The Pontiac Fiero
What is the Fiero, who is it for, and how good is it?
So just what is the Fiero? That short question sparks more
controversy than just about any other single inquiry into an automotive
topic. There is no short answer, and it would seem almost anyone over
the age of 20 has a very firm opinion about the car. From the Fiero's
1984 model year introduction until present, this Pontiac sports car has
managed to create a major division in the automotive community. You
either like it or hate it. But simply identifying what a Fiero is can be
difficult. The Fiero is quite literally 3 model concepts. A 1988 Fiero
is very different from a 1984 model and the difference between a V-6 and
a 4-cylinder is equally vast. Road & Track once commented that it was
too bad the word convertible had already been assigned to describe a
topless car. Because the 1987 Fiero had been transformed so much from
its original design, they felt the term should be used to describe
the revised '87 model. So labelling all Fieros as one exact model of
car isn't an accurate claim. It is important to understand just how the
Fiero developed and what the attributes of the car really were. Did the
Fiero have problems? Yes, undeniably. Is it a good sports car? By
widely accepted definitions and measurements, yes. But before any
judgement can be made about the worthiness or capability of the Fiero,
it is important to review what the car is and is not.
The Fiero is not an exotic. It's too cheap and too practical. The
media made frequent attempts to compare the Fiero with more expensive
mid-engine cars in an attempt to justify the improvements they felt were
necessary. Many publications went so far as to perform specific
comparisons with a particular Ferrari, Lotus, or Maserati model. Such
comparisons created high expectations and are often used to discredit
the Fiero. While the Fiero shares design similarities with more
expensive and exotic cars, it is a very unique automobile that
approaches its performance in a very different way. No one should
expect the Fiero to have the exclusivity or prestige of a Ferrari since
it did not and probably won't ever have the elite racing heritage and
high price of entry. The Fiero is also not a normal passenger sedan.
There are two seats, two doors, a small trunk, a moderate gas tank, and
a mid-engine layout. Don't expect a Fiero to haul $250 worth of
groceries, or tow a trailer. The Fiero is a sports car, not a utility
wagon, or family cruiser. The Fiero is not for everyone! I can't
emphasize that enough. Heck, the Fiero isn't for very many people at
all. You give up a lot to accept what the Fiero has to offer, and for
many people, what they're required to give up is just too much. You
have to be a true sports car enthusiast to even consider ownership of
any mid-engine car. After all, you give up cargo space, component
accessability, and visibility just to have the engine placed in the
best performance position. This is a hard nitro-tab for anyone to have
to swallow. Then to consider a car that isn't made anymore (Stealth,
RX-7, MR2, and 300ZX owners can relate) adds to the difficulty in
accepting such a vehicle. Then there are the rumors that come with
owning a Fiero. Lately, the fire accusation has been dwindling since
Fieros are surviving quite nicely 15 years after they were introduced.
Some people will claim the Fiero is impractical, as they drive away alone
in their 8 passenger, 12 miles-per-gallon, 7000-pound, no brakes, no
handling, roll happy, can't see behind it Chevy Suburban. But any Fiero
owner will undoubtedly face the onslought of insults and pestering. If
you don't care about how some people view what you own and can think for
yourself, this won't be a hard obstacle to overcome. And besides, if
someone even has to ask why anyone would want to drive a Fiero, that
person will never understand. I once read a statement I feel best
illustrates the sports car concept- a pure sports car unites simplicity
and beauty with a performing spirit. If you understand that concept,
you will undoubtedly appreciate the Fiero.
Mid-engine cars are often thought of as impractical, expensive, and
inefficient. To own such a vehicle and drive it on a regular basis
requires that you have two qualities at the top of your priority list...
fun and performance. If you want a sports car with many of the qualities
of the world's finest performance machines, don't mind the occasional GM
repair bill, think 21 miles-per-gallon is good, prefer cozy 2 passenger
seating, and enjoy the audible thrills of a smooth V-6, then the Fiero
might be for you.
