1971 Pontiac Trans Am Facts: Production and Specs
The 1971 Pontiac Trans Am sits at an odd point in muscle car history. Federal emissions standards had started tightening, insurance companies were punishing performance cars, and the horsepower wars were winding down. But for one year, Pontiac still offered the 455 H.O., still built Trans Ams with aggressive aerodynamics, and still managed to produce something legitimately fast. Only 687 of them rolled off the line that year, making it one of the rarest Trans Ams ever built.
Only 687 Were Built
The 1971 production run of 687 Trans Ams remains one of the lowest in the model’s history. Pontiac had introduced the Trans Am in 1969, and by 1970, production had climbed to over 3,000 units. Then 1971 hit, and everything dropped. The combination of new emissions regulations, rising insurance premiums for young buyers, and a general cooling of the muscle car market meant dealers couldn’t move these cars like they used to. The Trans Am wasn’t a cheap option package anymore. It was a serious performance variant with a price tag to match, and buyers were getting cautious.
This wasn’t just a trim level slapped onto a base Firebird. The Trans Am came with functional aerodynamic components, upgraded suspension, limited-slip differential, and engine options that required premium fuel at a time when fuel prices were climbing. The low production numbers weren’t planned. They reflected market reality. Pontiac built what it could sell, and in 1971, that meant fewer than 700 units.
Base Price Was $4,880
The 1971 Trans Am started at $4,880, which put it well above the base Firebird. That price didn’t include any of the big-block V-8 options, which added hundreds more. A comparably equipped Chevelle SS or Plymouth Road Runner cost less. The Trans Am wasn’t positioned as a budget muscle car. It was Pontiac’s answer to the Corvette, aimed at buyers who wanted handling and straight-line performance in the same package.
At that price point, you got the Trans Am appearance package, which included the Firebird’s distinctive front and rear spoilers, hood-mounted tachometer, and a distinctive white or blue paint scheme with matching graphics. You also got the upgraded suspension, larger tires, and functional air dams. But the base engine was the inline-six, which no one ordered. Most buyers stepped up to at least the 350 V-8, pushing the as-delivered price closer to $6,000 or more once options were added.
It Weighed 4,000 Pounds
The Trans Am’s curb weight hit 4,000 pounds, a significant increase over the base Firebird. Part of that came from the reinforced frame needed to handle the big-block engines. Part of it came from the standard equipment, which included power steering, upgraded brakes, and heavier suspension components. The Trans Am wasn’t a lightweight sports car. It was a heavy, muscular coupe that relied on torque to move.
That weight became an issue with the smaller engines. The 350 V-8 in base trim produced 250 horsepower, which meant moving 4,000 pounds with an engine designed for lighter duty. The 400 and 455 engines handled the weight better, but even those struggled compared to earlier years when compression ratios were higher and horsepower numbers weren’t yet neutered by emissions equipment. The Trans Am’s weight distribution favored the front end, which helped with traction off the line but made the car feel nose-heavy in corners despite the upgraded suspension.
Wheelbase Stretched to 112 Inches
The 1971 Trans Am used a 112-inch wheelbase, longer than the standard Firebird’s 108 inches. This wasn’t a minor change. The extra four inches altered the car’s proportions, gave it a longer profile, and improved stability at high speeds. The longer wheelbase also allowed Pontiac to fit the 455 V-8 without major structural modifications, which would have been difficult with the shorter wheelbase used in earlier models.
The extended wheelbase affected handling in subtle ways. It reduced the car’s willingness to rotate in tight corners, making it feel more stable but less agile than shorter-wheelbase sports cars. On highway sweepers and long on-ramps, the Trans Am felt planted. In parking lots and tight city streets, it felt like a battleship. The wheelbase extension was part of GM’s second-generation F-body platform redesign, which debuted in 1970 and carried through the early 1970s with minimal changes.
Body Measured 191.6 Inches Long
Overall length came in at 191.6 inches, with a width of 73.4 inches and a height of 50.4 inches. The Trans Am looked long and low, with a hood that seemed to stretch forever and a roofline that sloped aggressively toward the rear. The proportions weren’t accidental. Pontiac wanted the Trans Am to look fast sitting still, and the elongated body worked. It was wider than most competing muscle cars, which helped with cornering stability but made it a tight fit in narrow garages.
