fuel efficient version of Pontiac's 2.5 L 4-cylinder engine capable of 27 mpg_‑US (8.7 L/100 km; 32 mpg_‑imp) in the city and 40 mpg_‑US (5.9 L/100 km; 48 mpg_‑imp) on the highway with the economy-ratio transmission option. These figures are U.S. Environmental Protection Agency test-circuit results, published by Pontiac, and confirmed from multiple sources. It was impressive mileage for a 2.5 liter engine of the period, and still good by today's standards, but the 3-speed automatic reduced highway mileage to only 32 mpg_‑US (7.4 L/100 km; 38 mpg_‑imp). With respect to fuel economy, the Fiero would appeal to a market niche for which the Corvette with its V8 engine was unsuitable.

A mid-engine layout was chosen as a way to reduce both aerodynamic drag and vehicle weight to improve fuel efficiency, and also for its handling, traction, and braking benefits. The sports car potential of the mid-engine layout was not fully realized when the Fiero debuted. In line with its market position, the tires, brakes, and some suspension components were carried over from other GM economy cars (like the Chevrolet Citation and Chevrolet Chevette) so the Fiero could be priced appropriately. As a result, the handling and cornering abilities of the initial Fiero were merely on par with other contemporary sporty coupes (Road & Track 1985). The public had high expectations for the Fiero with its mid-engine layout and futuristic styling, which resembles more exotic mid-engine sports cars costing much more. While initially garnering good reviews for its handling (Motor Trend 1984), the Fiero soon received disappointing reviews, as the automotive critics expected higher performance from a mid-engine two-seater. Despite the critical press, the Fiero sold extremely well and Pontiac operated three shifts at the factory during 1984, and could not keep up with initial demand.

The sharing of suspension components with other GM cars meant the rear suspension and powertrain was almost identical to that of the Chevrolet Citation and Pontiac Phoenix; the Fiero even included rear tie rod ends attached to a "steering knuckle", although these were hard-mounted to the engine cradle and only used for maintaining the rear tire alignment. The front suspension was derived from the Chevrolet Chevette, and Chevette enthusiasts found that they could upgrade their undersized front brakes and rotors using Fiero parts.

By 1985, the oil crisis was a thing of the past and demand developed for a Fiero having more engine power and better sports car performance. Pontiac responded by introducing the GT model which included upgraded suspension tuning, wider tires, and a V6 engine having 43 horsepower (32 kW) more than the base 4-cylinder. In 1986, the GT model was restyled to look even more sleek.

Numerous changes were made to the 1988 Fiero. The most significant was a completely redesigned suspension (and parts of the space frame) to realize the potential of the mid-engine layout. Now unique to the Fiero, the new suspension included new two piece brake calipers and upgraded brake rotors for 1988. The available I4 & V6 engines benefited from evolutionary improvements, but the planned availability of turbochargers and newer DOHC engines did not happen before production ended.

Officially, production ended because of an internal GM forecast of insufficient future profits due to an expected decrease in overall demand for two-seater sports cars, however this decision was commensurate with heavy media coverage of Fiero engine fires. GM's forecast may have been a year premature, as the actual sales in 1988 were lower than prior years but still double the forecast. The Fiero was still turning a small profit for the company even in its final year.

Production years

1984

1984 Fiero SE

1984 was the first production year for the Pontiac Fiero, beginning production in August 1983. In an effort to sell the car as being economically sensible, GM equipped and sold the Fiero as a commuter car; however, the marketing build up leading to initial release indicated anything but a regular commuter. The car also proved uncomfortable for some drivers because of the lack of power steering.

1984 was the only year in which the Limited "Indy Pace Car" edition, consisting of an Indianapolis 500-themed option package on SE-model vehicles, was offered (excepting 1985, in which the package was specially reissued). Approximately 2,000 of these vehicles were sold. The Indy had aero body cladding and new front and rear fascias that would be used on the 1985 GT. Only the underpowered 4-cylinder engine was available, though a few prototypes could be seen driving around the Greater Detroit area with a unique periscope-style inlet sprouting from the engine compartment and curving up and over the roof. This "periscope" style inlet was used on the actual Indy Pace Car Fieros that appeared at the 1984 Indianapolis 500. This inlet scoop, and the 2.5 liter Super Duty engine that they fed, were not available on the production model pace car replicas.

