Featured on AutoHunter, the online auction platform driven by ClassicCars.com, is this 2,120-mile 2002 Pontiac Trans Am Firehawk coupe. According to the Firehawk Registry, this vehicle is one of approximately 1,132 Trans Am coupes invoiced by SLP in 2002. It is powered by an LS1 5.7-liter V8 mated to a BorgWarner T-56 six-speed manual transmission. Features include removable T-tops, 17-inch wheels, Monsoon audio system, and cat-back exhaust system. Finished in Black over Ebony leather interior, this final-year F-body comes with owner’s booklets, promotional literature, car cover, clean CARFAX report, and clear title.
Only 430 Trans Am Firehawk coupes were Black (code 41). Exterior features include fog lamps, composite hood with air induction system, vented front fenders, removable T-tops, Firehawk graphics, and decklid spoiler.
Chrome 17-inch five-spoke wheels are wrapped in 275/40 Firestone Firehawk tires.
The 2+2 cockpit is optioned with Ebony leather bucket seats up front with the driver’s side being power-adjustable. Features include power windows and power door locks, power steering, cruise control, air conditioning, Monsoon eight-speaker AM/FM/CD audio system, Firehawk-branded floor mats, and remote keyless entry.
The instrument panel consists of a 155-mph speedometer, 7,000-rpm tachometer, and gauges for the fuel level, coolant temperature, oil pressure, and voltage. The digital odometer reads 2,120 miles, which falls in line with the CARFAX report.
The SLP-modified LS1 5.7-liter small-block was rated at 345 horsepower and 345 lb-ft of torque. Power is directed to the rear wheels via a console-shifted BorgWarner T-56 six-speed manual transmission, with 768 Trans Am Firehawk coupes having this combination.
Stopping power comes from anti-lock disc brakes. The Bilstein-equipped suspension uses 35-millimeter front and 21-millimeter rear stabilizer bars. The cat-back exhaust system is an authentic SLP item.
Featured on AutoHunter, the online auction platform driven by ClassicCars.com, is this 2,120-mile 2002 Pontiac Trans Am Firehawk coupe. According to the Firehawk Registry, this vehicle is one of approximately 1,132 Trans Am coupes invoiced by SLP in 2002. It is powered by an LS1 5.7-liter V8 mated to a BorgWarner T-56 six-speed manual transmission. Features include removable T-tops, 17-inch wheels, Monsoon audio system, and cat-back exhaust system. Finished in Black over Ebony leather interior, this final-year F-body comes with owner’s booklets, promotional literature, car cover, clean CARFAX report, and clear title.
Only 430 Trans Am Firehawk coupes were Black (code 41). Exterior features include fog lamps, composite hood with air induction system, vented front fenders, removable T-tops, Firehawk graphics, and decklid spoiler.
Chrome 17-inch five-spoke wheels are wrapped in 275/40 Firestone Firehawk tires.
The 2+2 cockpit is optioned with Ebony leather bucket seats up front with the driver’s side being power-adjustable. Features include power windows and power door locks, power steering, cruise control, air conditioning, Monsoon eight-speaker AM/FM/CD audio system, Firehawk-branded floor mats, and remote keyless entry.
The instrument panel consists of a 155-mph speedometer, 7,000-rpm tachometer, and gauges for the fuel level, coolant temperature, oil pressure, and voltage. The digital odometer reads 2,120 miles, which falls in line with the CARFAX report.
The SLP-modified LS1 5.7-liter small-block was rated at 345 horsepower and 345 lb-ft of torque. Power is directed to the rear wheels via a console-shifted BorgWarner T-56 six-speed manual transmission, with 768 Trans Am Firehawk coupes having this combination.
Stopping power comes from anti-lock disc brakes. The Bilstein-equipped suspension uses 35-millimeter front and 21-millimeter rear stabilizer bars. The cat-back exhaust system is an authentic SLP item.
