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The Pontiac Firebird was one of the most iconic muscle cars of the late 1960s through the early 2000s, rivaling other famous models like the Ford Mustang and Chevrolet Camaro. The Firebird went through quite an evolution in its nearly 40-year history, with its engine’s capabilities changing and its body continuously getting reworked and improved. The vehicle didn’t just make an impact on muscle and pony car enthusiasts — it also entered the mainstream pop-culture world, appearing in multiple TV shows and movies.

In this guide, we’ll dive deep into Firebird history so you can learn more about the iconic muscle car’s development and get some of the most interesting facts about the pony car’s many years in production.

Quick Links:

• First Generation of Firebirds
• Second Generation of Firebirds
• Third Generation of Firebirds
• Fourth Generation of Firebirds
• Fun Facts

The Pontiac Firebird vs. Trans Am

The Pontiac Firebird and Pontiac Trans Am made a significant mark on the auto industry. Both vehicles were iconic, with a few Trans Ams even making it into movies and TV shows. To understand the mark both the Firebird and Trans Am had on the industry, you should know how they’re different.

What’s the Difference Between the Pontiac Firebird and the Trans Am?

Are the Firebird and Trans Am the same? The truthful answer is yes and no. While all Trans Ams are Pontiac Firebirds, not all Firebirds are Trans Ams. This is due to Trans Ams being a type of Pontiac Firebird started as a specialty package in 1969.

The Trans Am essentially took the Firebird’s performance to the next level. Compared to their Firebird counterparts, Trans Ams offered upgraded horsepower, handling and suspension. Through all four generations, you could purchase a Trans Am instead of the base Firebird if you wanted to take your performance to another level.

History of the Pontiac Firebird

The Pontiac Firebird lasted for four generations, with models in production from 1967 through 2002. General Motors designed the vehicle to be a pony car that could take on the Mercury Cougar and the Ford Mustang. The name came from previous concept cars and the General Motors Firebird prototype cars from the 1950s. These Pontiac Firebirds would go on to be some of the most iconic muscle cars to ever hit the market.

First Generation of Firebirds

The first generation of Firebirds was relatively short-lived, lasting from 1967 to 1969, but this generation made a mark, setting up many more generations.

The first Pontiac Firebird models came in either two-door coupe or two-door convertible options. Though firebirds were built on the Chevrolet Camaro’s platform, they were constructed using different parts, helping to separate the new Firebirds from the Camaro. Unlike the Camaros, the Firebirds featured body-integrated front bumpers and different engines.

These first Firebirds came with a 3.8 L6 engine that offered 220 horsepower. Buyers who wanted to get more performances out of their new car could purchase a Firebird with an upgraded 6.6-liter V8 engine that packed 340 horsepower.

Buyers who chose the L6 engine could also expect to hit a top speed of 114 mph and go 0-60 in just over 10 seconds. Additionally, the engine featured 240 lb.-ft. of torque. Selecting the L6 version of the Firebird also meant you also got 4-speed manual gearbox with Safe-T-Track – Pontiac’s version of posi-traction – as optional equipment.

With the V8 version, buyers received a 3-speed automatic instead of a manual transmission with the same optional equipment offering. Alongside its impressive horsepower, it also featured 430 lb.-ft. of torque. This generation of the Firebird also saw the arrival of the Firebird Trans Am in 1969.

The inaugural Firebird Trans Am released in 1969 got off to a slow start. It was offered as a Trans Am Performance and Appearance Package and cost $725. It had very little media hype around it and no advertising. The name for the car was inspired by the Trans American racing series to allude to the car’s performance.

The base engine that came with the Trans Am was a 400-cid V-8 engine that had a brake horsepower of 335. Other performance advantages Trans Ams gave buyers included a one-inch front stabilizer bar, a heavy-duty suspension system, variable-ratio power steering and seven-inch-wide rims featuring Polyglas F70xl4s.

The 1969 Trans Ams came with a unique look as well. They all were painted Polar White and had blue racing stripes across the top of the vehicle’s hood and trunk. The cars also had a 60-inch airfoil across the rear deck. The rear-facing hood scoops were made out of fiberglass and were constructed to help vent the car’s engine bay. Finally, the car had functional air inlets included that were controllable by the driver, who could open or close them.

Though the initial Trans Am didn’t come out to much fanfare, it became one of the most popular options for drivers looking for a high-performing Firebird.

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Second Generation of Firebirds

Following this first round of Firebirds, the second generation of the vehicle hit the scene in 1970 and ran until 1981. The new generation of Pontiac Firebirds brought with them a new look for the vehicle.

One major appearance change was the front of the Firebird getting two stylish air intakes added to it. Additionally, the Firebird switched from four circular headlights to two large headlights, which changed the look of the car’s front significantly. Convertible lovers were in for a harsh reality during this generation, as a convertible model didn’t carry over from the fourth generation.