1984 production

VIN	Style	Cars produced
1G2AE37RxEPxxxxxx	Fiero	7,099
1G2AM37RXEPxxxxxx	Fiero 2M4	62,070
1G2AF37RxEPxxxxxx	Fiero SE or Indy	65,671
Total production		136,840

1985

1985 saw the introduction of the GT model, which looked just like the 1984 Indy model without the decals or body color wheels. The problem with insufficient power was addressed, much to the satisfaction of the general public. A Chevrolet 2.8 L V6 engine rated at 140 hp (104 kW) 160 ft.lbs. was put into the car, satisfying most critics of the base engine. The High Output V6 was paired with a modified Muncie 4-speed transmission. The 4-cylinder engine (known as the "Iron Duke") was now paired with the Japanese-designed Isuzu 5-speed (also produced at the Muncie, Indiana plant).

1985 production

VIN	Type	Cars produced
1G2PE37R#FP2#####	Fiero	5,280
1G2PM37R#FP2#####	Fiero Sport	23,823
1G2PF37R#FP2#####	Fiero SE (I4)	24,724
1G2PF379#FP2#####	Fiero SE (V6)
1G2PG379#FP2#####	Fiero GT	22,534
Total production		76,371

1986

1986 Fiero Coupe

1986 was the first year the fastback roofline was offered (sometimes wrongly referred to as a "1986 1/2" model—there was only one "GT" in 1986). Though originally conceived by Pontiac insiders as a new model, possibly called the "GTP" or "GTU," it has been said that GM management at the time felt that using "GTP" or "GTU" suggested a racing car and thus an image they did not want to promote. Individuals present at the unveiling of the new fastback roof style at a GM test track actually thought it was a new Corvette at first. But this new body style simply became the GT model for 1986 while the old 1985 GT body style became the SE model. Also offered late in the production year was a 5-speed Muncie-Getrag transmission (coupled only to the V6 engines). Models equipped with the 4-cylinder engine remained largely unchanged. The clutch hydraulic systems were redesigned with new master and slave cylinders.

1986 production

VIN	Type	Cars produced
1G2PE37R#GP2#####	Fiero	9,143
1G2PM37R#GP2#####	Fiero Sport	24,866
1G2PF37R#GP2#####	Fiero SE (I4)	32,305
1G2PF379#GP2#####	Fiero SE (V6)
1G2PG119#GP2#####	Fiero GT	17,891
Total production		83,974

1987

Modified 1987 Pontiac Fiero GT fitted with aftermarket side scoops and Ferrari style front

1987 saw changes to the front and rear fascias on the "base coupe" with the SE & GT models keeping the same "Aero" nose. The new non-aero noses lost the black bumper chunks of the earlier models and had a smoother look. The 4-cylinder's power rating increased to 98 hp (73 kW) with some major modifications which included a roller cam, redesigned intake manifold, distributorless ignition system, open combustion chamber cylinder head and upgraded throttle-body fuel injection system. This was the last year for the spin-on oil filter on the 4-cylinder. The car was offered in Bright Metallic Blue and replacing the ribbed black molding was the round style found on the GT models. As a side note, the SE models retained the ribbed molding, and added the aero nose found on the GT. Redesigned headlight motors appeared in 1987. Additionally, starting with the 1987 model Pontiac dealerships offered an upgrade in the form of an "option" that changed the original body to a Ferrari-type body, called the Fiero Mera. While technically a "kit", the change in body style was offered only on new Fieros and is considered a class of car in its own right. There was a limited production of Fiero Meras made however, as the company that produced them, Corporate Concepts, was sued by Ferrari and ordered to stop.