Featured on AutoHunter, the online auction platform driven by ClassicCars.com, is this 2,120-mile 2002 Pontiac Trans Am Firehawk coupe. According to the Firehawk Registry, this vehicle is one of approximately 1,132 Trans Am coupes invoiced by SLP in 2002. It is powered by an LS1 5.7-liter V8 mated to a BorgWarner T-56 six-speed manual transmission. Features include removable T-tops, 17-inch wheels, Monsoon audio system, and cat-back exhaust system. Finished in Black over Ebony leather interior, this final-year F-body comes with owner’s booklets, promotional literature, car cover, clean CARFAX report, and clear title.
Only 430 Trans Am Firehawk coupes were Black (code 41). Exterior features include fog lamps, composite hood with air induction system, vented front fenders, removable T-tops, Firehawk graphics, and decklid spoiler.
Chrome 17-inch five-spoke wheels are wrapped in 275/40 Firestone Firehawk tires.
The 2+2 cockpit is optioned with Ebony leather bucket seats up front with the driver’s side being power-adjustable. Features include power windows and power door locks, power steering, cruise control, air conditioning, Monsoon eight-speaker AM/FM/CD audio system, Firehawk-branded floor mats, and remote keyless entry.
The instrument panel consists of a 155-mph speedometer, 7,000-rpm tachometer, and gauges for the fuel level, coolant temperature, oil pressure, and voltage. The digital odometer reads 2,120 miles, which falls in line with the CARFAX report.
The SLP-modified LS1 5.7-liter small-block was rated at 345 horsepower and 345 lb-ft of torque. Power is directed to the rear wheels via a console-shifted BorgWarner T-56 six-speed manual transmission, with 768 Trans Am Firehawk coupes having this combination.
Stopping power comes from anti-lock disc brakes. The Bilstein-equipped suspension uses 35-millimeter front and 21-millimeter rear stabilizer bars. The cat-back exhaust system is an authentic SLP item.
Japan is one of the top car manufacturing countries in the world, with a thriving automotive industry serving an international clientele. It’s the third-largest automobile industry after the United States and China, and the second-largest car producer. The Japanese pre-owned car industry attracts collectors and car enthusiasts from across the world, with companies like Export from Japan (EFJ) offering insider access with low exporting fees, translation services, and access to Japanese car auctions. Classic cars in Japan are attractive to international collectors due to their more affordable price tag and higher quality, with many models exclusive to the Japanese market.
Let’s look at why Japan is the go-to choice for classic car collectors, with advice on navigating the Japanese car market to find your perfect classic car.
The History of the Japanese Car Industry
The Japanese car industry is virtually unrecognizable from when the Takuri was originally made in 1907, the first entirely Japanese-made car. In the early 1930s, American car manufacturers, including Ford and GM, had factories in Japan but were forced out of the market by government intervention in 1939. This resulted in the development of brands like Nissan and Toyota, along with the birth of the JDM industry.
After WWII, Japan entered a phase of high economic development, becoming the world’s leading economy in 1995. During this economic prosperity, the Japanese public began to invest in luxury and exotic cars, with car manufacturers producing special edition models available exclusively in Japan. The Mercedes Benz 560SEL became symbolic of the era as the go-to car for professionals.
The ‘90s represented a golden era for the Japanese automotive industry that began importing prestigious car models from Europe, including the Ferrari F40, Mercedes Benz S600, Lamborghini Countach, and Porsche 911 Turbo. Imported cars with left-side steering wheels became a status symbol, a theme that continues today. Demand for luxury cars led to AMG producing special editions, such as the G36 AMG and SL73 AMG, exclusively for the Japanese market.
Japanese car manufacturers also heightened production, releasing iconic JDM cars such as the Honda NSX, Nissan Skyline GTR, and Toyota Supra RZ. Cars produced for the domestic Japanese market typically feature right-side steering wheels.
Some of the world’s most sought-after luxury cars sit in garages in Japan. The gradual devaluation of the Yen over recent years means most rare and JDM car collectors are reluctant to sell their vehicles. However, Japan remains a top destination for collectors searching for classic cars in excellent condition.