This generation gave Firebird buyers even more options that enhanced performance. The 1970 model saw four different engines and three transmissions. Notably, you could get a three or four-speed manual or a two or three-speed automatic, making the car suitable for different types of drivers.

The second generation gave users only an average amount of power, but Pontiac quickly put out a stronger 6.6-liter Ram Air IV motor. In 1971, buyers had access to a 7.5-liter engine. Though it looked like the sky was the limit for the Firebird’s power, the car got hit with new regulations and high fuel prices, diminishing its power potential.

By 1974, the Pontiac’s weight had increased significantly due to new five mph bumper requirements and other safety features. The change to unleaded fuel at the time caused a reduction in compression ratios which dramatically decreased the car’s power output. Regulations relating to limiting carbon monoxide and hydrocarbon also made it so ignition timing took longer, and cams weren’t as aggressive.

By the end of the generation, the Pontiac Firebird’s top power had gone down significantly. The most powerful V8 engine you could get only put out 200 horsepower, a far cry from the early Ram Air engines. One notable featured that came later in the generation was a Firebird decal that gave the car an extra flair.

The Trans Ams of this period saw a decrease in power as well. They started with a 6.6L V8 engine and progressed to a 7.5 L V8 engine, but by the end of their run were down to their top engine being a 4.9 L Pontiac turbo V8. Compared to the standard Firebirds of the period, the Trans Am boasted a much-improved suspension system.

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Third Generation of Firebirds

The third generation of Firebirds would be a strong one, with new model years releasing from 1982 to 1992. While the past generation had been hampered by changing regulations and a need to add new features, the third generation of Firebird was better prepared to handle the new regulations on their industry.

Instead of staying with the heavy design of the Firebird from the past generation, Pontiac constructed the car in a new form that featured a more aerodynamic design. This design was built for efficiency, with a much lighter weight and much easier handling. The company dropped hundreds of pounds off of the previous generation and made the car much smaller. With the loss of weight, they crafted a wedge-like appearance for the car’s body.

The vehicle was a 3-door hatchback coupe that offered four different engine choices at the beginning, making it more customizable to the desires of the buyer. These engine options ranged in their ability, with 90 to 238 horsepower options available, depending on the engine. The final 1982 model arrived with a four or five-speed manual transmission or a four-speed automatic.

Pontiac employees also developed a new chassis that made the vehicle more aerodynamic, working on the car’s development in a wind tunnel to ensure they could achieve the aerodynamic design they wanted. This creation process resulted in windshields that sloped at 62 degrees.

The car also saw a change to the headlights, as they now were hidden underneath panels.  Near the end of the generation, the 1991 Firebird came with a convertible option, bringing back a favorite feature of some.

The Trans Am of this period came with a new appearance meant to give it a more high-tech look. To make their high-tech appearance really work, designers used a matte gray finish on its unique features, like the dual mirrors, turbo wheel covers, grilles, door handles, functional air exhaust and a wing. Like past Trans Ams, this version of the Firebird also offered a boost to power and handling.

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Fourth Generation of Firebirds

The fourth generation of Firebirds ran from 1993 to 2002 and was the last generation to hit the market. Advances in motor technology gave Pontiac the ability to put some high-powered options back into the Firebird, calling back to the first and second generation of the car. Though the power called back to earlier generations, the 1993 Firebird was made out of a majority of new parts.

One of the most notable engines from this generation was the LS1 V8, which got up to 325 horsepower. Even besides the more specialized performance-oriented LS1 V8 engine, standard models received a 3.8 L V6 engine from 1996 onwards. This strong engine gave the base Firebird 200 horsepower. Alongside the power options, the Firebird also received anti-lock brakes and airbags to improve the safety of the vehicle.

In 2002, the car went out with a bang, as they released a Firebird Trans Am that featured a WS6 option. With this option added, the 5.7 liter V8 made it so the car could go a quarter of a mile in just over 13 seconds. The 325 horsepower of this final Trans Am made for a powerful car. This Trans Am was also a 35th-anniversary version of the Firebird, featuring yellow paint, custom graphics and black wheels.

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The End of an Era

Even though the final generation of Firebirds got back to their high-powered and high-speed roots, they suffered from a decline in the sports coupe market and a loss in sales. Though the car was still popular with a small audience, GM set aside little funding for the development of new Pontiacs for years and finally ceased production in 2002.

Though the cars are no longer in production, restoration enthusiasts still love to keep the cars on the road, keeping the classic vehicles alive long after they’ve stopped being manufactured. There are tons of aftermarket parts available to assist Firebird owners with restoring their older cars. You can also find plenty of parts and systems that can help you customize the Firebird to your vision.

