The 1989 Pontiac Trans Am is an iconic third-generation F-body muscle car, celebrated for its aggressive fastback coupe body style. Part of the 1982-1992 generation, key trims included the standard Trans Am, Formula, luxurious GTA, and the highly coveted 20th Anniversary Turbo Trans Am. New prices ranged from approximately $18,000 to $32,000. Its striking pop-up headlights, T-top options, and powerful engine choices, particularly the turbocharged V6, made it a stand-out symbol of 80s performance and style.
The Good
The 1989 Trans Am's primary advantage is its bold, distinctive design with iconic styling and available T-tops, appealing strongly to emotional buyers seeking nostalgia and head-turning appeal. Performance was strong for its era, especially the L98 V8 and the exceptionally quick 20th Anniversary Turbo Trans Am. For practical buyers, it offers an affordable entry into classic muscle car ownership with decent aftermarket support, and certain models hold potential for appreciation as collector's items.
The Bad
Known weaknesses include its questionable build quality, leading to interior rattles and deteriorating plastics. Electrical gremlins, particularly with power windows and pop-up headlights, are common. Rust can be a significant issue in colder climates, and stock braking performance is often considered inadequate. Fuel economy is generally poor, and suspension components frequently require replacement due to age.
1989 Pontiac Trans Am: Quick Overview
- Engine Options:
- 2.8L (173 ci) V6 (base model Trans Am)
- 5.0L (305 ci) V8 Throttle Body Injection (TBI) (L03)
- 5.0L (305 ci) V8 Tuned Port Injection (TPI) (LB9) – offered in various power outputs depending on transmission and options.
- 5.7L (350 ci) V8 TPI (L98) – standard in GTA, available in some Trans Am and Formula models, always with automatic transmission.
- 3.8L (231 ci) Turbocharged V6 – exclusively for the limited-production 20th Anniversary Turbo Trans Am, derived from Buick Grand National engine.
- Horsepower:
- L03 V8: ~170 hp
- LB9 V8: ~190-225 hp
- L98 V8: ~225-240 hp
- Turbo V6: 250 hp (often considered underrated for insurance purposes, actual output potentially higher).
- Fuel Economy: Generally poor, ranging from low teens (city) to low 20s (highway) MPG, significantly worse for performance-oriented driving. Premium fuel is recommended for TPI V8s and the Turbo V6.
- 0-60 mph Times:
- L98 V8: Approximately 6.5-7.0 seconds.
- 20th Anniversary Turbo Trans Am: Exceptionally quick for its era, around 4.6-5.0 seconds.
- Other V8s: Generally 7.5 seconds and above.
- Towing Capacity: Not designed for significant towing. Typically rated for light loads, around 1,000 lbs if properly equipped, though not a common use.
- Trim-Level Features:
- Trans Am: Standard model featuring ground effects, specific alloy wheels, sport-tuned suspension, and unique exterior styling. Available with various V8 engines.
- GTA (Grand Touring American): The top-tier luxury-performance trim. Standard L98 V8 with automatic transmission, unique "diamond spoke" wheels, better interior appointments, power accessories, and often an optional digital dashboard.
- Formula: A more subtle performance trim, often lighter and less adorned than the Trans Am. Could be optioned with the L98 V8, appealing to those who preferred less flashy styling with strong performance.
- 20th Anniversary Turbo Trans Am: A special, limited-production model celebrating 20 years of Trans Am. Featured a distinctive white exterior, specific badging, high-performance Turbo V6 engine, special suspension tuning, and T-tops as standard.
1989 Pontiac Trans Am Specifications
Vehicle Information
| Year | 1989 |
| Make | Pontiac |
| Model | Trans Am |
| Trim | - |
| Style | Coupe 5-Speed Manual |
| Type | Coupe |
| Category | Compact Car |
Manufacturing Details
| Made In | United States |
| Manufacturing City | VAN NUYS |
Dimensions
| Doors | 2-Door |
| Curb Weight | - |
| Gross Vehicle Weight Rating | - |
| Overall Height | 49.70 inches |
| Overall Length | 191.80 inches |
| Overall Width | 72.40 inches |
| Wheelbase Length | 101.00 inches |
| Standard Seating | 4 |
Engine & Performance
| Engine | 5.0-L V-8 OHV 16V |
| Engine Size | 5L |
| Engine Cylinders | 8 |
| Transmission | 5-Speed Manual |
| Transmission Type | Manual |
| Transmission Speeds | 5-Speed |
| Drivetrain | Front-Wheel Drive |
Additional Features
| Anti-Brake System | - |
| Steering Type | Recirculating |
Pricing
| Manufacturer Suggested Retail Price (MSRP) | $15,999 |
| Invoice Price | - |
| Delivery Charges | - |
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What Problems Does the 1989 Pontiac Trans Am Have?
