Nineteen seventy-one was a good year to be a pony car fan. The whole market was packed with debuts or pony cars that were a year old or less. It was an ironic time because manufacturers modernized their pony car models while the specialty car market was shrinking rapidly—in fact, General Motors considered discontinuing its F-bodies after poor 1972 sales. Chrysler and AMC did just that after 1974, the same year the Mustang evolved into a compact and the Cougar became an intermediate.

So, in a fresh market, which one would you have bought? Here’s the run-down for pony car fans. (Click on the captions to view the cars for sale.)

AMC
After three years of Javelins and AMXs, AMC came back with a redesigned Javelin that in reality was a heavily restyled version of the previous-generation car. The two-seater AMX was now gone, reconfigured to be a performance package for the Javelin. Like the new Mustang, the Javelin seems to have been influenced by contemporary race cars of the time, with exaggerated front wheel arches and rear haunches that gave the it a broad-shouldered look. An integrated roof spoiler was an evolution of an accessory that was introduced in the middle of the 1969 model year.

Mark Donohue, AMC’s Trans-Am driver, assisted with several styling features, especially the Javelin AMX’s grille cover, a flat mesh overlay covering the Javelin’s inset grille. The Javelin AMX also came with a cowl-induction hood that was functional with the Go Package.

Under the hood, things started to get interesting with the 360 four-barrel, a carry-over from 1970. The 390, a popular engine for 1968-70 models, evolved into the 330-horse 401 for 1971. This would be the biggest motor ever installed in an AMC pony car.

Chevrolet
The redesigned Camaro debuted mid-year 1970, so there were only a few detail changes for 1971. As the most European-influenced of the new wave of pony cars (aside from the heavy doors), the Camaro’s fuselage-like body appeared lower and leaner despite having the same wheelbase and length as the previous generation. Even with the abbreviated 1970 model year, there were enough changes for 1971 to give the Camaro its own unique flavor, such as high-back bucket seats, a three-piece D80 spoiler (previously a 1970 COPO item), new mag wheels, and new colors. As before, there were two flavors of Camaro, with the base receiving a conventional front bumper while the Rally Sport featuring minimalist front bumperettes and a grille surrounded by the Endura material made famous by the post-1967 Pontiac GTO. The performance Super Sport continued, but by now, the Z/28 was encroaching on its popularity.

Compression was lowered across the board at GM for 1971, so the base SS 350 put out 270 horsepower, down from 300; the SS 396 was only available as a 300-horse 402, down from 350 (with the solid-lifer L78 now being a memory). The Z/28 with its LT1 350 was down from 360 to 330 horsepower, but now, for the first time, it was the most powerful Camaro.

The Camaro may have been the most revolutionary of the new-gen pony cars in its time, but its popularity as a collector car follows the first-gen Camaro. It’s the second gen’s duration—1970 through 1982—that has maintained its popularity, but aside from the Z/28, the 1971 Camaro doesn’t seem to arouse as much interest beyond it being a Chevrolet, which means it’s still strong.

Dodge
With the introduction of the Challenger in 1970, Dodge finally had a serious pony car contender and, if sales are a reflection, the Challenger did pretty well. However, it was a case of too little, too late as performance and specialty car sales were headed downward. You wouldn’t have been able to tell just by looking at the 1971 Challenger as it was practically a rerun from 1970.

New for 1971 was a two-piece plastic grille that replaced the one-piece wide-mouth grille; the design was mimicked out back by the taillights. Stripes for the R/T (optional on the base Challenger) ran above the character line, from under the C-pillar and down to the nose; black and white were popular color choices, but fluorescent lime and orange were also available. Unlike all the other pony cars, the Challenger was stubby like a ’69 Camaro instead of lean like a ’70 Camaro, but it didn’t suffer because of that.

The standard motor for the R/T was a 383, now rated at 300 horsepower. The 340 was a new option (though it continued to be available on the base Challenger), and then the next steps up were the 440 Six Pack and 426 Hemi, with the 340 Six Pack (Challenger T/A) and 440 Magnum disappearing from the options list. Despite the new features, Challenger sales were down drastically—by more than half.

Ford
The Mustang was all-new for 1971. There were two performance models: Mach 1 and Boss 351, both only available as a SportsRoof fastback, but of course, the coupe and convertible continued to be available. The Mustang grew in wheelbase, length, and weight, but its styling and design—especially the performance models—appeared to be shaped by a combination of “Total Performance” racing exploits and the 1969-70 Shelby Mustangs. For the performance models, NASA-type scoops replaced both the non-functional and Shaker scoops (though the hood was a no-cost option for the 1971 Mach 1 with the standard 302). Optional racing stripes were bigger and badder than before, now available in black or silver.