The low height gave the Trans Am a ground-hugging appearance that matched its performance intentions. At just over 50 inches tall, it sat lower than the Camaro, lower than the Mustang, and nearly as low as a Corvette. This wasn’t just styling. The lower center of gravity improved handling, reduced body roll, and made the car feel more connected to the road. But it also meant limited headroom for taller drivers and a cramped interior that felt smaller than the exterior dimensions suggested.
Track Widths Were 61.7 and 60.4 Inches
The front track measured 61.7 inches, while the rear came in at 60.4 inches. The wider front track helped with turn-in response and reduced understeer, a common problem with front-heavy muscle cars. The narrower rear track allowed Pontiac to tuck the rear wheels further into the body, improving aerodynamics and reducing drag.
These measurements mattered more than most buyers realized. The track width directly affected how the car behaved at the limit. A wider track reduced weight transfer during cornering, which meant less body roll and more predictable handling. The Trans Am’s front bias helped it grip through corner entry, though it could still push wide if you carried too much speed. The rear track’s narrower measurement meant the back end was more willing to step out under power, especially with the limited-slip differential engaging on corner exit.
It Seated Four
The Trans Am was configured as a 2-door coupe with 4-passenger seating. The front buckets were supportive and well-bolstered, but the rear seats were mostly decorative. Anyone taller than a child struggled with legroom back there, and the sloping roofline made headroom even worse. The rear seats functioned better as cargo space than actual seating.
Pontiac marketed the Trans Am as a four-seater to avoid the insurance penalties that hit strict two-seaters, but no one bought it for rear-seat comfort. The front seats offered decent support for aggressive driving, with enough side bolstering to hold you in place during hard cornering. The steering wheel was large, the pedals were well-spaced for heel-toe downshifts, and the seating position put you low and forward, giving a clear view down that long hood. The rear seats existed to satisfy insurance actuaries, nothing more.
Standard Engine Was a 145 HP Inline-Six
The base engine was a 145-horsepower inline-six with 250 cubic inches of displacement and a single-barrel Rochester carburetor. No one ordered this engine in a Trans Am. It existed on the order sheet to keep the base price low, but pairing a 145-horsepower six-cylinder with a 4,000-pound performance car made no sense. The Trans Am’s entire purpose was performance, and the inline-six delivered neither power nor efficiency.
The six-cylinder struggled to move the Trans Am’s weight, especially with air conditioning or an automatic transmission. Zero to sixty times stretched well past ten seconds, and highway passing required serious planning. Pontiac knew buyers wouldn’t choose this engine. The entire Trans Am package was built around V-8 performance, from the heavy-duty suspension to the limited-slip differential to the functional air dams. The six-cylinder was a paperwork exercise, nothing more.
350 CID V-8 Base Option Made 250 HP
The entry-level V-8 was a 350-cubic-inch unit producing 250 horsepower with an 8.0:1 compression ratio and a 2-barrel carburetor. This engine represented the minimum viable option for Trans Am buyers who wanted V-8 performance without paying for a big-block. The 350 delivered adequate power for daily driving and could move the Trans Am with reasonable authority, though it lacked the low-end torque of the larger engines.
The low compression ratio was a direct result of new emissions regulations. Earlier 350 engines ran compression ratios over 10:1, but by 1971, lead was being phased out of gasoline, and engines had to run on lower-octane fuel. The 8.0:1 compression meant less power per cubic inch, but it also meant the engine could run on regular unleaded without pinging or knocking. For buyers who wanted a Trans Am but couldn’t afford premium fuel or the insurance premiums on a big-block, the 350 was the compromise.
Performance 350 V-8 Pushed 265 HP
A higher-output version of the 350 V-8 produced 265 horsepower, using the same displacement but with an upgraded carburetor configuration. The extra 15 horsepower came from better airflow and revised tuning, though the compression ratio remained at 8.0:1. This engine split the difference between the base 350 and the 400 cubic-inch option, offering slightly better performance without the weight penalty or fuel consumption of the bigger engines.
The performance 350 represented a sweet spot for buyers who wanted a Trans Am that could handle daily driving without breaking the bank on fuel and insurance. It didn’t have the torque of the 400 or 455, but it revved more freely and felt lighter on its feet. The engine responded well to modifications, and many owners eventually swapped in higher-compression heads and bigger carburetors once emissions regulations relaxed or they stopped caring about passing inspection.
