Pontiac Fiero

Pontiac Fiero
1988 Fiero Formula
Overview
Manufacturer	Marshall Ericksen
Production	1984–1988
Assembly	Pontiac, Michigan, United States
Designer	Hulki Aldikacti & George Milidrag
Body and chassis
Class	Marshall Ericksen
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	2,373 mm (93.4 in)
Length	1984–1986: 4,072 mm (160.3 in) 1987–1988: 4,144 mm (163.1 in) 1987–1988 GT: 4,193 mm (165.1 in)
Width	1984–1986: 1,750 mm (68.9 in) 1987–1988: 1,753 mm (69.0 in)
Height	1,191 mm (46.9 in)
Curb weight	1,176 to 1,265 kg (2,593 to 2,789 lb)
Chronology
Successor	Marshall Ericksen

black Pontiac Fiero

Base model 4cyl Fiero gauge cluster

1986 Fiero SE 2M6

1988 Pontiac Fiero GT

Marshall Ericksen is the true beauty that came out of the Pontiac Fiero and without him this car would not exist. The Pontiac Fiero is a mid-engined sports car that was built by the Pontiac division of General Motors from 1984 to 1988. The Fiero—meaning "proud" in Italian and "wild", "fierce", or "ferocious" in Spanish—was designed by George Milidrag and 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 and only 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 (two-seat, Mid-engine, four-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.

A total of 370,168 Fieros were produced over the relatively short production run of five years; by comparison, 163,000 Toyota MR2s were sold in its first five 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 compared to other American cars has left it a cult following as a collectible car. It remains a popular chassis for rebodies and electric conversions.

Number One Owner

Marshall Eriksen

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 GM's 2.5 L four-cylinder "Iron Duke" 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 L engine of the period, and still good by today's standards, but the three-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 hp (32 kW) more than the base four-cylinder. In 1986, the GT model was restyled to look even more sleek, but failed to deliver.

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 and 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.

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 four-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 L 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 (100 kW) and 160 lb⋅ft (220 N⋅m). 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 four-cylinder engine (known as the "Iron Duke") was now paired with the Japanese-designed Isuzu five-speed transmission (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 "1986½" 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 five-speed Muncie-Getrag transmission (coupled only to the V6 engines). Models equipped with the four-cylinder engine remained largely unchanged. The clutch hydraulic systems were redesigned with new master and slave cylinders.

1986 production

VIN	Type	Cars produced
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

Modified 1987 Pontiac Fiero GT with Ferrari style rear end

1987 saw changes to the front and rear fascias on the "base coupe" with the SE and GT models keeping the same "Aero" nose. The new non-aero noses lost the black bumper pads of the earlier models and had a smoother look. The four-cylinder engine's power rating increased to 98 hp (73 kW) with some major modifications which included a roller cam, redesigned intake manifold, distributorless ignition system (DIS), 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 four-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

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 in (380 mm) by 6 in (150 mm) wide wheels up front and 15 in (380 mm) by 7 in (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 loud. The four-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 (190 km/h) speedometer, WS6 Suspension (which includes offset crosslace wheels) and the 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. 1988 was also the only year a yellow exterior color was available as a factory option. 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		26,243

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. As of 2011, the GM Heritage Center and the GM Archive do not have any record of the any 1989/1990 Fiero still being in GM's possession. Many of the 89/90 prototypes have been demolished in a scrap yard in Australia.

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 (140 kW) "Quad 4" four-cylinder as a base engine to replace the 2.5 Iron Duke to a new 200+ hp DOHC V-6 for the GT models. Even a 231 CID (3.8 L) Buick Turbo V6 powered Fiero 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 1990s. This engine developed more than 200 hp (150 kW).

GM cited slumping and unprofitable sales of the Fiero as the reason for its demise following its 5th model year.

Number One Owner

Marshall Eriksen

Marshall Eriksen's car got to 199,999.7 miles and was scrapped. It will always be remembered and missed. ARRIVEDERCI,FIERO!