Pre-owned luxury cars in Japan are attractive to international collectors as they typically have lower mileage and are in better condition than used cars in the United States and Europe. The annual car mileage in the USA is 2-3 times higher than that of Japan, where the average annual mileage is only 6,790 km/4,200 miles.
How to Buy a Collector Car from Japan
Most cars in Japan are sold through auctions and undergo extensive inspections by independent professionals, with the findings included on the auction sheet. Car collectors can work with specialists offering auction sheet translation services to shop online auction listings.
If you’re planning to buy a car from Japan, the importing conditions will vary depending on the country you live in. For example, the United States only allows non-domestic vehicles to be imported if they are over 25 years old.
Regardless of which car you’re purchasing or where you’re importing to, the process of buying a car in Japan typically involves five steps:
Choose a JDM Exporter
The first step to buying a Japanese car is to work with a specialist JDM exporter. They’ll help you navigate the local market, including auctions, while also offering cars that can be purchased directly from them.
Your chosen exporter is your eyes and ears during the purchasing process, carrying out a pre-purchase inspection and translating auction sheets. Working with a JDM exporter allows you to access the Japanese car market like a local, even if you’re thousands of miles away.
Choose Your Classic Car
Decide your preferences for your classic car, including your budget, manufacturer, and mileage allowance. Selecting these factors will help your exporter find suitable options to speed up the purchasing process.
Make Your Purchase
Cars in Japan can either be purchased through an auction or sold as a private sale. Your Japanese car exporter will facilitate a transaction through either method. Car auctions are popular in Japan, but you’ll want to work with an expert to complete the bidding and purchase process.
Have Your Japanese Car Exported
Once you’ve purchased your car, it’s time to start the exporting process. Your exporter will oversee the shipping process and complete the documentation on your behalf.
Choose a Japanese car exporter near a shipping port to reduce additional fees and speed up the dispatching process. You should receive a final invoice, export certificate, inspection certificate, and deregistration certificate.
Vehicle Clearance on Arrival
When your Japanese car arrives at your local port, you’ll need to provide the documentation sent by your exporter to have it released. Your exporter will offer guidance on how to make the port clearance process as smooth and hassle-free as possible.
Are you shopping for a classic car in Japan? Export From Japan (EFJ) offers exotic and rare car acquisitions from Japanese auctions and dealerships not typically accessible to international buyers. Its team has over 15 years of experience in the automotive industry and specializes in JDM sports cars, rare cars, hybrids, and project cars. Located in Nagoya, EFJ is one of the top-rated exporters of pre-owned and classic cars in Japan. You can find out more about EFJ by visiting their website.
Japan is one of the top car manufacturing countries in the world, with a thriving automotive industry serving an international clientele. It’s the third-largest automobile industry after the United States and China, and the second-largest car producer. The Japanese pre-owned car industry attracts collectors and car enthusiasts from across the world, with companies like Export from Japan (EFJ) offering insider access with low exporting fees, translation services, and access to Japanese car auctions. Classic cars in Japan are attractive to international collectors due to their more affordable price tag and higher quality, with many models exclusive to the Japanese market.
Let’s look at why Japan is the go-to choice for classic car collectors, with advice on navigating the Japanese car market to find your perfect classic car.
The History of the Japanese Car Industry
The Japanese car industry is virtually unrecognizable from when the Takuri was originally made in 1907, the first entirely Japanese-made car. In the early 1930s, American car manufacturers, including Ford and GM, had factories in Japan but were forced out of the market by government intervention in 1939. This resulted in the development of brands like Nissan and Toyota, along with the birth of the JDM industry.
After WWII, Japan entered a phase of high economic development, becoming the world’s leading economy in 1995. During this economic prosperity, the Japanese public began to invest in luxury and exotic cars, with car manufacturers producing special edition models available exclusively in Japan. The Mercedes Benz 560SEL became symbolic of the era as the go-to car for professionals.