The 1989 Pontiac Trans Am, like many vehicles from its era, has several frequently reported problems and long-term reliability concerns that prospective owners should be aware of. Electrical issues are very common; owners frequently report failures with power windows, door locks, and the notorious pop-up headlight motors, which can stick or fail entirely. Gauge clusters, especially the optional digital dashes in GTAs, can also be problematic.
Engine leaks are another prevalent concern, particularly from valve covers, oil pans, and rear main seals, typical for aging V8s. The 700R4 automatic transmission, while robust if well-maintained, can suffer from hard shifts or premature failure if not serviced regularly or if subjected to abuse. Manual T5 transmissions, especially when paired with higher output V8s, are known for their relative weakness.
Suspension and steering components are often worn out after decades of use, leading to sloppy steering, worn bushings, ball joints, and shocks/struts requiring replacement. The stock braking system is generally considered inadequate for performance driving and is prone to fade, often requiring upgrades.
Interior quality, though stylish for its time, suffers from age. Dashboards are prone to cracking, plastics can become brittle and break, and headliners commonly sag. Rust is a significant long-term concern, especially in areas with road salt. Common rust spots include the rear hatch area, frame rails, floor pans, and around T-top seals. T-tops themselves are also prone to leaking if the weatherstripping is old or damaged.
Regarding recalls, general F-body recalls from that period might have covered minor issues such as seat belt retractors or headlight wiring harnesses, but there aren't widely publicized, model-year-specific recalls for the 1989 Trans Am that drastically impacted its overall design or major mechanical components. Long-term reliability hinges heavily on past maintenance and the owner's willingness to address these aging components. It's a car that demands attention and ongoing care.
Engine leaks are another prevalent concern, particularly from valve covers, oil pans, and rear main seals, typical for aging V8s. The 700R4 automatic transmission, while robust if well-maintained, can suffer from hard shifts or premature failure if not serviced regularly or if subjected to abuse. Manual T5 transmissions, especially when paired with higher output V8s, are known for their relative weakness.
Suspension and steering components are often worn out after decades of use, leading to sloppy steering, worn bushings, ball joints, and shocks/struts requiring replacement. The stock braking system is generally considered inadequate for performance driving and is prone to fade, often requiring upgrades.
Interior quality, though stylish for its time, suffers from age. Dashboards are prone to cracking, plastics can become brittle and break, and headliners commonly sag. Rust is a significant long-term concern, especially in areas with road salt. Common rust spots include the rear hatch area, frame rails, floor pans, and around T-top seals. T-tops themselves are also prone to leaking if the weatherstripping is old or damaged.
Regarding recalls, general F-body recalls from that period might have covered minor issues such as seat belt retractors or headlight wiring harnesses, but there aren't widely publicized, model-year-specific recalls for the 1989 Trans Am that drastically impacted its overall design or major mechanical components. Long-term reliability hinges heavily on past maintenance and the owner's willingness to address these aging components. It's a car that demands attention and ongoing care.
How long will the 1989 Pontiac Trans Am last?
The average mileage or years of service for a 1989 Pontiac Trans Am varies drastically. Well-maintained examples, particularly those that weren't daily driven in harsh climates, can easily achieve 150,000 to 200,000 miles and remain on the road for 30+ years. Conversely, many suffered neglect or abuse, failing much earlier.
Long-term durability of the core powertrain, especially the L98 V8, is respectable if oil changes and basic maintenance were consistent. However, the 700R4 automatic transmission is often a long-term weakness, requiring rebuilds or replacement. Over time, all rubber components (bushings, seals, hoses) degrade, leading to leaks and compromised handling. Electrical systems become increasingly temperamental. Rust, interior material breakdown, and T-top leaks are significant weaknesses that require proactive attention to preserve the car's condition and extend its service life. This vehicle demands a dedicated owner for true longevity.