Fun Facts About the Pontiac Firebird and Trans Am

If you enjoy learning about the history of the Firebird, then you’ll love knowing some of the main facts about the car. Next time you go to a trivia night, you’ll be ready to handle any question about the Firebird by checking out some of the little known facts about the Firebird below:

1. The Trans Am Starred in “Smokey and the Bandit”

A modified Trans Am co-starred with Burt Reynolds in the 1977 movie “Smokey and the Bandit,” making it a cultural touchstone. The Trans Am used in the film was primarily a 1976 model, but it also had its front end replaced by a 1977 model. The movie generated a lot of attention for the car, with Pontiac seeing a significant increase in sales.

2. The Trans Am Also Starred in Other Movies and TV Shows

After starring in Smokey and the Bandit, casting agents recognized the Trans Am’s acting chops. It went on to be featured in the 1979 film “Rocky II,” the 1984 film “Alphabet City,” and continued its roll in the “Smokey and the Bandit” cinematic universe, appearing in “Smokey and the Bandit II” and “Smokey and the Bandit III.” More recently, viewers of the hit TV show, “The Office,” could see the fictional character Dwight Schrute driving around in his 1987 Trans Am in multiple episodes.

3. It Served as the Pace Car for the 1980 Indianapolis 500

The pace car for the 1980 Indianapolis 500 was a 1980 Turbo Trans Am. It was driven by Johnnie Parsons, a retired racer. It’s one of only four Pontiacs to serve as the pace car for the Indianapolis 500.

4. The Pontiac Firebird Was Created by John DeLorean

Most famous for the car he made with his name, John DeLorean originally worked as a Pontiac engineer. At the time, GM management wanted a car to compete with the Mustang and Camaro, leading them to task DeLorean with the responsibility of coming up with the design.

5. The Car Never Reached 400 Horsepower

Even though the vehicle was built to compete with the Chevrolet Camaro, it never reached the power of the rival car. While multiple Camaros have gone over 400 horsepower, the Firebird only ever topped out at 335 horsepower. This lack of high horsepower was likely due to the Firebird’s focus on handling.

6. The Screaming Chicken Decal Arrived in 1973

One of the most famous parts of the Firebird’s design was its decal that got nicknamed the “Screaming Chicken.” Though the decal’s design was created in 1970, it stayed in the shadows until 1973 when a Pontiac designer saw the logo and demanded it be placed on the car. After 1973, it became a very popular feature on the car.

7. It’s Known for Its Exceptional Handling

The Camaro had the edge over the Trans Am in terms of speed, but the Firebird made up ground by providing greater handling. The car’s big tires, large sway bars and low suspension assisted with the car’s handling and made it seriously fun to drive.

8. Most Popular Model Was the 1978 Firebird

The 1978 Firebird was so popular the year it released, that it sold more than any other Firebird ever. It’s no doubt the release of the “Smokey and the Bandit” movie in 1977 helped increase the car’s appeal. This model maintained its staying power, with many buyers interested in it years after its release.

9. The Most Popular Year for the Trans Ams Was 1979

The end of the 1970s was the best for the Firebirds and Trans Am sales. The popular 1978 model was out, and the Trans Am feature in movies and films caused buyers to take an increased interest in the car. This led to 1979 having the highest sales for all Firebirds and specifically for Trans Ams. That year, Trans Am Sales reached 117,109, and total Firebird sales reached 211,454.

10. Least Popular Year for Firebirds Was 1993

While 1978 and 1979 were high points, the car’s sales began to decline, reaching the lowest point in 1993. In that year, only 14,112 Pontiac Firebirds, Formulas and Trans Ams were sold.

11. The First Airbag Came in 1990

It wasn’t until 1990 that a Firebird got an airbag. During an interior design change to the 1990 Trans Am, Pontiac decided to replace the radio control previously featured on the steering wheel with an airbag.

12. The 1969 Firebird Had the Highest Horsepower

One of the earliest Firebirds was also the most powerful. The 1969 Firebird had a WS4 performance package that buyers could add to their car to get a Ram Air IV V8 engine. With this engine installed, it delivered 345 horsepower, higher than any other Firebird that came after it.

13. The Weakest Firebird Was the 1985 4-Cylinder Model

There were a few Firebirds that simply didn’t deliver serious power, with the 1985 4-cylinder model standing out the most. It’s LQ9 2.5L engine only gave drivers 88 horsepower to work with.

14. The First Trans Am Featured a Blue and White Paint Job

If you’re trying to restore an original Trans Am, you can increase its authenticity by outfitting it with its original paint job. The first Trans Am’s body was covered in white paint, and it featured some blue stripes across it.

15. They Didn’t Always Have Pontiac Engines

The Pontiac Firebird didn’t just use Pontiac engines. A few years after the car’s production began, the Firebird started to branch out with the type of engines they used to increase their speed and power. The company began by using Chevy engines but switched over to Oldsmobile and Buick engines in 1976.

