Factory service bulletins and safety recalls only. Owner-reported “known issues” are not mixed into this page.
9 published bulletins/recalls are present in the page HTML. Year filtering enhances this list when JavaScript is available.
NHTSA Campaign #93V199000 · 1994 Firebird V8 · ~6,807 units
Fuel lines on affected vehicles may have been routed too close to the 'AIR' check valve. Heat from the valve could melt through the fuel line, creating a fuel leak and fire risk near an ignition source. Remedy: reroute any misrouted fuel lines away from the check valve.
NHTSA Campaign #01V381000 · 2001-2002 Firebird · 897 units
Certain vehicles built between October and November 2001 may have welds near the lower driver's side door hinge that don't meet specification, causing the vehicle to fail federal crash protection and side impact standards (FMVSS 208 and 214). In a crash, this could mean more severe occupant injury than the vehicle is otherwise designed to prevent. Remedy: dealers installed structural rivets to reinforce the affected weld. If you own a 2001-2002 model built in that window, it's worth confirming this recall was completed — check your VIN at nhtsa.gov.
NHTSA Campaign #99V239000 · 1999 Firebird, manual transmission · 69 units
A very limited run of 1999 manual-transmission cars left the factory with an incorrectly built retaining ring in the clutch master cylinder. This could prevent the clutch from fully disengaging when the pedal is pressed — leading to unintended vehicle movement, longer stopping distances, stalling, or difficulty shifting. Remedy: dealers replaced the hydraulic clutch master cylinder outright. Only 69 units were affected, but if you own an early '99 manual car, this is worth checking against your VIN.
GM TSB #06-06-01-019 (revised through 019C) · 1998–2002 Firebird, RPO LS1
Covers gradual coolant loss over time with no visible leak found, traced to cracking in certain Castech-cast cylinder heads on Gen III/IV V8 engines. This bulletin was specifically revised to add the 1998-2002 Firebird LS1. If you're chasing unexplained coolant loss, check this before assuming a gasket or hose.
GM Bulletin 01-07-30-023B · March 2002 · 1996–2000 Camaro/Firebird M30 built before Jan. 15, 2000 / Julian 0015
Bulletin 023B supersedes 023A. GM describes wear in the TCC isolator/regulator valve-body bore causing poor or no TCC apply. The complaint may be difficult to duplicate below about 200°F TFT. Because P1870 is Type B, the first qualifying failure can command maximum line pressure and produce a harsh 1-2 before a history P1870 is stored. Do not jump from the symptom/code to solenoid or transmission replacement.
GM Bulletin 01-07-30-012 · 1998–2001 Camaro/Firebird M30 · revised production after Julian 1002
GM revised the valve body, spacer plate and spacer-plate gaskets. The revised spacer plate and its matching gaskets must stay together. Do not assume the revised valve body itself is mandatory in every back-service case; GM's application matrix allows the revised gasket/plate combination with applicable earlier valve bodies.
GM Bulletin 02-07-30-003 · change occurred during 2001 model year · exact production breakpoint not listed
The reaction-shaft/reaction-shell interface changed from a thrust washer to a thrust bearing and related components changed with it. Old and new component families must not be mixed. Vehicle model year alone is not enough to identify the parts inside a transmission that may have been rebuilt or replaced; inspect the actual configuration before ordering internals.
GM Bulletin 01-07-31-002B · later revision supersedes 002A · applicable to 2001–2002 F-body manual-transmission service
GM's improved bleeding procedure is intended to address clutch hydraulic complaints and reduce unnecessary parts replacement. For low pedal reserve or high shift effort, verify hydraulic integrity and use the latest applicable bleed procedure before condemning the clutch, master/slave components or transmission.
GM Bulletin 01-07-30-043 · 2001–2002 Camaro/Firebird 4L60E (M30)
GM examined transmissions with verified slipping or missing 2nd, 3rd and/or 4th gear and documented multiple hydraulic/mechanical causes. The symptom does not by itself authorize complete transmission replacement; follow the applicable diagnostic path and isolate the failed element.