The Fiero is a relatively ordinary GM car. Most of the parts are
common to the GM line, only a few design features make the car unique.
The Fiero requires maintenance as will ANY used car. This is where the
first real Fiero problem surfaces. Fieros are cheap, hence, maintenance
is also frequently cheap. Most people that pay $2500 for a car won't
pay $30 every 5000 miles or so to change the oil and give the car
proper servicing. Think I'm wrong? Next time you meet a Fiero owner,
ask them when they changed the oil last. The responses I get are
a big red flag. Most of the Fieros I encounter are hobblying on worn,
unlubed suspensions, spinning their engines with black runny oil, and
squealing with loose belts the sounds of which can only be matched by
one of the great tenors. Overall, I've found that V-6 Fieros, especially
the GT's, are treated with more appropriate servicing. But the V-6 Fiero
suffers from another problem that hasn't shown up as much with 4-cylinder
models. The V-6's are literally punished. Punished by owners, mechanics,
friends, relatives, and co-workers. The American desire to explore the
limits of a fast car become all to apparent with a V-6 Fiero. If you shop
for a Fiero, be cautious. It is difficult to find a properly maintained,
properly driven version. Do I drive a Fiero as a commuter? Yes. Is
it reliable? Yes, but I perform acceptable maintenance on mine, even
though I may not be able to resist the compulsive desire to test the
physics of forward momentum. An important lesson I've learned is that
the Fiero treats the owner as well as the owner treats the Fiero.
Trying to convince most people that the Fiero has a strong performance
envelope is like trying to convince 15th century Spaniards the world is
round. It's difficult to do, even with proof. Because of the Fiero's
reputation, the solid performance is often overlooked, ignored, or
simply insulted. But the performance results that accompany the SE
V-6 or GT model of Fiero paint a surprising picture. Not only can the
Fiero offer Ferrari 308 performance, but it manages to acheive it with
better gas mileage, more cargo space, better climate control, cheaper
repairs, lower insurance, improved visibility, easier shifting, lighter
clutch, and obviously, a lower sales price.
The Fiero SE V-6 and GT zips to 30 mph from a standstill in the same time
it takes a Lamborghini Diablo or Ferrari F355 to smoke (literally) to the
same speed. The skidpad numbers are square in Ferrari Testarossa and
Porsche 928-S territory and 0-60 runs are near GT Mustang and Integra
V-TECH results. Braking ability is comparable to a Corvette ZR-1 or
Dodge Viper. These performance acheivements were no accident.
Pontiac was hard at work improving the Fiero's performance. Pontiac
went so far as to purchase a Ferrari 308 for engineering goals and
comparison purposes during the 1985 and 1986 model years. But no matter
how well a car performs, if there isn't a solid foundation or loyal
following, failure is bound to happen in one form or another. The end
result for the Fiero was an unloved, unrecognized, but very competent
sports car.
Fiero History Lesson
The Fiero's history is a short tale of improvement. The car was
originally designed and brought up from paper by a man named Hulki Aldikacti.
He eventually got the Fiero into production after a long battle with GM's
upper brass. He was limited to using existing parts from other cars in the
GM line. The only major original part to the Fiero was its design. The
engine was Pontiac's 2.5L 4 cylinder (for 1984), the brakes were existing GM
hardware and even the side-mirrors were from the new for '82 Firebird.
The transmission choices were a 4-speed manual or a 3-speed automatic. 1984
was to become known as the worst production year for the Fiero (and
unfortunately for the Fiero, the rest of the models would be blamed for
that year's problems). Performance was fair (but not up to sports car
standards for the time) with 0-60 times of around 10.9 seconds and 1/4-mile
runs of about 17.7-18 seconds. Over 120,000 versions of this Fiero were
made and that is how most people remember them. All 1984 models were
recalled for engine fire hazards that were caused largely by improper
maintainance on the owner's part. 1984 Fieros were also plagued with bad
connecting rods. The engine fire problem was soon corrected and
according to Pontiac, all 1984 Fieros have had the recall performed so you
can't buy one today that has the fire risk. The 1984 Fiero was awarded
for numerous aspects of the design and was hailed by Car & Driver as one of
the Ten Best Cars of 1984.