Shop Pontiac Firebird and Trans Am Restoration Parts

If you own a Pontiac Firebird or Trans Am, you can find parts for your car at Raybuck Auto Body Parts. We’re car people just like you, and we’re proud to provide all of our customers with high-quality parts at low prices. If you’re trying to restore your classic car, we have your back, as we offer Firebird and Trans Am parts fitting 1967 through 1989 models.

Browse our inventory of Firebird and Trans Am restoration parts today. If you have any questions, don’t hesitate to contact us — one of our knowledgeable staff members will be ready to help.

The Ford Mustang is an icon in American motor vehicle history. Over the last 50 years, few vehicles have earned the same acclaim and following as the Mustang. At any point in the Ford Mustang history timeline, you’ll discover that this was much more than a simple car. All of the Mustang generation years were boldly changing the industry standard and rising to meet consumer expectations.

At Raybuck Auto Body Parts, we have a fond appreciation for classic Mustang history. All six Mustang generations have their own unique hallmarks, and it’s difficult to single out one as the absolute best. From the Fox Body to the Shelby GT to the King Cobra, Ford has given us a parking lot full of amazing Mustang models over the last half of a century.

Quick Links:

• First Generation (1964-1973)
• Second Generation (1974-1978)
• Third Generation (1979-1993)
• Fourth Generation (1994-2004)
• Fifth Generation (2005-2014)
• Sixth Generation (2015-Present)
• Decoding VIN & Door Plate Codes

The Evolution of the Ford Mustang: Six Generations and Beyond

From 1964 until today, the Ford Mustang history timeline is stacked with an impressive line of high-performance models. Let’s take a ride through Ford Mustang history, cruising through the various Mustang generations to see how this beloved car was first envisioned and how it may look in the future.

First Generation Ford Mustang: 1964 – 1973

When the first Ford Mustang came off of the line in the mid-1960s, it was an instant best-seller and sold more than 400,000 models in the first year alone. More than one million of these cars were built over the next decade. Unveiled by Henry Ford at the World’s Fair in New York, the Ford Mustang was priced at $2,368. The original Mustang was featured in James Bond Goldfinger. The Fastback body style was changed in 1967, and it’s 1968 version appeared in Steve McQueen’s movie Bullitt.

Ford changed the Mustang’s body shape in 1969, making it larger than the previous model. In ’69 and ’70 they also released new trim and performance packages such as the Mach 1 and the Boss. The Mustangs of ’69 and ’70 are some of the most desired models to collectors. Known as a “pony car,” the Mustang launched a new generation of automobiles with countless imitations. By 1971, however, the Mustang’s redesigns were bulkier and notably different from the first editions, forcing Ford to rethink their popular vehicle.

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Second Generation Ford Mustang: 1974 – 1978

A decade after Ford introduced the revolutionary Mustang to the world, they reinvented it for the masses. First released in 1974, the second generation of classic Mustang history was marked by the “Pintostang” — a Mustang design based on the Pinto platform. Known as the Mustang II, this was pitched as an “upscale economy car” as opposed to the “working man’s Thunderbird” of the first generation. These vehicles were smaller but much more fuel-efficient. This generation was also the shortest of the Ford Mustangs.

With a 4-cylinder engine, the Mustang II found success within its first year, nearly selling as many models as the first generation’s maiden year. It won Motor Trend’s Car of the Year award, a title that the Mustang wouldn’t receive again for another two decades. Ford then produced the flashy Cobra II and King Cobra Mustang. Although the Mustang II was able to meet the changing demands of the market, Ford lovers were missing the hallmarks of the original Mustang, which Ford would quickly cater to.

The one great thing that came from this redesign was the front suspension. With its tubular a-arms, coil springs, and rack-and-pinion steering, this compact independent front suspension was quickly adopted up by the hot rod community and is widely mimicked today.

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Third Generation Ford Mustang: 1979 – 1993

Of the many Mustang generations, the third generation is the longest in Ford Mustang history. Released in 1979, the Fox Body Mustang was a new design blended with a return to form. Incorporating the same Fox platform that was used in the Mercury Zephyr and the Ford Fairmont, this Mustang offered a number of different engine options from an inline-four to a V8. It retained the long hood and short rear deck of past models but added rectangular headlights and a European-esque design.

In 1983, a turbo-charged engine and a new convertible design continued to showcase the Mustang’s power, performance and style. By the end of the 1980s, Ford began manufacturing the Ford Mustang SSP for law enforcement use. Thankfully, they gave civilians their own high-performance model in 1993 known as the Ford SVT Mustang Cobra.