The ‘90s represented a golden era for the Japanese automotive industry that began importing prestigious car models from Europe, including the Ferrari F40, Mercedes Benz S600, Lamborghini Countach, and Porsche 911 Turbo. Imported cars with left-side steering wheels became a status symbol, a theme that continues today. Demand for luxury cars led to AMG producing special editions, such as the G36 AMG and SL73 AMG, exclusively for the Japanese market.
Japanese car manufacturers also heightened production, releasing iconic JDM cars such as the Honda NSX, Nissan Skyline GTR, and Toyota Supra RZ. Cars produced for the domestic Japanese market typically feature right-side steering wheels.
Some of the world’s most sought-after luxury cars sit in garages in Japan. The gradual devaluation of the Yen over recent years means most rare and JDM car collectors are reluctant to sell their vehicles. However, Japan remains a top destination for collectors searching for classic cars in excellent condition.
Pre-owned luxury cars in Japan are attractive to international collectors as they typically have lower mileage and are in better condition than used cars in the United States and Europe. The annual car mileage in the USA is 2-3 times higher than that of Japan, where the average annual mileage is only 6,790 km/4,200 miles.
How to Buy a Collector Car from Japan
Most cars in Japan are sold through auctions and undergo extensive inspections by independent professionals, with the findings included on the auction sheet. Car collectors can work with specialists offering auction sheet translation services to shop online auction listings.
If you’re planning to buy a car from Japan, the importing conditions will vary depending on the country you live in. For example, the United States only allows non-domestic vehicles to be imported if they are over 25 years old.
Regardless of which car you’re purchasing or where you’re importing to, the process of buying a car in Japan typically involves five steps:
Choose a JDM Exporter
The first step to buying a Japanese car is to work with a specialist JDM exporter. They’ll help you navigate the local market, including auctions, while also offering cars that can be purchased directly from them.
Your chosen exporter is your eyes and ears during the purchasing process, carrying out a pre-purchase inspection and translating auction sheets. Working with a JDM exporter allows you to access the Japanese car market like a local, even if you’re thousands of miles away.
Choose Your Classic Car
Decide your preferences for your classic car, including your budget, manufacturer, and mileage allowance. Selecting these factors will help your exporter find suitable options to speed up the purchasing process.
Make Your Purchase
Cars in Japan can either be purchased through an auction or sold as a private sale. Your Japanese car exporter will facilitate a transaction through either method. Car auctions are popular in Japan, but you’ll want to work with an expert to complete the bidding and purchase process.
Have Your Japanese Car Exported
Once you’ve purchased your car, it’s time to start the exporting process. Your exporter will oversee the shipping process and complete the documentation on your behalf.
Choose a Japanese car exporter near a shipping port to reduce additional fees and speed up the dispatching process. You should receive a final invoice, export certificate, inspection certificate, and deregistration certificate.
Vehicle Clearance on Arrival
When your Japanese car arrives at your local port, you’ll need to provide the documentation sent by your exporter to have it released. Your exporter will offer guidance on how to make the port clearance process as smooth and hassle-free as possible.
Are you shopping for a classic car in Japan? Export From Japan (EFJ) offers exotic and rare car acquisitions from Japanese auctions and dealerships not typically accessible to international buyers. Its team has over 15 years of experience in the automotive industry and specializes in JDM sports cars, rare cars, hybrids, and project cars. Located in Nagoya, EFJ is one of the top-rated exporters of pre-owned and classic cars in Japan. You can find out more about EFJ by visiting their website.
Japan is one of the top car manufacturing countries in the world, with a thriving automotive industry serving an international clientele. It’s the third-largest automobile industry after the United States and China, and the second-largest car producer. The Japanese pre-owned car industry attracts collectors and car enthusiasts from across the world, with companies like Export from Japan (EFJ) offering insider access with low exporting fees, translation services, and access to Japanese car auctions. Classic cars in Japan are attractive to international collectors due to their more affordable price tag and higher quality, with many models exclusive to the Japanese market.
