ADMIN NOTE: A remarkable find in itself.... this is the first US Road Test that I have found anywhere in print that documents the final year of the Trans Am GTA.

"Somewhere back in the muscle-car era, an automotive scribe mused that the initials for Pontiac’s popular GTO model might very well stand for "Gas, Tires & Oil," based on the inordinate amounts of each he used up while testing the car. If you’ve ever driven one of the big-engine pavement melters built between 1964 and 1972, you’ll know that’s a moniker definitely befitting the machine. Officially, however, the nameplate came from a marketing jab taken at Ferrari’s own GTO (Gran Turisimo Omologato). and was Pontiac’s way of kicking some sand in the face of the big bully of the automotive schoolyard.

Today, the Pontiac GTO is no more. In its absence, bully-bashing rights have transferred to the hottest machine in the PMD arsenal: the Trans Am GTA. Powered by a torquey V8, the GTA proudly upholds the legacy of its notorious forebear. But some things have changed in the last 20 years. While this latest Pontiac street brawler can use up gas and tires with the best of ‘em, its taste for oil has, thankfully, mellowed with age. In fact, the GTA is a contemporary American performance machine, combining big tires and a taut suspension with enough raw horsepower to manhandle your way out of any situation. The modern day version of the Pontiac GTO: the "Grip, Turn and Accelerate" Trans Am GTA.

Simply put, the GTA is the perfect machine for anyone who grew up with Sixties American muscle cars. The healthy heart and raucous soul of those Hemi ‘Cudas, Boss 302 Mustangs and big-block Chevelles is alive and well inside each new GTA. The first twist of the key brings it all back. And, the first romp on the throttle delivers tire-squealing go-power the length of a city block. All you need is a fistful of Doors tapes and it’s 1969 all over again.

This is the final year of the familiar F-body style that has served Camaros and Firebirds since 1982. The fact that the appearance remains contemporary despite being essentially unchanged since its introduction all those years ago is testimony to the timelessness of its design. An all-new Firebird will be unleashed in 1993 with, we hope, a look that will take us into the 21st century. However, the 1992 car is (with the exception of a very few minor upgrades) the same machine as in 1991.

Powering our GTA is the most powerful engine available in any Camaro or Firebird: the Corvette-derived 5.7-liter V-8. Pumping out 240 bhp at 4400 rpm, and a hefty 340 lb-ft of torque at 3200 rpm. This port fuel-injected engine delivers instantaneous throttle response, and the kind of forward motion that can embarrass unwary Porsche drivers. There’s no waiting for a turbo to spool up, or for a multi-cam valve train to get into its peak rev range. Merely nail the throttle at any engine speed shy of the 5000-rpm redline, and prepare to scoot.

(ADMIN NOTE: The review states the R & T test car used the 5.7L TPI engine.  The car pictured featured the CC1 T-tops, which were officially unavailable on GTAs that used the 5.7L engine.  even though the T-tops are listed on the car's equipment list, there is no statement in this article that the actual car pictured was the real test car used.  Just a clarification.... but given the circumstances of this test, the test car could very well have been a legitimate 5.7L/T-top car from Pontiac's press car pool.)

The one shortcoming is the transmission, a 4-speed overdrive automatic that takes much of the thrill out of an engine this strong. A 5-speed manual is only offered with the slightly less powerful 5.0-liter (230 bhp) engine, as it is not able to handle the torque of the 5.7 powerplant. A limited-slip differential with 3.23:1 gearing is standard.

Those looking to challenge Corvettes will want to check out the new line of factory-direct performance parts with the initials "SLP" They stand for "Street Legal Performance," and are EPA-legal components that’ll boost output of the 5.7-liter by 50bhp. Included in the catalog are lower-restriction intake and exhaust systems, hotter computer chips, and other goodies. All can be ordered through your nearest GM dealer, and can even be installed by the dealer’s mechanics. An SLP-equipped GTA I drove recently was 0.8-sec quicker in the 1/4-mile than the stock version.

The 1969 Trans Am was one of the best-handling domestic cars in its day, and the 1992 version carries on that tradition well. Tire and suspension technologies have moved ahead by light years over what they were when the T/A model appeared, and the latest version is a flat-handling, tail-out, corner-carving champ, capable of 0.87g in lateral acceleration. With its system of MacPherson front struts, live rear axle, beefy anti-roll bars and giant tires, there’s not much finesse to be found, however. Just brute muscle and a level of fortitude more evocative of a NASCAR racer than a finely finished European sports car.

Yes, there are rough spots on the GTA. The rear 245150ZR-16 Good-years rub against the body on hard cornering, the recirculating-ball power steering is rather numb on-center (though lightning quick thereafter), and the 4-wheel discs have to do without ABS. But, given an afternoon on a twisty road course, and a choice of cars with which to play. I’d put a Trans Am (5-speed) near the top of my wish list. There are few cars that are as easy to pitch into a 4-wheel drift, and as predictable to balance once you’re there.