1987 production

VIN	Type	Cars produced
1G2PE11R#HP2#####	Fiero	23,603
1G2PM11R#HP2#####	Fiero Sport	3,135
1G2PF11R#HP2#####	Fiero SE (I4)	3,875
1G2PF119#HP2#####	Fiero SE (V6)
1G2PG119#HP2#####	Fiero GT	15,968
Total production		46,581

1988

1988 Pontiac Fiero GT

1988 Fiero Formula

The 1988 Fiero brought a new suspension design, thought by many to have a striking resemblance to those designed by Lotus, which at the time, was about to be acquired by General Motors. The suspension was never a Lotus design though: it was the suspension the Pontiac engineers had designed in the beginning, along with what they learned from the racing program. Up front were revised control arms and knuckles that reduced steering effort and improved the scrub radius. In the back, the old Citation parts were replaced with a real tri-link suspension with all new knuckles. This new suspension came with staggered wheel sizes on WS6 suspension equipped models, with 15-inch (380 mm) by 6-inch (150 mm) wide wheels up front and 15-inch (380 mm) by 7-inch (180 mm) wide wheels in the rear for improved handling balance and to offset the slightly increased front track that resulted from the improvements. Topping off the package were the new vented disc brakes at all four corners, which addressed another common complaint of road testers. A variable effort electro-hydraulic power steering unit, the same design later found on the GM EV1, was also to be a late addition. This option never made it to production - one reason cited is that models with the prototype power steering were noted as being too noisy. The 4-cylinder engine received an in-pan oil filter element and balance shaft. A "Formula" option was added, which offered many of the GT features with the standard coupe body, including the 120 mph speedometer and Rear Spoiler. 1988 marked the end of production for the Fiero, and is also considered to be the best Fiero produced. Improvements to suspension, brakes, steering, and improvements to both the four-cylinder and V6 engines took the car to a level far beyond the 1984 model that had received much criticism. Also 1988 was the only year T-tops were an option through dealerships, (Installed by Cars and Concepts) and the only year a yellow exterior color was available from factory. During the Fiero's final model year, the Pontiac, Michigan plant, where the Fiero was built, was closed down.

1988 production

VIN	Type	Cars produced
1G2PE11R#JP2#####	Fiero	13,910
1G2PE119#JP2#####	Fiero Formula	5,643
1G2PG119#JP2#####	Fiero GT	6,849
Total production		26,402

1990 (prototype)

1989/1990 Fiero Prototype, displayed at the 2006 Michigan Fiero Club show, "Fieros at the Hall".

1989/1990 Fiero Prototype, Engine Bay.

1989/1990 Fiero Prototype, Interior.

A prototype of the never-produced 1990 Fiero was displayed at the 20th Anniversary show in July 2003, at Fierorama 2005, at the Michigan show in 2006 and most recently at the 25th Anniversary Show in Pontiac, Michigan in 2008. Continued showing of the prototype may no longer be an option in the near future, as GM has taken to cutting funding to relieve the pressure of its financial woes.

Much of its design influence is apparent in the Fourth Generation Firebird. New engines were proposed for the 1990 model year, from the then new DOHC 190 bhp (142 kW) "Quad 4" 4 cylinder as a base engine to replace the 2.5 Iron Duke to a new 200+ bhp DOHC V-6 for the GT models. Even a factory installed V8 is rumored to have been seen at a test track. The single 1990 Fiero GT prototype had an early version of the upcoming DOHC V-6 that would be put into production in the Grand Prix and Lumina Z34 in the early 90's. This engine developed more than 200 bhp (150 kW).

Critics of the axing of the Fiero model claim this new and improved model would have been faster, quicker, better handling, and cheaper than the Corvette. GM cited slumping and unprofitable sales of the Fiero as the reason for its demise following its 5th model year.

1989 production

VIN	Type	Cars produced
1G2PE11x#KP2#####	Fiero	1

Technical features

Suspension design

The front end of the car is a wider direct derivative of the Chevrolet Chevette and Pontiac T1000. It employs a double A-arm (or double wishbone) design common prior to the advent of struts, and has naturally good geometry. A drawback of this design, however, means that the car's front suspension has four ball joints and four tie rod ends. Nevertheless, the tie-rods allow toe-in/out adjustability. Minimal camber adjustments exist on 1984–1987 models without an after-market upgrade available from MOOG that replaces the upper ball joints with slotted mounting points units. The joints have typical grease fittings for regular lubrication commonly found on pre-2000 autos.