Let’s look at why Japan is the go-to choice for classic car collectors, with advice on navigating the Japanese car market to find your perfect classic car.
The History of the Japanese Car Industry
The Japanese car industry is virtually unrecognizable from when the Takuri was originally made in 1907, the first entirely Japanese-made car. In the early 1930s, American car manufacturers, including Ford and GM, had factories in Japan but were forced out of the market by government intervention in 1939. This resulted in the development of brands like Nissan and Toyota, along with the birth of the JDM industry.
After WWII, Japan entered a phase of high economic development, becoming the world’s leading economy in 1995. During this economic prosperity, the Japanese public began to invest in luxury and exotic cars, with car manufacturers producing special edition models available exclusively in Japan. The Mercedes Benz 560SEL became symbolic of the era as the go-to car for professionals.
The ‘90s represented a golden era for the Japanese automotive industry that began importing prestigious car models from Europe, including the Ferrari F40, Mercedes Benz S600, Lamborghini Countach, and Porsche 911 Turbo. Imported cars with left-side steering wheels became a status symbol, a theme that continues today. Demand for luxury cars led to AMG producing special editions, such as the G36 AMG and SL73 AMG, exclusively for the Japanese market.
Japanese car manufacturers also heightened production, releasing iconic JDM cars such as the Honda NSX, Nissan Skyline GTR, and Toyota Supra RZ. Cars produced for the domestic Japanese market typically feature right-side steering wheels.
Some of the world’s most sought-after luxury cars sit in garages in Japan. The gradual devaluation of the Yen over recent years means most rare and JDM car collectors are reluctant to sell their vehicles. However, Japan remains a top destination for collectors searching for classic cars in excellent condition.
Pre-owned luxury cars in Japan are attractive to international collectors as they typically have lower mileage and are in better condition than used cars in the United States and Europe. The annual car mileage in the USA is 2-3 times higher than that of Japan, where the average annual mileage is only 6,790 km/4,200 miles.
How to Buy a Collector Car from Japan
Most cars in Japan are sold through auctions and undergo extensive inspections by independent professionals, with the findings included on the auction sheet. Car collectors can work with specialists offering auction sheet translation services to shop online auction listings.
If you’re planning to buy a car from Japan, the importing conditions will vary depending on the country you live in. For example, the United States only allows non-domestic vehicles to be imported if they are over 25 years old.
Regardless of which car you’re purchasing or where you’re importing to, the process of buying a car in Japan typically involves five steps:
Choose a JDM Exporter
The first step to buying a Japanese car is to work with a specialist JDM exporter. They’ll help you navigate the local market, including auctions, while also offering cars that can be purchased directly from them.
Your chosen exporter is your eyes and ears during the purchasing process, carrying out a pre-purchase inspection and translating auction sheets. Working with a JDM exporter allows you to access the Japanese car market like a local, even if you’re thousands of miles away.
Choose Your Classic Car
Decide your preferences for your classic car, including your budget, manufacturer, and mileage allowance. Selecting these factors will help your exporter find suitable options to speed up the purchasing process.
Make Your Purchase
Cars in Japan can either be purchased through an auction or sold as a private sale. Your Japanese car exporter will facilitate a transaction through either method. Car auctions are popular in Japan, but you’ll want to work with an expert to complete the bidding and purchase process.
Have Your Japanese Car Exported
Once you’ve purchased your car, it’s time to start the exporting process. Your exporter will oversee the shipping process and complete the documentation on your behalf.
Choose a Japanese car exporter near a shipping port to reduce additional fees and speed up the dispatching process. You should receive a final invoice, export certificate, inspection certificate, and deregistration certificate.
Vehicle Clearance on Arrival
When your Japanese car arrives at your local port, you’ll need to provide the documentation sent by your exporter to have it released. Your exporter will offer guidance on how to make the port clearance process as smooth and hassle-free as possible.