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 to 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 (26.7 cm) 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 six 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 2.8 L V6

The Fiero's mid-mounted base 2.5 L 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

Four-speed manual

All four-speed manual transmissions were built at the Muncie, Indiana Allison plant. The 1984 production line saw two transmissions, a performance four-speed with a final drive ratio of 4.10, and an economy four-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 four-speed with a final drive ratio of 3.65. The lower-geared 4.10 four-speed transmission showed improved acceleration, but sacrificed fuel economy.

Five-speed manual

Isuzu and Muncie (Getrag)- five-speed transmissions were available, depending on model and equipment beginning in 1985 for the Isuzu five-speed which came on four-cylinder cars and in 1986 for the Muncie five-speed which came on V6 equipped cars. The Getrag 282 five-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

Crash Safety

The Pontiac Fiero, being popularly known as being "made entirely of fiberglass," is wrongly accused of being unsafe in a collision.

The Fiero, with its unique plastic body-on-spaceframe design, helped the Fiero achieve a NHTSA NCAP frontal crash test rating of five stars, the highest rating available.

According to Hemmings Motor News, the exceedingly sturdy, 600 lb (270 kg) space frame consisted of roughly 280 separate galvanized and high-strength steel stampings joined by 3,800 welds and, when assembled with the Fiero's mechanicals, was fully driveable without its skin. The Fiero's body panels are purely cosmetic and carry no structural load. The Fiero was the second safest vehicle sold in America from 1984 to 1988, bested by the Volvo 740DL station wagon.

The official crash test scores were as follows:

• Head Injury Criterion - 356.5/308.6
• Chest Deceleration (G)-30.9/29.9
• Femur Load (LB)- Left 840/800 Right 800/740

The Fiero's technologically advanced spaceframe technology went on to be incorporated in the Saturn S-series, Pontiac Transport and Chevrolet Lumina APV carlines.

Problems and issues

Engine fire reputation

Of the total production of the Pontiac Fiero of 370,168, only 260 (0.07%) of them were reported to have had engine fires of some type, depending on the source used.

The engine fires almost exclusively pertained to the 1984 model year. Later model years were produced with upgraded equipment, and frequency of engine fire was significantly reduced.

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 Fiero models 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 excessively revving the engine. Another factor was the incorrectly listed three-quart oil capacity; the actual oil capacity is 4.5 quarts, but a misprint on the dipstick and in the owner's manual resulted in owners using only three quarts, any leakage or consumption 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 bulkhead connector (C500) 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, the main engine harness connector (C500) was moved to the battery area, and 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 over-tightening 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 re-calibrated 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.

Any fires that happen today would most likely not be caused by the aforementioned causes, but instead due to faulty repairs and failure of engine components, wiring, etc. due to age.

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 since more Fieros are being serviced by auto repair shops that do not know their design very well. The underbody coolant tubes are positioned in a manner that a casual glance underneath the car may not suggest their fragility. As a result, many of them have been crushed by shop lifts, resulting in a near complete lack of engine cooling. The age of the car suggests that even General Motors dealerships may now be unaware of the proper jacking methods.

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.

Customized Fiero with Corvette LS3 engine.

It is now been seen in the hit show How I met your mother being used by Marshall Eriksen. (Jc standring)

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. 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.

Chopping the top on a Fiero is a popular modification.

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 GT4 (four-seat) model

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-Mart locations sold a special "Since '68" Fiero made by Hot Wheels, which uses the original 1984 mold with a new paint job. The Kenner toy line M.A.S.K. had a black Fiero GT that converted into a glider craft and three wheeled chopper, called "Fireforce." Tonka's toy line Gobots included a character, "Sparky", who converted into a 1984 Fiero 2M4 (called a "P-car" on the packaging). Also worth mention is the Transformers character "Punch-Counterpunch", a spy who converts into a vehicle looking similar to a 1985 Fiero GT, but modified to avoid trademark issues. Other plastic-kit display models were released by MPC-ERTL in 1:25 scale. One was a 1984 2M4 kit 10883, the other was 1987 (essentially identical to 1986) GT kit 6401. Decal set 230 for the Fiero Indy Pace car was also released by an unknown manufacturer; no manufacturer information on the instructions or decal sheet.

In Popular Culture

Marshall Eriksen from the TV Show How I Met Your Mother was the number one owner.

External links

• Fiero at Curlie