The design was very safe and strong (only a Volvo scored higher for
impact safety). The Fiero was built using ply-steel and carefully
constructed crumple zones and stress points. The composite panels are
the same materials used on modern cars such as the Camaro, Firebird and
Saturn.
The number one complaint of the 1984 Fiero from its owners was the lack
of power. Along the same lines, the biggest change owners wanted to see in
the 1985 Fiero was a bigger engine. With 14.8% of Fiero buyers wanting more
power and 22.8% wanting a bigger engine, Pontiac knew something had to be
done. Even with the 1984 Fiero's problems and complaints, 83.3% of Fiero
buyers would buy another Fiero (one of the highest approval ratings in the
industry).
Then came 1985 and a vast increase in the Fiero's performance and
value. The Chevrolet-built, Pontiac-tuned 2.8L V-6 was now an option on the
Fiero. Performance climbed to 0-60 spurts of around 7.5-8 seconds depending
on transmission, 1/4-mile times of 15.7-16 seconds and improvements in the
suspension's behavior over rough roads (one thing that plagued earlier
Fieros). For a 2700-pound car, 140 BHP and 170 lb/ft of torque was enough
motivation for the Fiero to compete with other cars that had half again as
much power. Skidpad numbers hovered around .84g-.88g with stock rubber and
slalom speeds reached 63.4 mph. The V-6 offered good, Amercian style torque
and when combined with the Fiero's fully independant suspension, disc brakes
at all four corners and the 4-speed manual transmission, the Fiero became
a very competitive sports car for around $12,000. It was a full second
faster than Toyota's MR-2 both in the 0-60 and 1/4-mile runs. The MR-2 was
the car that many considered to be the Fiero's best competition. A few
sources listed the CRX as another Fiero competitor, but Honda's little coupe
had a solid rear axle, drum rear brakes and was front wheel drive (not a
good combination for a sports car). The CRX Si ran 0-60 in about 9 seconds,
the 1/4-mile in about 17 seconds at 80 mph and could hold the skidpad at
between .78 and .80g. With those number and only 91 horsepower and 93
lb-ft of torque, the CRX Si fell short of making the performance level to
compete with the Fiero.
The V-6 helped the Fiero to become a very competant sports car. But the
2.5L four also saw improvements in the following years after the V-6 was
introduced. In 1987, power was increased to around 100 horspower and the
oiling system was improved greatly. Balance shafts were added to help
high-rpm smoothness and combustion efficiency was also improved. A 5-speed,
Izuzu-built, transmission was added in 1985 to all 4 cylinder Fieros and
the Getrag/Muncie 5-speed was added to V-6 Fieros halfway through the 1986
model year. The suspension was completely revised in 1988 to smooth the
ride and response over rough road conditions. 1986 saw the introduction
of the fastback GT, a widely popular revision. The fastback update
changed the appearance of the Fiero so much that journalists believed
it was a new Corvette. Even today, heads turn as eyes hunt for some
identifying mark that will reveal what type of car it is. This GT
design continued through the cars death in 1988 (which for the '88 model
year, monochrome paint was used). 1987 brought some mechanical changes
and a few minor enhancements to the car's appearance. As mentioned
above, the 4-cylinder received a power boost, but a new ram-tuned
manifold was also employed. A distributorless ignition was introduced,
commonly referred to as DIS. The V-6 received improved combustion
efficiency, sealing, as well as reduced friction and weight. The 1987
engine refinements helped improve durability and lifespan. The base coupe
was given a refreshed front and rear bumper appearance and the 2M6 badge
was given up for a more subtle Fiero badge on the SE decklid. 1988 gave
the Fiero an improved suspension which helped rough road handling and
steering wheel jitters. The biggest improvement to the suspension was
the introduction of vented disc brakes, something that I felt was needed
from the beginning. Fiero braking was never poor, but wasn't great
either. The one real drawback was that racing a Fiero produced minor
brake fade after a few hard laps, this problem is basically eliminated
in the '88 model. Most Fiero owners don't race, but for the few of
us that did, the '88 brakes were a big improvement.