Long-term durability of the core powertrain, especially the L98 V8, is respectable if oil changes and basic maintenance were consistent. However, the 700R4 automatic transmission is often a long-term weakness, requiring rebuilds or replacement. Over time, all rubber components (bushings, seals, hoses) degrade, leading to leaks and compromised handling. Electrical systems become increasingly temperamental. Rust, interior material breakdown, and T-top leaks are significant weaknesses that require proactive attention to preserve the car's condition and extend its service life. This vehicle demands a dedicated owner for true longevity.
What Technology & Safety Features are Included?
The 1989 Pontiac Trans Am, being a product of its time, featured what was considered advanced technology in the late 1980s, but it pales in comparison to modern vehicles.
Built-in Tech: Standard features included power windows, power door locks, and power mirrors. Optional tech included a digital dashboard, particularly popular in the GTA trim, offering a futuristic display for speed, RPM, and other vehicle information. Other conveniences like cruise control, a tilt steering wheel, and intermittent wipers were also available. Power-adjustable driver's seats were an optional comfort feature.
Entertainment: The standard entertainment system was an AM/FM cassette stereo. Enthusiasts could upgrade to various optional units, including systems with a graphic equalizer for enhanced audio control. The premium Delco-GM/Bose sound system was a highly sought-after, albeit rare, option, providing superior sound quality for the era. Steering wheel-mounted radio controls were also available on higher trims like the GTA.
Driver-Assistance: Modern driver-assistance features like ABS (anti-lock braking system), traction control, or stability control were not standard and mostly not available. Rear Wheel Anti-Lock (RWAL) brakes were an option, offering improved braking control for the rear wheels under hard braking, but it was far from a full four-wheel ABS system.
Safety Features: Basic passive safety features included lap and shoulder belts for front occupants and lap belts for rear passengers. The vehicle incorporated an energy-absorbing steering column and designed crush zones to help dissipate impact energy in a collision. However, airbags were not available in the 1989 Trans Am, and the structural integrity and occupant protection standards were significantly different and lower than those of contemporary vehicles. Specific crash-test ratings from agencies like NHTSA or IIHS in their current format are not readily available or comparable for vehicles of this vintage, as testing methodologies have evolved considerably. Owners should understand that its safety provisions are rudimentary by today's standards.
Built-in Tech: Standard features included power windows, power door locks, and power mirrors. Optional tech included a digital dashboard, particularly popular in the GTA trim, offering a futuristic display for speed, RPM, and other vehicle information. Other conveniences like cruise control, a tilt steering wheel, and intermittent wipers were also available. Power-adjustable driver's seats were an optional comfort feature.
Entertainment: The standard entertainment system was an AM/FM cassette stereo. Enthusiasts could upgrade to various optional units, including systems with a graphic equalizer for enhanced audio control. The premium Delco-GM/Bose sound system was a highly sought-after, albeit rare, option, providing superior sound quality for the era. Steering wheel-mounted radio controls were also available on higher trims like the GTA.
Driver-Assistance: Modern driver-assistance features like ABS (anti-lock braking system), traction control, or stability control were not standard and mostly not available. Rear Wheel Anti-Lock (RWAL) brakes were an option, offering improved braking control for the rear wheels under hard braking, but it was far from a full four-wheel ABS system.
Safety Features: Basic passive safety features included lap and shoulder belts for front occupants and lap belts for rear passengers. The vehicle incorporated an energy-absorbing steering column and designed crush zones to help dissipate impact energy in a collision. However, airbags were not available in the 1989 Trans Am, and the structural integrity and occupant protection standards were significantly different and lower than those of contemporary vehicles. Specific crash-test ratings from agencies like NHTSA or IIHS in their current format are not readily available or comparable for vehicles of this vintage, as testing methodologies have evolved considerably. Owners should understand that its safety provisions are rudimentary by today's standards.
What Colors Options are Available?
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In the meantime, feel free to explore the other sections for more content.
In the meantime, feel free to explore the other sections for more content.
1989 Pontiac Trans Am Prices and Market Value
When new in 1989, a standard Pontiac Trans Am typically retailed for approximately $18,000 to $22,000. The more luxurious GTA trim commanded prices around $25,000 to $28,000. The limited-production 20th Anniversary Turbo Trans Am was the pinnacle, priced from about $29,000 to $32,000.