400 CID V-8 Generated 300 HP
The 400-cubic-inch V-8 produced 300 horsepower at 4,800 RPM with 400 lb-ft of torque and a 4-barrel carburetor. This engine marked the entry point into big-block territory, delivering substantial low-end torque and enough power to make the Trans Am feel genuinely quick. The 400 was Pontiac’s workhorse engine, used across the lineup in everything from GTOs to full-size sedans, and it had the durability to back up its performance claims.
The 400’s torque curve peaked early, which meant strong acceleration from low RPMs but less top-end rush than smaller, higher-revving engines. The engine pulled hard from 2,000 RPM all the way to 5,000, making it easy to drive in traffic while still delivering satisfying acceleration when you opened it up. The 4-barrel carburetor helped with throttle response, and the engine’s substantial displacement meant it never felt strained or busy, even at highway speeds. For many buyers, the 400 represented the best balance of performance, reliability, and cost.
455 CID V-8 Delivered 325 HP
The standard 455-cubic-inch V-8 produced 325 horsepower at 4,400 RPM with 455 lb-ft of torque and an 8.2:1 compression ratio. This was Pontiac’s big gun, the engine that made the Trans Am a legitimate muscle car despite the declining horsepower numbers across the industry. The 455 didn’t need to rev high to make power. Its massive displacement meant it produced tire-shredding torque at almost any RPM, making it effortless to drive and brutally effective when you floored it.
The 455’s torque delivery was its defining characteristic. Peak torque arrived at just 3,200 RPM, which meant the engine hit hard right off idle and kept pulling through the midrange. This made the Trans Am feel faster than the horsepower numbers suggested, especially in real-world driving where you rarely had the chance to wind out to redline. The engine’s low compression ratio meant it ran on regular gas without complaint, though it responded noticeably better to premium fuel when you could find it.
455 H.O. V-8 Topped Out at 335 HP
The most powerful option was the 455 H.O. (High Output) V-8 producing 335 horsepower at 4,800 RPM with 480 lb-ft of torque. The H.O. designation meant hotter camshaft timing, improved cylinder heads, and revised exhaust manifolds that flowed better than the standard 455. The extra 10 horsepower over the base 455 didn’t tell the whole story. The H.O. engine pulled harder throughout the RPM range and revved more freely, feeling more aggressive and responsive than the standard version.
That 480 lb-ft torque figure was the real number worth noting. It represented one of the highest torque outputs available in any production car in 1971, and it arrived at just 3,600 RPM. This meant the 455 H.O. could break traction in first and second gear with minimal effort, especially with the limited-slip differential sending power to both rear wheels. The engine made the Trans Am a straight-line monster, capable of low-thirteen-second quarter-mile times in stock form when equipped with the right gearing and driven properly.
Standard Transmission Was 3-Speed Manual
All Trans Ams came standard with a 3-speed manual transmission with column shift. The column-mounted shifter was a cost-cutting measure that also appeared in base Firebirds, and it wasn’t well-suited to performance driving. The shift linkage was vague, the throws were long, and the column location made quick shifts difficult. Most buyers who cared about performance immediately opted for the 4-speed manual, which moved the shifter to the floor where it belonged.
The 3-speed manual worked adequately for cruising but felt agricultural compared to the 4-speed or even the automatic options. First gear was low enough for strong launches, but the gap to second was huge, and third gear handled everything from 40 mph to top speed. The transmission was durable and simple, with few failure points, but it did nothing to enhance the Trans Am’s performance credentials. It existed to keep the base price down, just like the inline-six engine.
2-Speed Automatic Was Available
A 2-speed automatic transmission was offered as an optional upgrade across the engine lineup. The 2-speed automatic was GM’s old Powerglide unit, a transmission that dated back to the 1950s and was well past its prime by 1971. It was cheap to build and nearly indestructible, but it was also inefficient and limited the Trans Am’s performance. The wide ratio spread between first and second gear meant the engine either operated at low RPMs or high RPMs with little middle ground.
The Powerglide’s durability was its only real advantage. It could handle the 455’s torque without complaint, and it required minimal maintenance beyond fluid changes. But it hurt acceleration, reduced top speed, and made highway cruising loud and buzzy. Most performance-oriented buyers avoided the Powerglide entirely, opting for either the 4-speed manual or the more advanced Turbo 350 automatic. The Powerglide was a holdover option that existed primarily for buyers who wanted an automatic but didn’t want to pay for the better one.