Sure, the Mach 1’s standard engine was a demotion, but things started to get interesting with the “M-code” 351 Cleveland which, at 285 horsepower, was down 15 from 1970. Offered mid-year (and quite rare) was the 280-horse “Q-code” 351 Cobra Jet, a low-compression version of the Cleveland four-barrel that would eventually become the default performance motor for 1972-73. The next step up was the new-for-Mustang 429 Cobra Jet, available with or without air induction (J- and C-code, respectively). Want digger gears? Add the Drag Pack, which turned the CJ into a Super CJ. Included with the Drag Pack was a tougher bottom end, solid-lifter bumpstick, Holley carb, and 4.11 or 4.30 gears—the latter with a Detroit Locker.

But arguably, the best of the performance Mustangs was the Boss 351. Looking like the Mach 1 in most respects, the Boss was powered by a 330-horse 351 and is often considered the fastest small-block of the era. Some even think it’s faster than the 429 CJ.

Mercury
Like the Mustang, the Cougar was all-new for 1971. However, the Cougar leaned even more into the personal luxury segment, losing any semblance of sportiness that it had before. Gone was the performance-oriented Eliminator package, but a new GT package added a hood scoop (only functional with the 429 CJ with ram air induction), a tach, and Competition Suspension. As before, there was the base Cougar and high-line XR-7.

Motor choices were similar to those for the Mustang, but the Cougar’s standard engine was a 351 two-barrel. The 351 four-barrel and both 429 Cobra Jets were available, although the Drag Pack was not. When equipped with air induction, 429 cars received the same hood scoop as GTs.

Plymouth
Like the Challenger, the Barracuda was all-new for 1970, but the 1971 facelift brought quad headlights that gave the pony car a different look. At the time, the buff books hated it (and sales tanked, just like the Challenger’s), but in today’s collector world, the 1971 Barracuda is the premiere muscle car out of all brands and years. Like the Challenger, the Barracuda featured proportions similar to those of the first-gen Camaro, though slightly evolved and exaggerated.

Several options could make the Barracuda the wildest-looking car on the market. For example, if you ordered one in “EV2” Tor Red, “FC7” In Violet, “GB5” Blue Fire, “FE5” Rallye Red, “GY3” Curious Yellow, “FJ6” Sassy Grass Green, “GW3” Sno White, “GK6” Autumn Bronze, or “GF7” Sherwood Green, you’d receive a color-keyed grille; six of those colors could be paired with Elastomeric bumpers (front or front/rear) to add to the monochromatic look. Additional eye candy included front and rear spoilers, rear window louvers, and the mighty “Billboard” stripes (black or white).

Engine choices were like the Challenger’s, but the outrageousness of the ‘Cuda with a certain combination of trim options, combined with the Hemi and the availability of a top that goes down, makes it the top car in the muscle car hobby.

Pontiac
The Camaro’s sibling, the Firebird, also had a mid-year 1970 introduction. Minimal changes followed for 1971, such as fake air extractors on the front fenders for the base Firebird, Esprit, and Formula; high-back seats; new wheels (especially the polycast Honeycombs); and new colors. The big news was under the hood, as Pontiac had to make do with low-compression motors.

The Formula was the popular model that would capture the interest of the performance masses. For 1970, a 400 was available in two states of tune, but for 1971, the Formula model expanded to include a tepid 350 and two 455s in addition to one 400. The latter was the first step towards performance, featuring 300 horsepower, but 325 was available with the 455 four-barrel, which was new for the Firebird. Still not enough? For 10 horsepower more, the 455 HO was available, which combined the round-port heads from the previous year’s Ram Air IV with the big-bore 455. Despite the reduction in compression compared with 1970’s motors, it was quite possibly the strongest of GM’s low-compression engines save the LS6 454, which was only available on the Corvette.

And if this was the motor you desired, perhaps you’d consider the Trans Am, which came with the 455 HO standard. The spoiler-ed and air-dammed race car for the street was back for ’71, still available in white/blue or blue/white.

Out of all the 1971 pony cars, which one would you pick? It’s a difficult choice. A Grabber Blue Boss 351 looks racy, while a SportsRoof with the 429 has street-bruiser appeal, but I think I prefer others. The Firebird Formula 455 is a great street car, capable of using today’s gas, but it’s almost too adult for me as I’m currently not in that mood. A Curious Yellow ‘Cuda fits my mood more, a visual masterpiece that was out of fashion at the time. However, I have had a certain fascination with the Challenger R/T, fantasizing about it painted “GA4” Light Gunmetal metallic with “V6V” fluorescent orange stripes and “H5X9” black vinyl and orange/black cloth buckets. Was one ever built like that?