The rear suspension is essentially a GM X-car's (Chevrolet Citation, Oldsmobile Omega and Pontiac Phoenix) front suspension moved to the rear of the Fiero. The uppers are top-plates and Chapman struts, while the lowers are attached with ball joints. In lieu of the steering rack which would have been installed in an X-car, tie rod ends are attached to the engine cradle and used to align the rear wheels.

The four wheel independent suspension provides uncharacteristically accurate handling for a vehicle of its size and price range. However, due to the use of multiple suspension pivot and attachment points (similar to the Corvette's suspension architecture), maintaining the suspension is more costly than some less technical suspension systems.

With the 1988 model year came a completely new front and rear suspension with vented disc brakes at all four corners- what Pontiac's engineers had planned for the car to have from the beginning. The front suspension geometry was changed to decrease the scrub radius thus decreasing steering effort without adding a bulky power steering system. The camber curve was also much improved, the dampers are moved inside the coil springs, and new sealed bearing/hub units were used in 1988. The rear suspension featured multi-link (two lateral links and one trailing arm) Chapman strut suspension, and the tie-rod related bump steer experienced with the earlier suspension design was fixed. The brakes were also upgraded to 10.5 in (267 mm) vented rotors on the front and rear with an improved slide caliper design having larger diameter slides. The Fiero Formula (new for 1988) and Fiero GT models also received a rear anti-sway bar to compliment non-progressive rate springs.

The 1984–1987 frames will accept a 1988 rear cradle. However, the struts must be replaced with a narrower diameter Carrera coil-over unit with a steel tube extension and offset mounting plates added to replace the Chapman strut unit. Thus yielding a larger, 1984–1987 engine compartment with the ride-quality benefits of the 1988 suspension.

In the August 1985 issue of Road & Track, the Fiero was tested against 6 other sports cars. The slalom results (MPH): Honda Civic CRX Si: 62.5 Toyota MR2: 61.6 Pontiac Fiero: 61.5 Alfa Romeo Graduate: 58.4 Bertone X1/9: 58.3 Mazda RX-7 GSL: 57.2

Transmissions

Automatics

The Fiero's mid-mounted 2.8L V6

The Fiero's mid-mounted base 2.5L 4 cylinder

All automatic-equipped Fieros were equipped with the three-speed TH-125 with torque converter lockup. Automatic transmission final drive ratios:

• • 1984–1986: 3.18 (RPO "F75")
  • 1987–1988: 3.33 (RPO "GX3")

• TH-125 Gear Ratios
  • 1st Gear: 2.84
  • 2nd Gear: 1.60
  • 3rd Gear: 1.00
  • Reverse: 2.067

4-speed manual

All 4-speed manual transmissions were built at the Muncie, Indiana Allison plant. The 1984 production line saw two transmissions, a performance 4-speed with a final drive ratio of 4.10, and an economy 4-speed with a final drive ratio of 3.32. The V6 on the 1985 model and part of the 1986 production year came with a 4-speed with a final drive ratio of 3.65. The lower-geared 4.10 4-speed transmission showed improved acceleration, but sacrificed fuel economy.

5-speed manual

Isuzu and Muncie (Getrag)- 5-speed transmissions were available, depending on model and equipment beginning in 1985 for the Isuzu 5-speed which came on 4 cylinder cars and in 1986 for the Muncie 5-speed which came on V6 equipped cars. The Getrag 282 5-speed is sometimes referred to as the Muncie 282 or the Muncie Getrag 282, as the design was licensed to General Motors for manufacture by Muncie (Getrag never built the 282). This Muncie transmission is the stronger unit, designed for use with the higher output of the V6.