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Fourth Generation Ford Mustang: 1994 – 2004

1994 marked the 30th anniversary of the original Mustang, and Ford wanted to commemorate it with a new line of models. Celebrating the Mustang generations of days gone, Ford introduced the new SN-95 Mustang. Again, drivers wanted a more recognizable Mustang, so Ford designed the SN-95 with features that resembled the first generation, such as a twin-cowl dashboard. The exterior, however, featured a more modern shape that was larger and stiffer. The 1994 and 1996 models had 5.0-liter and 4.6-liter modular V8 engines, respectively.

The 1994 Mustang GT etched another victory in Ford Mustang history by once again claiming Motor Trend’s Car of the Year award. The GT could go from 0 to 60 in about six seconds and birthed a number of special additions. The SVT Cobra and Bullitt were followed up in 1999 with Ford’s “New Edge” styling, allowing the Mustang to race into the Millennium in a class all its own.

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Fifth Generation Ford Mustang: 2005 – 2014

The fourth generation of the Ford Mustang enjoyed a decade of success, but by 2005, the world was ready for yet another variation of the iconic automobile. Looking back at classic Mustang history, Ford manufactured their newest models with a D2C platform that resembled the style of the first generation car. The fifth generation of the Mustang was a hit and encouraged other automobile manufacturers to resurrect their classic models. Again, the Ford Mustang was setting the pace for the industry.

Along with a brand-new Mustang, the fifth generation also brought back an old favorite: the return of the Shelby Mustang. The Shelby GT500 Mustang and the GT500KR Mustang could reach 662 horsepower with a 5.0-liter engine. Ford also created a fifth generation Bullitt modeled after the ’68 classic.

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Sixth Generation Ford Mustang: 2015 – Present

The modern Mustang is more than just a car. It’s the effort, imagination and innovation of the last half of a century. Ford celebrated the 50th anniversary of the legendary car by releasing the 2015 Mustang. This sixth generation model features a 2.3-liter EcoBoost four-cylinder engine and received a 5-star rating from the National Highway Traffic Safety Administration. The new Shelby GT500 also became the most popular Shelby ever created.

What’s next in the long legacy of Ford Mustang history? The seventh generation is planned for release in 2022, and while there are no official details about body style or what’s under the hood, the rumors we’ve heard already have us in overdrive. The S650, launching in 2022 for the 2023 model year, may be a hybrid, all-wheel-drive system with electric motors on each front wheel backed by a V8 engine that delivers exceptional low-end torque.

Although it’s not official, one thing is for sure: We’ll be ready to test drive the next entry in the Ford Mustang timeline the minute it leaves the line.

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Decoding Classic Mustangs

Over the last fifty years, the Ford Mustang timeline has given us a number of impressive, innovative cars that astound even the most discerning car enthusiast. With so many of these beasts on the road, we believe all Mustang lovers should be able to easily identify and learn more about each model using door plate codes, VIN codes and engine identification tags.

Door Plate Codes

Lovers of classic Mustang history can quickly view a list of all original options for models manufactured from 1964 through 1973 via this Ford Mustang door plate decoder. Use the warranty number and door tag information to view this information, keeping in mind that the original door tag may have been changed after an accident. If you don’t have the door tag information, enter the VIN in the warranty number box.

Mustang Door Plate Decoder »

VIN Codes

All vehicles, Ford or otherwise, will have a 17-digit VIN code identifying the country of production, manufacturer, vehicle type, attributes, model year, assembly plant and unique vehicle number. Each Mustang VIN code will tell you everything from the technical specs to the safety equipment to the available colors, styles and trims. Decode a Mustang’s VIN effortlessly with this Ford Mustang VIN decoder.

Mustang VIN Decoder »

For those who want to learn more about the early generation engines, you can find the Engine Identification Tags by referencing these codes:

• S550 EITs are found on the front of the engine block itself.
• S197 EITs are found on the driver-side apron fender.
• SN95 EITs are found stamped on the engine block itself.
• Foxbody EITs are found on the front-passenger side fender.

Mustang Restoration Parts From Raybuck Auto Body Parts

All six Ford Mustang generations deserve to ride free across the nation. Keep your Mustang looking and running at peak condition with restoration and replacement parts from Raybuck. Raybuck Auto Body Parts has a vast inventory of Ford Mustang parts for all Mustang generation years.

Our industry reputation has held strong over the last 35 years thanks to our partnerships with trusted brands, top-tier quality parts and exceptional service. We love classic Mustang history just as much as you do, and we’re here to help you keep your Mustang running for the long haul.

Browse our restoration and replacement parts or contact us with any questions.

There’s no denying the rugged appeal of the Jeep Wrangler. This tough vehicle can tackle everything from a morning commute to off-road adventures with ease. But Jeep Wranglers still have a variety of issues that can lead to extensive and costly repairs. Each generation has its own set of problems to watch for. We’ve compiled an overview of the most common Jeep Wrangler problems and what to know before buying a Jeep Wrangler.