There are other, faster cars out there, but none can deliver the
Fiero's performance and fun factor for the same price. The Fiero delivers
a remarkable value. For less than $4000 you can have a car with a mid-
engine layout, multiport fuel injected V-6, disc brakes at all 4 wheels,
a fully independant suspension, composite body panels, and near exotic
car performance. Browsing over some of the Fiero's performance statistics
can be embarassing for registration holders of many of the world's finest
performance cars. The skidpad, slalom speeds, braking distances,
0-60 times, and other measurements are all where they should be. Add to
that the low price and the result can be downright offensive. What a
way to own a sports car!
1986 Pontiac Fiero GT General Performance
New Price: $14,800
Options on test car: air conditioning, rear spoiler, optional subwoofer,
cruise control, rear defroster, power door locks
Engine:
2.8 liter Multi Port Fuel Injected V-6, iron block and heads
Engine management system:
Pontiac/Delco electronic
Power:
140 bhp @ 5200 rpm
170 lb-ft @ 3600 rpm
Redline:
6000 rpm
Drivetrain:
Transmission: 4-speed manual
Final-Drive ratio: 3.65:1
Ratios: top speed in gear (mph)
1 3.31 36
2 1.95 61
3 1.24 96
4 0.81 130
Dimensions and general:
Wheelbase: 93.4 in
Length: 165.1 in
Width: 69.0 in
Height: 46.9 in
Ground Clearance: 5 in
Curb Weight: 2778 pounds
Suspension:
Front: independant, unequal length A-arms, coil springs, tube shocks,
anti-roll bar
Rear: independant, chapman struts, lower A-arms, tie rods, coil springs,
tube shocks, anti-roll bar
Performance:
Stock
__________|_____________
/ \
92 BHP L-4 140 BHP V-6 190 BHP V-6 300 BHP V-8
0-30 3.3 2.2 1.8 1.3
0-40 5.0 3.8 3.3 2.6
0-50 7.5 5.4 4.4 3.4
0-60 10.9 7.5 5.7 4.9
1/4-mi 17.9 @ 77 15.7 @ 87 mph 14.6 @ 97 mph 13.0 @ 110 mph
Roadholding
300 ft skidpad .84g-.86g
Slalom 63.9 mph
55-0 braking 118 feet
60-0 braking 130 feet
70-0 braking 190 feet
Fade none
Mileage: 4-cylinder V-6
25 city/32 highway 21 city/28 highway
The Fiero is a true mid-engine car in every definition of the term.
And the cold hard fact is that the Fiero has no trouble performing on par
with many of the world's finest exotics and sports cars. It is no wonder
then that racing a car that performs so well can be a challenging endeavor.
The Fiero is a prime example of a well-balanced sports car. Many sports
cars can't handle the power they make, while others can't power the
handling they have. With the V-6 version of the Fiero, the driver is
offered a perfect mixture of stable handling and a smooth abundance of
power. This type of combination provides the ability to explore the limits
of the car easily and with a predictable behavior. But keep in mind that
racing a mid-engine car will not necessarily be a walk in the park. Even
though the mid-engine layout offers remarkable stability and control, the
driver needs to understand vehicle weight transfer before the maximum
performance limit can be used efficienctly. Drivers interested in learning
to race with little effort might want to stick with low-torque, peaky
front-engine sport sedans like the Acura Integra, Honda CRX, or Mazda
Miata. There is a higher level of skill required to master a mid-engine
car like the Fiero, as many racers will tell you. So it is important to
understand that it takes dedication and a lot of practice to become
constistant in such a vehicle. Just as go-kart racers shouldn't expect
to be instant masters of Indy cars, don't expect to race the Fiero
flawlessly after racing other [front engine] sports cars. If you are
familiar with racing front-engine cars, you will have to adjust your
racing style to accomodate the different behavior of the Fiero. And you
can't exepect the Fiero to behave as nicely as a quick-shifting, effortless
Miata. You will have to master mid-engine understeer, in-your-face
rack-and-pinion steering, mildly boosted disc brakes, a long travel
shifter, and a firm clutch. So lets take a look at what techniques
can help you get started.