Today, current used market prices vary wildly based on condition, mileage, and originality. Project cars can be found for $3,000-$8,000. Good, driver-quality examples range from $8,000-$15,000. Excellent condition L98 GTAs or low-mileage Trans Ams fetch $15,000-$30,000. The highly collectible 20th Anniversary Turbo Trans Am can command $30,000 to over $80,000, with concours examples exceeding $100,000. Initially, depreciation was significant, like most new cars. However, in recent years, specific trims like the TTA and clean GTAs have seen significant appreciation, transitioning from depreciating used cars to appreciating collector's items. Factors affecting resale value include the engine (L98 and Turbo V6 are most desirable), T-tops, manual transmission rarity, originality, documentation, and crucially, a rust-free body and well-preserved interior.
Today, current used market prices vary wildly based on condition, mileage, and originality. Project cars can be found for $3,000-$8,000. Good, driver-quality examples range from $8,000-$15,000. Excellent condition L98 GTAs or low-mileage Trans Ams fetch $15,000-$30,000. The highly collectible 20th Anniversary Turbo Trans Am can command $30,000 to over $80,000, with concours examples exceeding $100,000. Initially, depreciation was significant, like most new cars. However, in recent years, specific trims like the TTA and clean GTAs have seen significant appreciation, transitioning from depreciating used cars to appreciating collector's items. Factors affecting resale value include the engine (L98 and Turbo V6 are most desirable), T-tops, manual transmission rarity, originality, documentation, and crucially, a rust-free body and well-preserved interior.
1989 Pontiac Trans Am Cost of Ownership
Owning a 1989 Pontiac Trans Am can be a passion-driven, rather than economical, endeavor. Insurance costs can be reasonable if classified as a classic or weekend vehicle, but may be higher as a daily driver, especially for younger owners due to its performance nature. Fuel costs are significant; the car requires premium fuel for TPI V8s and the Turbo V6, and fuel economy is poor, typically in the low teens MPG. Maintenance and repair costs are moderate to high, as aging components like suspension, electrical systems, and rubber seals will inevitably need attention. Engine or transmission rebuilds are major expenses. Overall, it's a costly vehicle to own long-term, best suited for enthusiasts prepared for ongoing investment.
1989 Pontiac Trans Am Fuel Efficiency
Fuel Type
Gasoline
Fuel Capacity
15.50 gallons
City Mileage
17 miles/gallon
Highway Mileage
25 miles/gallon
1989 Pontiac Trans Am Warranty
Basic
Original warranty
0 months / No data
Estimated remaining
Expired
Powertrain
Original warranty
0 months / No data
Estimated remaining
Expired
Rust
Original warranty
0 months / No data
Estimated remaining
Expired
1989 Pontiac Trans Am Insurance
Insurance for a 1989 Pontiac Trans Am is moderately priced, reflecting its status as a Coupe with strong safety ratings and
reasonable repair costs.
reasonable repair costs.
How Does the 1989 Pontiac Trans Am Compare to Other Coupe?
The 1989 Pontiac Trans Am faced fierce competition, primarily from its sibling, the Chevrolet Camaro IROC-Z/Z28, and its arch-rival, the Ford Mustang GT.
In terms of Performance, the Trans Am (especially with the L98 5.7L V8 or the rare Turbo V6) offered strong straight-line acceleration for its era and decent, albeit heavy, handling. The Camaro IROC-Z, sharing the same platform and powertrains, provided virtually identical performance. The Mustang GT, with its lighter Foxbody platform and 5.0L V8, often felt more agile and was highly tunable, sometimes offering quicker acceleration in stock form than the lesser Trans Am V8s, though the Turbo Trans Am was in a league of its own for straight-line speed among pony cars.
Features-wise, both the Trans Am and Camaro offered a more "modern" 80s interior design, optional T-tops, and advanced-for-the-time options like digital dashes (GTA). The Mustang GT had a simpler, more utilitarian interior, which some preferred for its focus. The Trans Am, especially the GTA, often leaned more into luxury-performance with more power accessories.
Reliability for all these 80s American performance cars requires perspective. F-bodies (Trans Am/Camaro) are notorious for electrical gremlins, interior plastic degradation, and potential rust issues. The Foxbody Mustang was generally simpler in design, which could translate to fewer complex electrical issues, but it still suffered from aging components and build quality issues typical of the period. Consistent maintenance is paramount for any of these vehicles.
Regarding Price, when new, all were competitive within the pony car segment, with the Mustang often being slightly more affordable. In the used market today, values diverge. While many standard V8 Trans Ams and Camaros can be found relatively affordably, specific models like the 20th Anniversary Turbo Trans Am and clean L98 GTAs are appreciating significantly, often surpassing comparable Mustang GTs in collector value. However, the vast aftermarket support for Foxbody Mustangs tends to keep their values strong and stable for drivers.