Quick Links:

• Jeep Wrangler History
• 2007-2018 Jeep Wranglers
• 1997-2006 Jeep Wranglers
• Ignition Switch Issues (1997-2017)
• 1987-1995 Jeep Wranglers
• Tips for Buying a Used Jeep Wrangler

A Brief History of the Jeep Wrangler

The Wrangler as we know it did not appear until 1986. However, the Wrangler gets much of its style and capability from the Jeep CJs that came before it.

• The CJ (1945-1986): Before World War II, Jeeps were only used as military vehicles. Near the end of the war, the first CJ, or “civilian Jeep,” was released. It had a tailgate, a canvas top and lower gearing to make it more civilian-friendly while keeping a classic Jeep look.
• The YJ (1986-1995):The first Wrangler was the YJ, which was introduced at the 1986 Chicago Auto show. It had the same frame as the CJ, but got a new look with rectangular headlights. The YJ’s suspension and interior features came from the Cherokee.
• The TJ (1996-2006): The release of the TJ in 1996 marked the beginning of the second generation Wrangler. Improvements to this generation included a stiffer body and frame, coil springs and round headlights. The engine choices remained the same as the YJ, making the TJ less of a relaunch and more of a heavy redesign.
• The JK (2007-2018): Today, most Wranglers have a four-door cab — but this option didn’t appear until the JK debuted in 2007. The third generation offered traction and stability control to increase safety, and kept features like removable doors, soft tops and fold-down windshields.

Common Issues With 2007-2018 Jeep Wranglers

The third generation of Jeep Wranglers is considered the least dependable. It has the most complaints and lowest-rated reliability among consumers, with multiple issues affecting every part of the vehicle. Let’s take a look at some of the most common issues with Jeep Wranglers of this era.

1. TIPM Failure

A vehicle’s electrical system depends on a functional totally integrated power module (TIPM). The TIPM facilitates everything from the fuel pump moving gasoline and power window function, to the headlights and throttle control. Without the TIPM, even the radio won’t work correctly.

Fiat-Chrysler vehicles from 2007 to 2015 are notorious for early TIPM failure. The Liberty, Grand Cherokee and Wrangler from these model years are all susceptible to this inconvenient and dangerous issue. Symptoms of TIPM failure include:

• Fuel pump remaining on and burning out due to constant use
• Airbags refusing to deploy or deploying at random
• Engine stalling while the vehicle is in motion
• Starter cranking but refusing to start
• Horn honking at random intervals
• Power windows getting stuck
• Doors locking or unlocking without input

Many owners describe a faulty or failed TIPM as making the vehicle feel “possessed.” Chrysler acknowledged the issue by sending out a recall for the 2007 Wrangler. The company blamed the dangerous stalling on a TIPM timing error. Even though many other year models were affected by the issue, none of them received a recall. Owners had to pay for repairs or replacements out of pocket.

TIPM issues are expensive, with the average TIPM repair cost at $1,200. Many reports occur while the vehicle is still under 40,000 miles.

2. The “Death Wobble”

The death wobble is something many Jeep owners have experienced firsthand. When the wobble kicks in, the driver feels the steering wheel shake violently. It usually happens after hitting a pothole or experiencing another jolt, and can sometimes be triggered by pressing hard on the brake pedal.

While it may feel like the vehicle’s axle or wheels will fly off, that isn’t something to worry about — no one has died as a result of a death wobble. If it happens, keeping a cool head can help drivers regain control and continue safely to a mechanic.

The death wobble occurs when steering components come loose or become damaged. It can also happen when someone installs suspension or steering parts incorrectly. The first step of diagnosis is to see if any parts have been bent or broken in the front suspension. Possible causes of the death wobble include:

• Ball joints
• Drag link and tie rod ends
• Front track bar
• Lower control arms
• Upper control arms
• Steering knuckles
• Steering stabilizer
• Suspension bushings

All these parts need to be inspected for excessive wear and damage. When troubleshooting the death wobble, try tightening all the hardware to the manufacturer-specified torque. Improper wheel alignment and unbalanced tires aren’t typically the source of the death wobble, but these conditions can make the issue much worse.

Most reports show no clear solution to the death wobble, and many owners have attempted to have the issue fixed multiple times. For the 2007 Wrangler, owners report spending almost $900 on attempted repairs, and few of those repairs permanently fixed the issue. Despite how common this problem is, Chrysler has not issued a recall.

3. TPS Failure

The throttle position sensor (TPS) relays information to the engine control module (ECM). It communicates how open the engine throttle is at any point so the ECM can properly alter emissions, ignition timing and fuel metering. The TPS is vulnerable to failure due to its complex combination of electrical and mechanical components.