Manual transmission gear ratios

Year	Style	Code	Axle	1st	2nd	3rd	4th	5th	rev.
1984	econo 4 speed	MY8	3.32	3.69	1.95	1.24	0.73	—	3.42
1984	perf 4 speed	M19	4.10	3.53	1.95	1.24	0.81	—	3.42
1985	V6/4-speed	M17	3.65	3.31	1.95	1.24	0.81	—	3.42
1985	I4/5-speed	MT2	3.35	3.73	2.04	1.45	1.03	0.74	3.50
1986	V6 4 speed	M17	3.65	3.31	1.95	1.24	0.81	—	3.42
1986	V6 5 speed	MG2	3.61	3.50	2.05	1.38	0.94	0.72	3.41
1988	I4/5-speed	MT2	3.35	3.73	2.04	1.45	1.03	0.74	3.50
1988	V6/5-speed	MG2	3.61	3.50	2.05	1.38	0.94	0.72	3.41

Problems and issues

Engine fire reputation

Of the total production of the Pontiac of 370,168, as many as 260 are reported to have had engine fires of some type, depending on the source used.

The Associated Press quoted the National Highway Traffic Safety Administration as saying it had "...received 148 complaints regarding Pontiac Fieros catching fire including reports of six injuries.... Low levels of engine oil may cause a connecting rod to break, allowing oil to escape and come into contact with engine parts. The oil would catch fire when it contacted the exhaust manifold or hot exhaust components.... David Hudgens, a GM spokesman in Detroit... said, 'If you ran out of oil, and then that coupled with some aggressive driving, perhaps, and maybe not changing the oil very often, you end up with a broken rod, and that's where the connecting rod came in; it is still the owner's responsibility to check the oil.' "

The Pontiac division claimed in a 1988 press release that "GM tests have shown that running these 1984 cars with low engine oil level can cause connecting rod failure which may lead to an engine compartment fire.... Pontiac is aware of 260 fires attributable to the condition, along with ten reported minor injuries."

The larger of the two reported numbers of cars with fires (260) amounts to 0.07% of Fieros produced. The fires affected the 2.5 L engine almost exclusively, and mostly 1984 models (although there may have been additional occurrences after the above reports were published).

There are several possible contributors to Fiero engines catching fire. The primary cause is thought to be a batch of poorly cast connecting rods, produced in GM's Saginaw plant, which failed when the oil level became too low. One theory is that the sports car styling attracted buyers who would drive the car hard, most notably by over-revving the engine. Another factor was the incorrectly listed three-quart oil capacity; the actual oil capacity was 4.5 quarts, but a misprint on dipsticks and in the owner's manuals led to owners using only three quarts, perhaps resulting in a leaky valve cover gasket which would allow the oil level to decline over time to a dangerously low level. If the proper oil level was not maintained, the bearings could seize, snapping the porous castings of the connecting rods. This could result in a hole being punched in the engine block, allowing oil to spray onto hot exhaust components where it could ignite.

Alternatively, some fires may have been due to the engine wiring harness being located in the center of the engine bay above the exhaust manifold, where the heat could possibly melt and ignite the wiring. The 1984 model had a magnesium grille over this area. In later models, this was improved to some degree with better heat shielding wrapped around the wiring harness.

A third cause might be cracks in the engine block from overtightenening of the head bolts. Some engines developed cracks in the block that would leak coolant and/or oil, sometimes accompanied by broken head bolts directly above the crack. The leak would spray coolant or oil, the latter resulting in fire if sprayed onto the hot catalytic converter or exhaust manifold at the front of the engine compartment.

Most vehicles existing today have been serviced by GM during one of the safety recalls on the car. For the fire-related recall, shields and drip-trays were added to prevent leaking fluids from contacting hot surfaces. The presence of drip shields between the engine block and the exhaust manifold are a clue that the car has been retrofitted. The addition of the longer AC Delco PF51 oil filter and a recalibrated dipstick added extra oil capacity to the oiling system, and enabled running four quarts of oil in the crankcase instead of three, to help prevent oil starvation to the rods. Certain vehicles also had their connecting rods or entire block replaced.