Featured on AutoHunter is this 1953 GMC 100 pickup, which has undergone a frame-off restoration and customization process that was completed in 2020. It’s powered by an LS 5.3-liter V8, which is paired with a 4L60E four-speed automatic transmission. Finished in black over a black leather interior, this GMC New Design truck is now offered by the seller with Arkansas registration.

As part of the build, the body was refinished in black. Exterior features include a black front bumper, black trim, halogen headlights with LED halos, tinted windows, running boards, black-stained wood bed slats, a full-width rear brake light, and a black rear roll pan.

Like the rest of this truck, the 20-inch STR wheels are black. They come wrapped in 245/35 Zenna front and 285/30 Nexen rear tires.

There’s more black inside the single cab, which has black leather upholstery on the power adjustable bucket seats and black door panels. Other content includes a tilt column with a Grant steering wheel, power steering, fold-down center armrest, AM/FM/Bluetooth Pioneer touchscreen radio, and Kenwood speakers.

The Dakota Digital instrumentation consists of a 160-mph speedometer, 8,000-rpm tachometer, and gauges for the oil pressure, temperature, voltage, and fuel level. The true mileage on this vehicle is unknown; the title reads this truck is mileage-exempt.

Under the hood is an LS 5.3-liter V8 equipped with a performance air intake and Champion aluminum radiator. The engine is connected to a 4L60E four-speed automatic transmission.

This custom GMC truck has been lowered and rides on a Ford Mustang II front suspension and Nissan 350Z independent rear suspension. Wilwood four-wheel power disc brakes help keep the shiny black bodywork smooth and crumple-free.

The auction for this 1953 GMC 100 pickup ends on Tuesday, May 20, 2025, at 11:30 a.m. (PDT).

Visit the AutoHunter listing for more information and a photo gallery

I’ve been into cars my whole life as well as a fan of the band Counting Crows for about 25 years. In all that time, aside from jamming out with some high school friends to the “This Desert Life” album in a 1997 Ford F-150 or listening to a great live version of “Have You Seen Me Lately?” during an autumn drive, those two passions have never intersected. But that recently changed when I saw lead singer Adam Duritz on The Joe Rogan Experience podcast talking about his beloved Volkswagen Karmann Ghia cabriolet.

Given the long-form nature of the podcast, Rogan’s interview with Duritz goes on for quite a while—nearly three hours. If you’re a fan of Counting Crows but you don’t know the story of Duritz’s early days and the genesis of the band, you’ll learn a lot; I know I did.

Of course, I was aware the songs “Mr. Jones” and “Round Here” were major propellants of Counting Crows’ rocket ride to superstardom in the 1990s. What I didn’t know were the particulars of how Duritz and his fellow bandmates structured the deal for their first album, “August and Everything After.” As Duritz explains it, when he and his band signed with Geffen in the early 1990s, they accepted a paltry sum of an advance in exchange for complete creative control and higher royalty payments. Instead of the millions of dollars in advance cash that other companies offered, each member of the group went home with $3,000. What did Duritz spend his money on? “I bought a convertible red 1970 Karmann Ghia and drove it down to L.A. to make the record.” (I wonder if he had Ben Folds on his radio when he did.)

According to Duritz, his VW drop-top is largely original, but it does have newer parts such as the steering wheel and mirrors. Although he’ll never sell his Ghia, Duritz currently has a long-distance relationship with it because it’s being looked after by a friend at the Elyse Winery (which he co-owns) in Napa, California, while he lives in Manhattan.

The entire interview is great but, if you want to get to the meatiest car-related chunk of it, check out 2:01:06–2:04:00. It turns out Duritz is an owner or fan of at least several other cars that don’t have their engines in the front. Any guesses as to what they are?

When it comes to pony cars, small-blocks were the name of the game. When the pressure was on to offer more performance, big-blocks were introduced. Within those two scenarios, Ford Motor Company offered a big-block two-barrel for only one model year. Our Pick of the Day is one of these unusual cars: a 1968 Mercury Cougar XR-7. It is listed for sale on ClassicCars.com by a dealership in Lake Havasu City, Arizona.

The 390 V8 was introduced for the Ford Mustang in 1967, the first year of its new generation. The 390 was rated at 320 horsepower, which was much more than previous top offerings. The same 390 was also available for the all-new Mercury Cougar, the market’s first attempt at a more upscale pony car. Don’t confuse “upscale” with “luxury” because the 1967 Cougar was not luxurious at all, but its standard appointments were certainly a step up from the standard Mustang’s. Add deluxe features like hidden headlights, sequential taillights, and a standard V8, and it was clear the Cougar offered distinction.