Recommended Alternatives:
In terms of Performance, the Trans Am (especially with the L98 5.7L V8 or the rare Turbo V6) offered strong straight-line acceleration for its era and decent, albeit heavy, handling. The Camaro IROC-Z, sharing the same platform and powertrains, provided virtually identical performance. The Mustang GT, with its lighter Foxbody platform and 5.0L V8, often felt more agile and was highly tunable, sometimes offering quicker acceleration in stock form than the lesser Trans Am V8s, though the Turbo Trans Am was in a league of its own for straight-line speed among pony cars.
Features-wise, both the Trans Am and Camaro offered a more "modern" 80s interior design, optional T-tops, and advanced-for-the-time options like digital dashes (GTA). The Mustang GT had a simpler, more utilitarian interior, which some preferred for its focus. The Trans Am, especially the GTA, often leaned more into luxury-performance with more power accessories.
Reliability for all these 80s American performance cars requires perspective. F-bodies (Trans Am/Camaro) are notorious for electrical gremlins, interior plastic degradation, and potential rust issues. The Foxbody Mustang was generally simpler in design, which could translate to fewer complex electrical issues, but it still suffered from aging components and build quality issues typical of the period. Consistent maintenance is paramount for any of these vehicles.
Regarding Price, when new, all were competitive within the pony car segment, with the Mustang often being slightly more affordable. In the used market today, values diverge. While many standard V8 Trans Ams and Camaros can be found relatively affordably, specific models like the 20th Anniversary Turbo Trans Am and clean L98 GTAs are appreciating significantly, often surpassing comparable Mustang GTs in collector value. However, the vast aftermarket support for Foxbody Mustangs tends to keep their values strong and stable for drivers.
Recommended Alternatives:
- Chevrolet Camaro IROC-Z/Z28: For those who appreciate the F-body platform's performance and styling but prefer the Camaro aesthetic.
- Ford Mustang GT (Foxbody): A strong alternative if you're looking for a simpler, often more modifiable, and widely supported American muscle car experience.
- Later 4th Gen F-bodies (e.g., 1993-2002 Trans Am/Camaro): If you desire more refined performance, better handling, and modern conveniences in a similar package, albeit with different styling.
Final Verdict: Is the 1989 Pontiac Trans Am a Good Coupe?
The 1989 Pontiac Trans Am is ideal for enthusiasts of 80s American muscle, pop culture, and distinctive automotive styling. It appeals strongly to collectors, especially those seeking rare versions like the 20th Anniversary Turbo Trans Am or well-preserved GTAs. It's a fantastic weekend cruiser for those who appreciate raw V8 power (or the potent Turbo V6) and the open-air experience of T-tops. It's also suited for DIY mechanics willing to tackle its common age-related quirks.
Is it worth buying? Absolutely, but under specific conditions. Do not consider it as a practical, economical daily driver. It's a passion purchase requiring ongoing maintenance and a budget for potential repairs, especially if not a pristine example. When buying used, prioritize rust-free bodies and well-maintained powertrains. Seek out specific trims like the 5.7L L98 GTA or the 20th Anniversary Turbo Trans Am for the best blend of performance, features, and potential for future appreciation. Avoid neglected "project" cars unless you're prepared for a significant restoration effort and cost.
Is it worth buying? Absolutely, but under specific conditions. Do not consider it as a practical, economical daily driver. It's a passion purchase requiring ongoing maintenance and a budget for potential repairs, especially if not a pristine example. When buying used, prioritize rust-free bodies and well-maintained powertrains. Seek out specific trims like the 5.7L L98 GTA or the 20th Anniversary Turbo Trans Am for the best blend of performance, features, and potential for future appreciation. Avoid neglected "project" cars unless you're prepared for a significant restoration effort and cost.
Eugene S
Eugene is an automotive enthusiast with over 15 years of experience in the used car market. As a writer at VINCheck.info, he brings deep industry insight and a passion for cars, helping readers make smart, informed decisions. Eugene has written hundreds of used car reviews and is known for breaking down complex automotive topics into clear, actionable advice. Over the years, he has driven and worked on a wide range of vehicles—starting with tuning street cars in his early days and eventually focusing on performance upgrades and reliability improvements. Today, he specializes in evaluating used vehicles through the lens of real-world ownership and enthusiast needs. A longtime fan of Porsche, Eugene especially appreciates vehicles that blend durability with driving enjoyment.