Are you shopping for a classic car in Japan? Export From Japan (EFJ) offers exotic and rare car acquisitions from Japanese auctions and dealerships not typically accessible to international buyers. Its team has over 15 years of experience in the automotive industry and specializes in JDM sports cars, rare cars, hybrids, and project cars. Located in Nagoya, EFJ is one of the top-rated exporters of pre-owned and classic cars in Japan. You can find out more about EFJ by visiting their website.
The last time Toyota had a convertible in its lineup was over 15 years ago in 2008. That car, the Solara, lived for two generations and had essentially replaced the Camry coupe. Ultimately, its demise was due to sales numbers (or the lack thereof). Toyota was known for having a few memorable convertibles prior to the Solara, though. One of them was jointly manufactured via an arrangement with American Sunroof Company (ASC) right here in the United States. And today, we get to look at one of those cars.
“Looking for that Sunday drive-around convertible?” the listing begins. “Look no further. This 1985 Toyota Celica GT-S will do the trick.”
The third-generation Celica compact sports car came out in 1981 and was available in liftback and notchback coupe body styles. For the 1984 model year, American Sunroof Company (ASC) customized 200 GT-S Celicas by making them into convertibles. In 1985, another 4,248 units were produced. One of the things that made this a unique car was that it was the last of the rear-wheel drive Celicas. For model year 1986, the car transitioned to a completely new platform that was available only in all-wheel drive or front-wheel drive.
Speaking of powertrains, momentum comes from a 2.4-liter “22RE” motor paired with a five-speed manual transmission. “Car has been gone through and runs like a top,” the seller says. “It has a new roof, had a new muffler installed, really good tires, A/C works great. Car is ready to drive.” The odometer shows just 95,822 miles, which by Toyota standards, isn’t a very long distance to have traveled.
The seller’s listing talks about how reliable the 22RE motor was, and the statements are true. According to a history of this engine, it first went into production in 1981 and remained until 1995. Besides the Celica, this robust (yet also fuel-efficient) powerplant went into vehicles including the pickup and the 4Runner.
Today’s featured car looks to be largely original with exception of the BFGoodrich white-letter tires and a Sony AM/FM/CD head unit. My favorite exterior attributes are the aggressive color-keyed fender flares. Included in the listing is a photo of the VIN placard which shows a manufacture date of December 1984. This car will be turning 40 years old later this year!
The asking price is $14,900, which seems like a fair deal for a limited-production, low-mileage reminder of Toyota’s convertible days.
The last time Toyota had a convertible in its lineup was over 15 years ago in 2008. That car, the Solara, lived for two generations and had essentially replaced the Camry coupe. Ultimately, its demise was due to sales numbers (or the lack thereof). Toyota was known for having a few memorable convertibles prior to the Solara, though. One of them was jointly manufactured via an arrangement with American Sunroof Company (ASC) right here in the United States. And today, we get to look at one of those cars.
“Looking for that Sunday drive-around convertible?” the listing begins. “Look no further. This 1985 Toyota Celica GT-S will do the trick.”
The third-generation Celica compact sports car came out in 1981 and was available in liftback and notchback coupe body styles. For the 1984 model year, American Sunroof Company (ASC) customized 200 GT-S Celicas by making them into convertibles. In 1985, another 4,248 units were produced. One of the things that made this a unique car was that it was the last of the rear-wheel drive Celicas. For model year 1986, the car transitioned to a completely new platform that was available only in all-wheel drive or front-wheel drive.
Speaking of powertrains, momentum comes from a 2.4-liter “22RE” motor paired with a five-speed manual transmission. “Car has been gone through and runs like a top,” the seller says. “It has a new roof, had a new muffler installed, really good tires, A/C works great. Car is ready to drive.” The odometer shows just 95,822 miles, which by Toyota standards, isn’t a very long distance to have traveled.
The seller’s listing talks about how reliable the 22RE motor was, and the statements are true. According to a history of this engine, it first went into production in 1981 and remained until 1995. Besides the Celica, this robust (yet also fuel-efficient) powerplant went into vehicles including the pickup and the 4Runner.