Most racers will tell you that the driver's position is one of the
most important aspects of successful racing. Keeping yourself in the
proper position is just as important as keeping your car in the proper
position. Sit comfortably, with your elbows bent (never locked) and your
hands at the 3 and 9-o'clock positions. This will give you the best
control of the steering wheel as well as offering the widest range of
motion for your arms. When shifting gears, some drivers recommend
using a push-and-pull technique which involves moving the shift lever
forward with the palm of your hand and backward with the middle of your
fingers. This technique is recommended to help prevent the urge to power
shift and risk damage to the transmission. Another technique (and the one
I find myself using most often) is simply holding on to the shift knob
to move through the gears. I find this technique offers the most control
and for me, I am less likely to miss a gear if I have full control over
the shift lever. The latter technique really helps with cars that have
long travel shifters like the Fiero's, but try both to see which works
best for you. Make sure you have full control over every pedal. You need
to have the ability to use the full range of motion without locking your
knee. Avoid having to reach for anything, in racing, speed counts!
Lastly, make sure you can see all the gauges well, especially the tach.
Once you have found a driving position that is comfortable, learn how
your car behaves under various conditions and use different techniques
to find out what works best for you.
Accelerating and braking are both very straightforward, but there is
some advice I can offer that might help make the process more efficient.
When accelerating, use smooth throttle inputs. Don't mash the pedal or
back off suddendly. Also learn how to match the engine's rpm with each
gear so that shifts are smooth and fast. Keep this in mind, especially
when downshifting, when making a smooth shift can really count. There is
a technique called heel-and-toe downshifting that I would like to touch
on briefly. This tactic is primarily used when approaching a corner and
downshifting. It is important to always brake before a corner, not during
and not after. To "heel-and-toe", use the ball of your right foot to apply
and modulate the brakes while the heel of your right foot is modulating
the gas for the next downshift. This takes practice! And you will likely
brake too hard or rev too high a couple times before you master the
technique. This is where knowing your car well really helps! Just about
every car has different gear ratios to engine rpm, so take some time
to learn how your Fiero's engine and transmission correspond.
Taking a corner is the true highlight of racing. This is where your
performance, as well as your car's, is measured from the moment you hit
the brakes until the instant you turn the wheel straight. When entering
a corner, it is important to approach at a wide angle and apply
the brakes just before entering the turn. Don't begin your turn until
you have lifted off the brake pedal. Then steer firmly and into the
apex allowing your car to swing wide at the exit. This helps you maintain
the fastest speed through the corner in addition to letting you hit the
gas at the earliest opportunity to regain your momentum. A common mistake
is to take the inside of the corner too soon. It is important to keep
your racing line as close to a straight line as possible to maintain your
momentum. The illustration below, while rough, helps illustrate this
concept.
An example of a 90-degree turn
______________________________
/ _______
/ ___ -------
/ __---
/ / _________________________
/ / /<--- Take the inside edge of the
/ / / corner exit to maximize momentum.
/ / /<--- Smoothly start to apply the throttle
/ / / at the earliest opportunity, reaching
/ / / maximum when you exit the corner.
/ / /
| | | <--- Don't cut the corner too soon,
| | | make sure to keep your approach
| | | wide.
| | |
| | | <--- Apply the brakes firmly to set your
| | | approach speed just before entering the
corner.