When the TPS fails, its voltage readings will be incorrect and the check engine light will come on. The TPS sends information to the ECM that affects shift points in the transmission, leading to unexpected shifting issues that can be very dangerous while driving.

Signs of TPS failure to look for include:

• Bucking or jerking when the engine is under moderate stress
• Strange surges in speed
• Engine stalling suddenly and for no reason
• Reduced power and fuel economy
• Hesitation under acceleration
• Delayed shifts
• Difficulty changing gears

The average cost for a TPS replacement on a Jeep Wrangler ranges from about $130 to $150. Labor costs are estimated between $70 and $90, while the parts are typically priced around $60.
Shop 2007-2018 Wrangler Parts »

Common Issues With 1997-2006 Jeep Wranglers

Though the second generation has fewer registered complaints over time, there are still some 1997 Jeep Wrangler problems that affect all the model years in this range.

1. Transmission Recalls

Jeep Wrangler models starting in 2005 are famous for multiple recalls related to the automatic transmission and power train. The transmission may slip or get stuck in one gear. If the vehicle gets locked in one gear while driving on the freeway, the consequences could be deadly.

Although the issue is under recall and Jeep pays for the repairs, transmission issues typically come with long repair times.

2. Engine Popping

Backfiring or popping sounds in the engine can come as a shock, especially if it’s never happened before. In many cases, backfiring sounds as loud as a gunshot could cause you to jerk the vehicle while driving. Some of the common culprits of backfiring in Wranglers include:

• Incorrect engine timing
•  Failed spark plugs
• Running rich with too much fuel and not enough air
• Plug wires, if equipped

Backfiring happens under a variety of circumstances and repair costs vary based on the specific issue you’re having.

3. Leaking Door Seals

Door sealing should be a simple component that doesn’t fail early, but Wranglers are famous for having sealing issues. Leaking in the A-pillar is well-known among 1987 Jeep Wrangler issues, and it remains a concern for the other generations. Door leakage is especially common among 2002 Jeep Wrangler problems.

Poorly sealed doors create a damp environment that may cause unpleasant odors. If the issue gets bad enough, the moisture might damage electrical systems. Fortunately, door seals are easy to find and install. You can find Jeep weather stripping for this purpose for under $50 per door.

4. Differential Pinion Seal Leaks

The pinion seal helps keep fluid from leaking out of the differential. If the differential leaks fluid, it can fail, causing your Wrangler’s gears to seize and lock up the rear wheels while driving. The main symptom of low fluid in the differential is a whining noise while driving.

The average cost for a pinion seal replacement is between about $210 and $255, most of which is labor.

5. Transfer Case Leaks

Transfer cases are found in AWD and 4WD vehicles and split the transmission’s power between the front and rear wheels. As a self-contained component, it has its own fluid which commonly starts to leak in Wranglers. If your transfer case is leaking, it may be a simple seal failure. It could also mean there is a problem with the overall transfer case, like a bad bearing.

Although the average cost of the parts required is around $30, getting a transfer case oil seal replacement may cost between $150 and $190.
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Common Across Multiple Jeep Wrangler Generations (1997-2017): Ignition Switch Issues

A Wrangler part to pay special attention to is the ignition switch. The majority of ignition switch complaints for second generation Wranglers are because of age, but you’ll find malfunctioning ignition switches in the third generation, too. The ignition switch is not the slot you push the key into — that’s the lock cylinder. The ignition switch is usually found behind the lock cylinder, and it has three central functions:

• Accessory power: This is the result of turning the key to the first position, which allows you to roll down the windows, turn on the radio and use other electrical accessories.
• Ignition: Moving the key to this position starts the ignition and the fuel pump, pressurizing fuel and ensuring the engine is ready to go when it turns over.
• Starter: Moving the key to this position cranks the starter.

When you have ignition switch issues, the symptoms don’t just affect the car starting. Here are several signs your Wrangler has a problem with the ignition switch.

1. Stalling While Driving

A clear and dangerous sign of ignition switch issues is stalling out while driving. This happens when the failing switch cuts off the fuel pump or stops power to the ignition. The engine can’t run until it picks that signal up again.

2. Starting Then Dying

In some cases there are no problems starting the vehicle, but it immediately dies. When this happens, the fuel pump or ignition is not getting power while the key is in the run position, but power is there when the starter is engaged.

3. Failing to Start

There is more than one way a bad ignition switch can stop your Wrangler from starting. In some cases, the starter cranks but the switch fails to turn on the fuel pump or ignition. This results in the engine turning over but not sparking. The other possibility is that the starter doesn’t turn over.

4. Lack of Power to Accessories

Some cases of a failing ignition switch don’t keep the car from starting or running. Instead, the vehicle may start and drive fine while none of the accessories work. A few vehicle parts don’t require a key in order to be safer, including:

• Headlights
• Brake lights
• Horn
• Dome light

Other features like power windows, rear defrost, climate control and radio are tied to proper ignition switch function. If those accessories are off or acting erratically, you likely have an ignition switch issue.