On the street, the GTA is somewhat less of a delight. The WS6 sport suspension is especially harsh over bumps, as you feel the effects of limited suspension travel, and the wide, unidirectional tires are not the best choice for slippery roads. Squeaks and rattles have been significantly reduced for 1992, however, by the addition of improved weather sealing materials and insulation. Even the optional T-top fits better this year.

Fortunately, the interior envelops you in enough sport-themed luxury to make you overlook some of the shortcomings elsewhere. There’s ample room for the two front occupants, though the vestigial back seat is best reserved for sacks of groceries. This is a "2 + 2" in name only Thankfully, attention to a driver’s needs have paid off in well-placed controls, and a complete set of analog gauges with actual numbers for things like oil pressure and temperature levels instead of the usual "U’ and "H" ambiguities. Also on the plus side, the front bucket seats are firm and supportive, and feature power-adjustable lumbar and lateral supports. A driver’s side airbag is standard, as are power windows, locks, cruise control, air conditioning, and the effective PASS-Key II theft deterrent system.

With a base price of $25,880 and an as-tested tally of $27,595, the Pontiac Trans Am GTA is not an inexpensive toy. But, many of the Japanese super coupes are at least this pricey. And, if you’re the sort who values hot-rod style fun in a true American, V-8-powered machine, no 300ZX, RX-7 Turbo or MR2 can come even close.

PRICE

List Price, all POE:.......... $25,880
Price as tested:.......... $27,595

Price as tested includes: standard equipment (elec. adj. mirrors, cruise control, central locking, A/C, AM/FM/cassette, elec. window lifts, airbag), leather interior ($475), locking hatch roof ($920), CD player ($226), California emissions ($100)

ENGINE

Type:.......... V-8, OHV
Displacement:.......... 57363cc (350 cu in.)
Bore X Stroke:.......... 101.6 mm x 88.4 mm
Compression ratio:.......... 9.3:1
Fuel Injection:.......... Delco electronic port
Horsepower (SAE net):.......... 240 hp @ 4400 rpm
Torque (SAE net):.......... 340 lb-ft @ 3200 rpm
Maximum engine speed:.......... 5500 rpm
Recommended fuel:.......... Unleaded, 87 octane

DRIVETRAIN

Transmission:.......... 4-sp. auto.. O/D
Transmission ratios:.......... (1st) 3.06:1
(2nd) 1.63:1
(3rd) 1.00:1
(4th) 0.70:1
Axle ratio:.......... 3.23:1
Engine rpm @ 60 mph in 4th:.......... 1850 rpm

CHASSIS & BODY

Suspension, Front:.......... independent MacPherson struts, coil springs, hydraulic shocks, anti-roll bar
Suspension, Rear:.......... Solid axle, torque arm, hydraulic shocks, anti-roll bar
Steering Type:.......... Recirculating ball, power assist
Ratio:.......... 12.7:1
Turns (lock to lock):.......... 2.1
Turning circle:.......... 10 m (32.6 ft)
Brake System, Front:.......... 267 mm (10.5 in.), vented discs, power assist
Brake System, Rear:.......... 267 mm (10.5 in.), vented discs, power assist
Anti-lock:.......... Not available
Wheel Size:.......... 16 x 8.0 in.
Wheel type:.......... Cast alloy
Tire size & Construction:.......... P245/50ZR16 steel-belted radial
Tire mfr. & model:.......... Goodyear Eagle ZR

GENERAL

Curb weight:.......... 3460 lb
Test Weight:.......... 3610 lb
Weight distribution, f/r:.......... 56/44%
Wheelbase:.......... 101 in.
Overall length:.......... 191.6 in.
Overall width:.......... 72.4 in.
Overall height:.......... 50 in.
Track, f/r:.......... 60.7/61.6 in.
Fuel tank:.......... 15.5 gal
Trunk space:.......... 5.8 (+ 9.1) cubic ft.

ACCELERATION

Time to distance:
0-100 ft:.......... 3.2 sec
0-500 ft:.......... 8.2 sec
0-1320 ft:......... 15.2 sec
Speed (1/4 mile):.......... 92.0 mph

Time to Speed:
0-30 mph:.......... 2.4 sec
0-40 mph:.......... 3.5 sec
0-50 mph:.......... 5.1 sec
0-60 mph:.......... 6.6 sec
0-70 mph:.......... 8.7 sec
0-80 mph:.......... 11.4 sec
0-90 mph:.......... 14.6 sec
0-100 mph:.......... 17.9

FUEL ECONOMY
Normal driving, mpg:.......... 17.7
EPA city/highway:.......... 16 mpg/24 mpg

BRAKES
Minimum stopping distances, ft:
60-0:.......... 148 ft
80-0:.......... 265 ft
Overall brake rating:.......... Good

HANDLING
Lateral acceleration, 20 ft. skidpad:.......... 0.87g
Speed thru 700-ft slalom:......... 61.6 mph