Today’s featured car looks to be largely original with exception of the BFGoodrich white-letter tires and a Sony AM/FM/CD head unit. My favorite exterior attributes are the aggressive color-keyed fender flares. Included in the listing is a photo of the VIN placard which shows a manufacture date of December 1984. This car will be turning 40 years old later this year!
The asking price is $14,900, which seems like a fair deal for a limited-production, low-mileage reminder of Toyota’s convertible days.
The last time Toyota had a convertible in its lineup was over 15 years ago in 2008. That car, the Solara, lived for two generations and had essentially replaced the Camry coupe. Ultimately, its demise was due to sales numbers (or the lack thereof). Toyota was known for having a few memorable convertibles prior to the Solara, though. One of them was jointly manufactured via an arrangement with American Sunroof Company (ASC) right here in the United States. And today, we get to look at one of those cars.
“Looking for that Sunday drive-around convertible?” the listing begins. “Look no further. This 1985 Toyota Celica GT-S will do the trick.”
The third-generation Celica compact sports car came out in 1981 and was available in liftback and notchback coupe body styles. For the 1984 model year, American Sunroof Company (ASC) customized 200 GT-S Celicas by making them into convertibles. In 1985, another 4,248 units were produced. One of the things that made this a unique car was that it was the last of the rear-wheel drive Celicas. For model year 1986, the car transitioned to a completely new platform that was available only in all-wheel drive or front-wheel drive.
Speaking of powertrains, momentum comes from a 2.4-liter “22RE” motor paired with a five-speed manual transmission. “Car has been gone through and runs like a top,” the seller says. “It has a new roof, had a new muffler installed, really good tires, A/C works great. Car is ready to drive.” The odometer shows just 95,822 miles, which by Toyota standards, isn’t a very long distance to have traveled.
The seller’s listing talks about how reliable the 22RE motor was, and the statements are true. According to a history of this engine, it first went into production in 1981 and remained until 1995. Besides the Celica, this robust (yet also fuel-efficient) powerplant went into vehicles including the pickup and the 4Runner.
Today’s featured car looks to be largely original with exception of the BFGoodrich white-letter tires and a Sony AM/FM/CD head unit. My favorite exterior attributes are the aggressive color-keyed fender flares. Included in the listing is a photo of the VIN placard which shows a manufacture date of December 1984. This car will be turning 40 years old later this year!
The asking price is $14,900, which seems like a fair deal for a limited-production, low-mileage reminder of Toyota’s convertible days.
For the 1972 model year, the federal government of the United States of America mandated for all cars sold in the home market to lower the compression of engines to reduce NOx, a major contributor of smog and acid rain. Additionally, these revamped engines were to be capable of using low-lead or unleaded fuel. General Motors rushed and lowered compressions for all its 1971 engines, while others in Detroit and Kenosha waited until the 1972 mandate. Or did they?
The 455 HO was available in the 1971 Pontiac T-37, among the fastest of GM’s low-compression cars.
Preface Compared to the high-performance zenith of 1970, GM’s top engines took a hit for 1971. The LS6 454 was rated at 450 horsepower in 1970 but fell to 425 (325 net). Buick’s 455 Stage 1 went from an underrated 360 horsepower to 345 (275 net), while Oldsmobile’s W30 455 dropped from 370 horses to 350 (300 net). Pontiac was in a different situation because its top engine in 1970 was a 400 and not the 455 so, thanks to some clever engineering, the 1970 455/360 fell to 335 horses (310 net) but was actually a faster, more well-rounded engine.
This 1971 Mustang Mach I features a 429 Cobra Jet but, late in the model year, a new 351 Cobra Jet joined the engine roster.