In January 1967, Mercury announced the introduction of a “luxury interior model” called the XR-7. It featured a “walnut finish instrument panel, glove-soft leather, and vinyl trim upholstery,” according to newspaper articles of the time, plus “full European touring car instrumentation,” an overhead console, toggle switches, C-pillar interior courtesy lights, map pockets, door assist straps, and seven die-cast chevrons on the rocker panels.

“This is the car for the man who admires the understated elegance and refinement of the most expensive foreign cars yet wishes to retain the American standard of spaciousness, convenience features, and ease of operation,” said E.F. Gar Laux, Mercury’s general manager. “The Mercury Cougar XR-7 offers all these qualities—and at a price far below the figure most customers would guess. In short, it is the car for the man who aspires to be an Aston-Martin, but doesn’t have James Bond’s pocketbook.” At that time, the Cougar was already the number-three pony car in the market, overshadowed by only the Mustang and Chevrolet’s new Camaro.

Both Cougar models returned for 1968. For performance fans, the 427 was introduced with the GT-E package, to be succeeded by the 428 Cobra Jet in April (and available on non-GT-E cars as well). However, those looking for something in between standard small-blocks and performance big-blocks could find a new 390 two-barrel that offered big-block torque combined with a bit of economy. Officially known as the Marauder 390 P V8, this engine offered 280 horsepower with 10.5 compression, so it required premium fuel. The only transmission offered was the Select-Shift Merc-O-Matic automatic. At the end of the model year, only 3,254 Cougars were built with this engine, of which 2,037 were XR-7s. In fact, more Cougars with the 390 four-barrel were built (ditto the Mustang), if that gives you any indication how much the market cared about such a combination.

In the world of pony cars, only the 1970-71 Plymouth Barracuda and Dodge Challenger offered a big-block two-barrel, so it was an unusual proposition, though the Mopars sold better with this configuration. Nonetheless, this 1968 Mercury Cougar XR-7 is a fine example of this quasi-anomaly. It’s an original California car (delivered to Santa Monica) painted Onyx Black with a matching vinyl top and leather/vinyl interior. The rear gears have a lazy 2.75:1 ratio, but the 390’s torque prevents this Cougar from appearing underpowered. Other features include air conditioning, a tilt wheel, power disc brakes, an AM/FM stereo, tinted glass, door edge guards, and bumper guards front and rear.

No matter what happened to be under the hood, this Cougar XR-7 would be a standout. The unusual engine gives it a distinction that no Brand X pony car can match. For $49,500, this is prime luxury sports car.

Click here to view this Pick of the Day on ClassicCars.com

“Little GTO, you’re really lookin’ fine…”

If those lyrics take you back—or make you wish you were there—this is your moment. Because the car that kickstarted the muscle car revolution, the 1965 Pontiac GTO, could be parked in your garage. But time is running out.

This isn’t just any GTO. This is a rotisserie-restored, Tri-Power, four-speed, convertible legend with all the right ingredients: Montero Red paint, matching red interior, white drop top, and a growling 389ci V-8 with triple carbs. This GTO was built to turn heads, leave rubber on the road, and make hearts race.

And yes, Dream Giveaway is giving it away.

Even better, Dream Giveaway will cover $25,000 toward the taxes, so the only thing you need to focus on is how good you’ll look behind the wheel. Click here to enter now!

Whether you call it The Tiger, The Goat, or The Humbler, there’s no mistaking the GTO’s place in history. When Pontiac first rolled it out in 1963, it wasn’t just a car—it was a cultural shift. Car and Driver famously compared it to a Ferrari. America called it something else: unstoppable.

Dream Giveaway scoured the country for the best example of this American icon and found a GTO that checks every box. From its muscular Muncie 4-speed to its limited-slip rear axle, this car is built for driving, not just displaying. It’s a full-body adrenaline rush, wrapped in vintage chrome and muscle.

But this opportunity won’t wait.

The deadline to enter is almost here. Just one donation puts you in the running to win this unforgettable piece of automotive history. Even better, your entry supports veterans and children’s charities—so you’re not just chasing a dream, you’re helping those in need.

159 people have already won their dream vehicles since 2008. You could be next.

So, what are you waiting for? The top is down. The engine’s warm. The open road is calling.

Enter now for your chance to own the most iconic muscle car ever built—the 1965 Tri-Power Pontiac GTO convertible. Entry deadline is midnight on May 15^th.

Turn it on. Wind it up. Blow it out… GTO.