Cooling system issues

With an already hot normal operating temperature of 220 °F (104 °C) prior to the recall switching to a 195 °F (91 °C) thermostat, the mid-mounted engine utilized long pipes to carry coolant to the front-mounted radiator. This demanded that a special coolant filling procedure be followed to prevent severe overheating. Simply pouring coolant into the thermostat housing (on the engine) would leave an air bubble in the radiator, while adding coolant just to the radiator would leave an air bubble in the engine's coolant passages. Proper procedure (with engine idling and the thermostat removed, filling the thermostat housing, burping the bubble out of the radiator by cracking open the radiator cap until coolant exits) must be followed in order to ensure an air-free cooling system.

A second problem has become common as more Fieros are being serviced by shops unfamiliar with their design. The under-body coolant tubes are positioned in such a way that a casual glance beneath the car will not suggest their fragility. As a result, many have been crushed by shop lifts, resulting in a near complete lack of engine cooling. The age of the car means that even GM dealerships may now be unaware of the proper jacking methods.

Lastly, the absence of a spare tire (at the front of the car, right behind the radiator) could have an effect on coolant system performance.

Today

Stereo speakers embedded in the headrests; one of many innovative features to debut in the Fiero, eliminated in the 1986 model year due to cost.

Currently the Fiero has a cult following of owners and customizers. While all Fiero models are considered to be collectible, the 1988 model year is especially sought after by collectors due to its limited production numbers and vastly improved underpinnings. Because of an abundance of replacement parts available from other General Motors vehicles, there are many upgrades that can be done to improve performance and reliability of the cars. Additionally, a multitude of different General Motors engines have been installed by enthusiasts, from the Quad-4 engine to the Chevrolet small-block V8 to the Cadillac 4.9 L and Northstar V8s. The GM 3800 Supercharged is also a very popular choice, as well as the 3.4 L found in the 1993, 1994, or 1995 Camaro/Firebird. The new 2.2 L ECOTEC engines found in the Chevy Cobalt and Chevy HHR are now becoming a popular engine option to replace the underpowered 2.5 Iron Duke. One shop in particular that pioneered and now specializes in V8 installations has even gone so far as to install the famed Z06 Corvette powerplant, the 505 horsepower LS7, into a Fiero. Installation of the 4.9 L V8 or smaller engines is possible with few modifications to the car itself, because Fiero prototypes were tested with a similar small aluminum V8 prior to production. As a result, the engine bay is large enough to accommodate engines of that size.

A large following of owners still exists with many web pages, groups, and clubs devoted to the car, and the basic chassis is commonly used as a kit-car platform from wild custom rebodies to Ferrari F355 replicas. Due to their small size and weight, they are also a popular choice for all-electric conversions.

Models

Fiero models and die-cast replicas have come and gone over the years. Hot Wheels released a 1984 Fiero 2M4 under many paint schemes. These Hot Wheels cars are now very rare. Matchbox and Majorette also released Fiero models during the car's heyday. Monogram has released and re-released a 1985 Fiero GT model (the re-release is currently available). In recent years, a large 1:18 die-cast model of a 1985 GT has been released in red and silver. In 2007 the Motor Max toy company began releasing small die-cast Fiero GT toys under the 'American Graffiti' and 'Fresh Cherries' lines. Select Wal-Marts sold a special "Since '68" Fiero made by Hot Wheels, which uses the original 1984 mold with a new paint job.

Gallery

• 
  1984 Fiero 2M4
• 1986 Fiero Coupe 2M4
  1986 Fiero Coupe 2M4
• 1986 or 1987 Fiero SE
  1986 or 1987 Fiero SE
• 
  1988 Fiero Formula
• 
  Interior of an 1988 Fiero Formula
• 
  1988 Fiero Formula's 2.8L V6
• 
  1988 Fiero GT
• 
  Pontiac Fiero GTU-class racing car, in preparation for the 1987 IMSA GT Miami.

External links

• The Fiero Owners' Home Page
• The Fiero Forum UK
• Waynes World of Fieros
• Pontiac "Pride" Fiero
• [http://www.fiero.com/ Pennock's Fiero Forum