5. Battery Draining

While the majority of ignition switch symptoms involve components not getting power, the opposite can also happen. Components may continue to receive power even when you turn the key to the off position. If you’re experiencing unexpected battery drainage, it may be due to ignition switch failure.

Although this problem causes extensive issues, it is relatively cheap to fix. Getting a full replacement typically costs between $115 and $140, with the majority of that cost covering labor. This is a fairly simple DIY fix for those familiar with electrical systems.

Common Issues With 1987-1995 Jeep Wranglers

The oldest generation of Wranglers is the most reliable of the bunch. There are still some issues to be aware of — even if most of them are related to age.

1. Exhaust Manifold Bolt Failure

The manifold is constantly shrinking and expanding over the course of a duty cycle. Over time, it may stretch further than it is able to retract. This can fracture the mounting stud and make the manifold permanently misshapen. This process also stretches the bolts, creating enough tension for them to fail.

Manifold bolts are cheap, but if the bolts aren’t replaced quickly or get stuck in the manifold, your Wrangler may need a new manifold. An exhaust manifold replacement averages between $950 and $1,100.

2. Body Damage

Wranglers are made for off-roading, which means older Jeeps are more likely to have body damage. Luckily, you don’t have to resign yourself to dented and damaged body parts and panels in your first generation Wrangler. Raybuck offers a wide selection of repair panels for 1987-1995 Wranglers so you can keep your Jeep in perfect shape.

3. Oil Leaks

Even with good maintenance, vehicles this old are susceptible to oil leaks. There are multiple systems within a Wrangler that can leak oil, so diagnosing the problem can be challenging. Each system has a different color of fluid that will mix with the leaking oil and can be used to pinpoint the source of the leak:

• Engine oil is amber when it’s new, but turns brown or black over time.
• Power steering fluid is the most ambiguous — it can be red, green, brown or transparent.
• Transmission fluid is red.
• Engine coolant can be transparent, red, orange or green.

Oil leakage is one of the more affordable fixes in older Wrangler generations. It can cost between $90 and $110 to get the leak diagnosed, and the repair cost varies depending on the leak source.
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5 Tips for Buying a Used Jeep Wrangler

Despite potential issues with Jeep Wranglers, there are plenty of solid vehicles out there. Here are five tips to think about if you’re considering a used Wrangler.

1. Decide on Modifications

Modifications are common in Wranglers, and they can be a good option if you care about performance. However, a modified Wrangler will be more expensive than stock, and modifications may increase the chances of component failure due to poor installation. If you choose a modified Wrangler, it’s important to find out who completed the installation in case you need repairs related to the modification.

2. Check the Body

Before you get under the hood, check the body of the vehicle:

• Undercarriage: Always check the undercarriage first, as it’s the most visible indicator of how much life is left in the vehicle. It doesn’t matter if there are few miles on the transmission or the vehicle has a newer engine if the undercarriage is in poor condition.
• Outer panels: Significant denting can be a sign of hard use, and rusting might be a red flag. While rust on the undercarriage is a serious sign you should not buy the vehicle, it’s relatively easy to get replacement panelsand fix up the vehicle if the rust hasn’t spread to the frame.
• Tires: Inspecting tires for uneven wear patterns is important in spotting things like alignment problems or improper rotation. For example, if you see the front tires are more worn than the back, the front tires have been bearing too much of the engine weight and will need to be replaced earlier.

3. Ask About Mileage Type

Overall mileage is important, but you should also ask how the vehicle was driven. A Wrangler with low mileage might have been driven under severe off-road conditions, which could make another vehicle with high mileage and gentle use a better option.

4. Verify Mechanical History

If everything looks good under the hood, you should still ask for a full record of maintenance and repairs the vehicle has received. A spotty maintenance history could set you up for early part failure.

5. Always Test Drive

A test drive is a chance to uncover symptoms or issues with the vehicle. Take your test drive in the morning so you can hear how the engine sounds on startup. Listen for unexpected idling upon warm-up, stuttering during idling and loud ticking. During your drive, pay attention to how shifting feels and note any unstable handling, jerks or vibrations that could indicate a death wobble in the future.

The Raybuck Difference

No matter the age of your Jeep Wrangler, you can keep it looking like new with body parts and rocker panels from Raybuck Auto Body Parts. We offer competitive pricing on 1987 to 2017 Jeep Wrangler body panels without compromising on quality. Our dependable aftermarket parts are the smart alternative to buying OEM parts, and we work hard to provide customer service you can count on.

If you’re interested in body parts and panels for your Jeep Wrangler, shop online, give us a call at 800-334-0230 or send us a message through our contact form today.