Understeer almost always accompanies a mid-engine layout. When the
engine is placed in the middle (behind the front axle line and ahead of
the rear), vehicle response is different than when the engine is placed in
the front. One of the main benefits of a mid-engine layout is the
higher level of stability offered when the handling limit is reached.
When the handling limits are exceeded in the mid-engine car, the tendancy
is to slide rather than loose traction in the rear. When racing, it is
easier to hold a corner with this behavior because there isn't a need for
major, time consuming corrections. When the handling limit is approached
in a Fiero, the front end will start to lose traction, causing understeer.
Understeer can be regulated by lifting off the gas (hence, reducing the
effect) or applying the gas (increasing the effect). With the torque
offered by the 2.8-liter V-6, you can cause a serious departure from a
racing line by flooring the throttle, so it is important to give smooth
inputs to the throttle in order to maintain a proper measure of control.
It is also important to not panic and hit the brakes during a corner if
you feel that measure of control starting to slip. That may likely cause
a spin. Your best bet is to modulate the throttle until the situation is
again under control. Other recovery methods will be discussed later, but
if you are starting to wander from the line you want to take through a
corner, lift off the throttle to reduce the level of understeer (keep in
mind that suddendly releasing the throttle can cause oversteer, which we
will discuss in a bit). With practice, mid-engine understeer becomes a
welcome trait since it is easy to control and predict.
Oversteer is simply the reverse of understeer. This happens when the
car starts to bite into a turn harder as a result of backing off the gas,
applying the brake, or changes in the pitch of the road. If oversteer
becomes too severe, the rear end of the car will have a tendancy to swing
around, potentially causing a loss of control. This is where mid-engine
cars have an advantage. When oversteer begins, the majority of the weight
is still toward the rear of the car, helping to keep the rear tires
planted and under control. Oversteer can be modulated in the same way
understeer can with the throttle, except that the results are reverse.
Applying the throttle will help to reduce oversteer while letting off the
gas will increase the effect. If oversteer starts to cause a loss of
control (like what may happen if you hit the brake in the middle of a turn),
corrections can be made by counter-steering. Counter-steering is simply
turning into the slide, or away from the oversteer. For instance, if you
are performing a hard right turn and have entered the corner too fast,
you might attempt to correct the mistake by applying the brakes just as you
enter the corner. The rear of the car will want to slide while the nose
will bite harshly into the corner. If the effect is mild, you might be
able to recover by applying the throttle to compensate. If the effect is
severe, you will probably have to turn left (modulating the steering
carefully so as not to over correct and cause a fishtail), in addition to
throttle modulation to regain control. Again, this takes practice.
Racing a Fiero is a very rewarding experience. Many first time Fiero
racers are surprised by the handling limits offered by the car. It is
important to remember not to get overconfident and take unnecessary
chances. The Fiero isn't a very forgiving car, no one should expect it
to be. Mastering the Fiero's performance takes practice and an
understanding of just how the layout works. Once mastered, the Fiero
can be a very fun machine to race. I would encourage anyone interested
in learning how to race their car to register for a local SCCA autocross
or other similar event. That way you can learn how to handle your car
in a safe environment where the only potential crash concern is knocking
2-seconds off your time for hitting a cone. If you have any questions
or would like to know the number for the local chapter of the SCCA club
in your area, E-mail me. I hope to see more and more Fieros at autocross
events in the future.
Author's note: I hope this helps you learn how to effectively drive
your Fiero well. Many of these pointers can help you in your everyday
driving as well, such as avoiding falling debris from the truck ahead of
you or a dog that runs out in front of your car. Basic racing principals
can help increase the level of safety and your chances of survival on the
street. If you know the limits of your car and are experienced in
dealing with those limits, you can offer yourself a higher level of
safety than any technological advancement such as an airbag, ASR or
ABS since avoiding the accident is the single best way of not getting
hurt.