Ford Motor Company The 429 Cobra Jet continued to be available for mid-size cars, but the big news was its availability for the Mustang and Cougar. However, the small-blocks was where Ford played with compression. The 1970 351-4V was rated at 300 horsepower with 11.0 to 1 compression but, for 1971, compression fell to 10.7 to 1 and horsepower fell by 15. That’s hardly a low-compression engine able to use regular fuel but, in May 1971. Ford introduced the 351 Cobra Jet. This 280-horse, 9.0 to 1 compression engine was an option on all Mustang models save the Boss 351, either with a four-speed manual or three-speed automatic. It also required the Competition Suspension to be ordered. “351-CJ offers excellent performance and handling characteristics on regular fuel,” announced Ford. “The 351-CJ is a mid-range, high-performance version of the 351-4V and is being offered to take advantage of growing interest of sports/performance enthusiasts in a lighter weight, lower displacement and better handling engines.” Ford claimed the 351 Cobra Jet covered 50 more feet in 10 seconds from a standing start than the regular 4V 351 – all on regular fuel.
The 351 Cobra Jet was able to impress despite its regular-fuel requirements thanks to open-chamber cylinder heads, high-lift cam, four-bolt main bearing caps, 4300D carb, special intake manifolds, and standard 3.50 rear. However, when the model year finished, only 145 Mustangs were built with the 351 Cobra Jet. Certainly, the late introduction was one problem, but the engine also cost $194 when the regular 4V cost $93. While that sounds like it was a loss for Ford, the 351 Cobra Jet officially replaced the 351-4V for 1972, with mild changes and 8.5 to 1 compression resulting in a 266 net horsepower (248 for mid-size cars). Production of this engine was also expanded to Mercurys, and it would continue to be offered through 1974.
The top engine for the base 1971 Challenger was the 383, while the Challenger R/T started with the 383.
Chrysler Corporation The Hemi (425 horsepower gross, 350 net) continued to be the one to beat in 1971, and the 440 four-barrel and six-barrel engines were its supporting cast, though the latter two featured slight cuts in compression (0.2) with a loss of five horses each – they now were rated at 370 (305 net) and 385 (330 net) horsepower. The 340 small-block featured a new Thermo-Quad but still carried a 275-horse (235 net) rating and high-compression. So, what about the 383, the engine made famous by the Plymouth Road Runner?
Likewise, the 383 was the top engine available for the Barracuda and Gran Coupe, but the ‘Cuda started with the 383.
Knowledgeable enthusiasts know the Road Runner started with a 335-horsepower 383 while non-performance models had a 383 offering 330 horsepower with a smaller camshaft, though both featured 9.5 to 1 compression (10.0 in 1968-69). For 1971, the 383 was reduced to one version and was rated at 300 horsepower (250 net). Glance at the compression ratio specs and you’ll note that the 383 four-barrel now featured 8.5 to 1 compression, meaning it could be operated on regular fuel one year before the mandate.
1971 Javelin AMX
American Motors Corporation The 401 was new at AMC for 1971, replacing the 390 that had been available since 1968. The new engine featured 330 horsepower and 10.2 to 1 compression. According to dealer literature, “All 1971 American Motor passenger-car engines, except for the new 401 V8, will have new lower compression ratios to permit efficient operation with the new “low-lead”, lower octane fuels.” The 360, offered in 1970 with 290 horsepower and 10.0 to 1 compression, now featured 285 horses with 8.5 to 1 compression.
Available for half the model year, the 1971 Hornet SC/360 was available with an optional 360 four-barrel capable of using regular fuel.
The 401 was new at AMC for 1971, replacing the 390 that had been available since 1968. The new engine featured 330 horsepower and 10.2 to 1 compression. According to dealer literature, “All 1971 American Motor passenger-car engines, except for the new 401 V8, will have new lower compression ratios to permit efficient operation with the new “low-lead”, lower octane fuels.” The 360, offered in 1970 with 290 horsepower and 10.0 to 1 compression, now featured 285 horses with 8.5 to 1 compression.
In the middle of the model year, AMC made a running change on the 401 and, with new heads, had 9.5 to 1 compression, but that wasn’t quite a regular-fuel engine. Of course, for 1972, the 401’s compression was 8.5 to 1.