Turbo 350 3-Speed Automatic Was Premium
The Turbo 350 3-speed automatic represented the premium automatic choice. This transmission was GM’s modern automatic, with closer gear ratios, smoother shifts, and better performance characteristics than the ancient Powerglide. The Turbo 350 handled high torque loads reliably, shifted firmly under full throttle, and allowed the engine to operate closer to its power peak through the gears.
The Turbo 350’s three speeds gave it a significant advantage over the 2-speed Powerglide. The closer ratios kept the engine in its power band, reducing acceleration times and improving overall performance. The transmission also featured a manual valve body option that allowed drivers to hold gears manually, giving more control during aggressive driving. For buyers who wanted an automatic but still cared about performance, the Turbo 350 was the only real choice. It cost more than the Powerglide but delivered noticeably better results.
4-Speed Manual Was the Performance Option
A 4-speed manual transmission was available for performance-oriented buyers, with 3,211 units equipped with this option across all Firebird models. The 4-speed moved the shifter from the column to the floor, where it offered shorter throws, more positive engagement, and much better control. This was the transmission serious drivers ordered, especially when paired with the 400 or 455 engines.
The 4-speed manual transformed the Trans Am’s character. The closer gear ratios allowed drivers to keep the engine in its power band, maximizing acceleration and giving better control during spirited driving. The shifter’s mechanical feel and positive engagement made rowing through gears satisfying, and the transmission’s durability meant it could handle repeated hard launches and aggressive downshifts without failing. The 4-speed wasn’t cheap, but for buyers who wanted maximum performance from their Trans Am, it was essential.
Standard Differential Used 3.42 Gearing
The standard differential used a 3.42 gear set, while a 3.08 ratio was used with air conditioning and automatic transmission. The 3.42 gears balanced acceleration and highway cruising, providing decent off-the-line performance without making the engine scream at freeway speeds. The taller 3.08 gears reduced engine RPM at cruise but hurt acceleration, a compromise made necessary by the added weight and parasitic drag of the air conditioning compressor and automatic transmission.
Gear ratios determined how quickly the Trans Am accelerated and how efficiently it cruised. The 3.42 gears kept the engine in a usable RPM range for most driving conditions, though they weren’t aggressive enough for drag racing. The 3.08 gears made highway driving more comfortable but turned the Trans Am into a slug off the line, especially with the smaller engines. Most buyers who cared about performance skipped the 3.08 option entirely, accepting higher engine RPMs at cruise in exchange for better acceleration.
3.73:1 Performance Ratio Came With 4-Speed
A 3.73:1 performance ratio was offered specifically with the 4-speed manual transmission for enhanced acceleration. These gears transformed the Trans Am’s personality, making it noticeably quicker off the line and more aggressive through the gears. The trade-off was higher engine RPM at highway speeds, which increased noise and fuel consumption but didn’t bother buyers who ordered this option. They wanted maximum acceleration, and the 3.73 gears delivered.
The 3.73 gears worked particularly well with the 455 engines, which had enough torque to pull the shorter gearing without feeling strained. The combination of 455 H.O. torque, 4-speed manual control, and 3.73 gears made the Trans Am a legitimate thirteen-second quarter-mile car in stock form. First gear became almost unusable except for launching, as the engine hit the rev limiter before the car reached 30 mph. Second gear pulled hard to 60 mph, and third gear carried through the quarter mile. The aggressive gearing made the Trans Am feel faster than cars with more horsepower but taller gears.
Safe-T-Track Limited-Slip Was Standard
Safe-T-Track limited-slip differential came standard on all Trans Am models. This wasn’t an option or an upgrade. Every Trans Am left the factory with a limited-slip diff, which fundamentally changed how the car behaved under power. Where a standard open differential sent power to whichever rear wheel had less traction, the Safe-T-Track forced both wheels to rotate at similar speeds, maximizing traction and reducing wheelspin.
The limited-slip differential made the Trans Am significantly faster in straight-line acceleration and more predictable during hard cornering. On dry pavement, it helped launch the car without spinning one wheel uselessly. On wet or slippery surfaces, it provided more control and better forward bite. The Safe-T-Track unit was durable and required minimal maintenance beyond regular fluid changes. It was one of the features that separated the Trans Am from lesser Firebirds, making it a proper performance car rather than just a cosmetic package.
