Though Porter had initially...
Though Porter had initially designed what became the Formula's signature dual-scooped hood for the Trans Am, Pontiac engineering felt a functional Shaker scoop like those found on competitive models might be more entertaining. A single stripe extending across the hood, roof, and deck lid was used to better integrate the Shaker. Porter says the louvers located on the rear edge of the hood were added at the request of the ventilation engineers. This '72 model sports the Honeycomb wheels that were designed by Porter.
"Chevrolet Studio had been working on the package longer than we had, and though it was a joint project, they always had more influence because they sold more cars," he adds. "I was surprised when Humbert told me that GM Design Staff Vice President Bill Mitchell had chosen my upper over Hank's [yet the Camaro retained its sharper and higher crease down the body side]. He could have as easily chosen Hank's, and if he had, the Firebird and Camaro would have been quite a bit edgier in character-nothing like we know them today."
With the direction of the vehicle defined, final body shaping and production preparation became a joint project of Pontiac's Studio and Engineering staffs. "I had some really talented designers in my team," says Porter. "You've heard the term 'labor of love'? Well that describes the attitude of the designers as well as the development engineers. The Pontiac engineering team, led by Bill Collins, was equally enthusiastic. We all knew it was going to be something special and were excited to work on such a project."
Porter assigned his most talented designers, Bud Chandler and Vincent DiSessa, to render the front and rear ends, respectively. "The nose went through many changes," he recalls. "I even tried a large, central oval opening that resembled the Italian Osca for a short time. Mitchell actually liked it, but we ultimately decided the car needed to retain Pontiac's split grille identity. That shape would have been tough to replicate in the interior too."
A few body features that the early models contained were eliminated as the Firebird neared production. "We had rounded corners on all the glass," adds Porter. "But Engineering found that a square joint where the corners of the side and backlight glass meets was easier to weld. We also planned for a faster windshield angle, but glass technology at the time forced us to pull the base windshield back a bit. The original had too much curvature and distorted the view."
 Had funding for the Second-Gen...  Had funding for the Second-Gen Firebird fallen through, Pontiac Studio was ready to propose this revised First-Gen model, which was photographed on September 19, 1967. According to Porter, this design was done prior to his arrival at Pontiac Studio and was likely derived in an Advance studio. Note the kinship to the '69 Grand Prix in the grille design. |  Continuity was a key factor...  Continuity was a key factor in the development of the Second-Gen Firebird. The overall grille shape was used in the interior as well. Its subtle influence can be seen in a number of areas including the instrument panel, center console, door panels, ventilation control and outlets, and doorsill plates. |  This October 25, 1967 rendering,...  This October 25, 1967 rendering, likely by Dave Clark, depicts a Corvette-like low-slung Firebird with removable roof hatches. Porter says this sketch was done prior to his arrival at Pontiac and was never a contender in his opinion. |
As the body got closer to what became the production model, Porter teamed with John Shettler, who had recently taken over for Fedele Bianco as design chief at Pontiac Interior Studio. "John and I strongly believed in continuity, and used the exterior theme in the interior as well," he says. "The shape of the grille could be seen in areas like the dash, seatbacks, door panels, and even the rearview mirror. Though it wasn't something everyone would immediately notice, we wanted the integration to be more of a subliminal feel.
Nearing Production
Until the Trans Am's debut in 1969, Pontiac had just one basic First-Gen Firebird available in both coupe and convertible styling. The Second-Gen family did not include a convertible, but it did contain four distinct model variations. "Bill Collins and I decided that we needed to market four different Firebirds," says Porter. "The base model would satisfy the sales department's low-buck needs, while the Esprit would be the plush boulevard cruiser. The Formula was planned as the low-buck performance model, while the Trans Am would be the top performer and a serious aerodynamic statement.
"Chevrolet had done some wind-tunnel testing on the body, and I received a copy of the aerodynamic report from our aero engineer, Doug Patterson. I used it to improve the T/A's profile," he says. "The front spoiler is the most functional, but the rear spoiler, wheel flares, and front-fender air extractors are functional too. We learned that the car does need a slight rake, however, to get the greatest benefit in reduction of both lift and drag from the spoilers. I also designed a pair of highly effective Ram Air scoops that were placed in the high-pressure area on the leading edge of the hood."