Front Air Dam Improved Aerodynamics
The Trans Am featured a front air dam as part of its aerodynamic package. This wasn’t a decorative spoiler. The front air dam reduced airflow under the car, which decreased lift at high speeds and improved stability. The dam sat low enough that it scraped on steep driveways and speed bumps, a constant reminder that this wasn’t a typical Firebird. The front air dam worked in conjunction with the rear spoiler to balance aerodynamic forces and keep the car planted at speed.
The functional benefit of the front air dam became apparent above 70 mph, where the Trans Am felt more stable and less floaty than standard Firebirds. The reduced front lift improved turn-in response and made the car feel more connected to the road at high speeds. The trade-off was ground clearance. The air dam hung low enough that parking lot curbs, driveway aprons, and uneven pavement posed constant threats. Many owners damaged or removed their front air dams after scraping them repeatedly, not realizing they were giving up a legitimate performance advantage.
Side Air Dams Enhanced Handling
Side air dams were incorporated into the Trans Am’s performance-oriented design. These extensions ran along the lower body sides, reducing turbulence and helping channel airflow more efficiently around the car. Like the front air dam, the side dams served a functional purpose beyond aesthetics. They reduced drag and improved high-speed stability by smoothing the air path along the body sides.
The side air dams also lowered the visual center of the car, making it look even more aggressive and ground-hugging than it already was. They complemented the Trans Am’s wide stance and low profile, creating a cohesive aerodynamic package that worked together to improve performance. The dams were prone to damage from road debris and careless parking, but they contributed measurably to the Trans Am’s high-speed behavior and overall handling balance.
Power Brakes Were Optional
Power brakes were offered as optional equipment, with front-wheel disc brakes available. This created an odd situation where buyers could order a 455 H.O. Trans Am without power brakes, leaving them with manual drums all around. The manual brake setup required significant pedal pressure and didn’t provide adequate stopping power for a 4,000-pound car capable of high speeds. Most buyers with any sense opted for power brakes, which added a vacuum booster to reduce pedal effort.
The front disc brake option improved stopping power and fade resistance significantly over four-wheel drums. Discs dissipated heat better, maintained consistent performance during repeated hard stops, and required less maintenance than drums. The combination of power assist and front discs was the proper brake setup for any Trans Am, especially those equipped with the big-block engines. The cost was minimal compared to the overall price of the car, and the safety improvement was substantial. Skipping the brake upgrades to save a few dollars made little sense in a performance car.
Rear-Wheel Drive Was Standard
The Trans Am utilized a rear-wheel-drive layout as standard. This wasn’t remarkable in 1971, when nearly all American performance cars drove the rear wheels, but the Trans Am’s rear-drive setup worked well with its heavy front-engine layout. The weight distribution wasn’t ideal, sitting somewhere around 55/45 front-to-rear, but the rear-drive configuration allowed the Trans Am to put power down effectively and rotate on corner entry when driven properly.
Rear-wheel drive gave the Trans Am predictable handling characteristics. Understeer dominated in normal driving, but lifting off the throttle mid-corner or applying power during corner exit could rotate the rear end, allowing drivers to adjust the car’s line through corners. The limited-slip differential helped manage power delivery to the rear wheels, reducing the tendency for one-wheel wheelspin and making the car more controllable when pushing hard. The rear-drive layout complemented the Trans Am’s performance mission, providing the connection and feedback that performance drivers expected.
Unit Steel Body Construction Was Used
The Trans Am featured unit steel body/chassis construction for structural rigidity. This unibody design integrated the body panels and frame into a single structure, eliminating the separate body-on-frame construction used in older cars and full-size models. The unibody approach reduced weight compared to body-on-frame designs while maintaining structural strength, though it required careful engineering to prevent flex and maintain rigidity under hard use.
The second-generation Firebird’s unibody structure was substantially stiffer than the first-generation car, which helped handling and reduced creaks and rattles. Pontiac reinforced high-stress areas and added subframe connectors to further improve rigidity in Trans Am models. The unit construction allowed for a lower floor, which contributed to the Trans Am’s low seating position and overall low height. The structural design proved durable over time, with many Trans Ams surviving decades of use without significant body flex or frame damage, assuming they weren’t rusted or crashed.