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This pristine example has traveled only 18,000 miles

It has the optional tent that was available for the Hatchback

3 speed automatic

One of 14576 produced in 1974

Owned by the nephew of the original owner

The Pontiac Astre was introduced in Canada September, 1972. Pontiac's version of the Vega was sold there exclusively for the 1973–74 model years. Pontiac's trademark split grill, emblems, steering wheel, and Firebird styled taillights (notchback and hatchback) differentiate it from the Vega. Astre was introduced in the US September 1974 as a 1975 model, and gave Pontiac dealers a needed fuel efficient subcompact.[106]

The Astre used the Vega 140 cu in (2.3 L) engine through 1976. Transmissions are the 3 and 4-speed manual, 5-speed manual with overdrive (1976–77 option) and the 3-speed automatic. SJ models, optional on hatchback and wagon, feature soft nylon upholstery, cut pile carpeting, padded and cloth covered door panels, and a fabric headliner, plus rally instruments, the two barrel engine, four-speed or automatic (over a 3-speed manual) gearbox and radial tires. A GT package was optional for the hatchback and wagon.

140 CID OHC
140 CID (2.3 L) 1 bbl. I-4, 90 hp

Sports Car Graphic magazine said in September, 1970: "The new die-cast aluminum Vega 2300 (engine) is a masterpiece of simplicity. There are many innovations made to reduce the number of pieces and improve repairability. One belt drives cam and water pump. The movable water pump is also the belt tensioner. The oil pump is on the crankshaft and is also the front engine cover."[45]

Collectable Automobile magazine said 30 years later in April, 2000: "The Vega engine was the most extraordinary part of the car." [46]

The Vega engine is a 140 cubic inch (2.3 liter) inline-4 featuring a die-cast aluminum cylinder and case assembly and a cast-iron cylinder head with a single overhead camshaft (SOHC).[47] The cylinder block is an open deck design with siamesed free-standing cylinder bores. Outer case walls form the water jacket and are sealed off by the head and the head gasket. The block has cast iron main caps and a cast iron crankshaft. The cast iron cylinder head was chosen for low cost and structural integrity. The overhead valvetrain is a direct acting design of extreme simplicity. Only three components activate the valve rather than the usual seven of a typical push rod system. The camshaft is supported by five conventional pressed-in bearings. The camshaft is driven from the crankshaft by an externally mounted continuous cogged belt and sprocket system. Six v-grooves on the outside of the belt drive the water pump and fan.[48] The large bore and long stroke design provide good torque and lower rpm operation for reduced wear. Compression ratio for the standard and optional engine is 8.5:1, as the engine was designed to operate on low-lead and no-lead fuels. A single-barrel carburetor version produces 90 hp (67 kW). The two-barrel version (RPO L11) produces 110 hp (82 kW). From 1972 on, rating was listed as net horsepower. The one-barrel engine produces 80 hp (60 kW). The two-barrel option boosts output to 90 hp (67 kW). The relatively large (for an inline-4) engine is naturally prone to vibration and is subdued by large rubber engine mounts. Vibration and noise levels were reduced in the 1972 models with a redesigned exhaust and better driveline damping. The 1972 Rochester DualJet 2-barrel carburetor required an air pump for emission certification and was replaced in 1973 with a Holley-built 5210C staged 2-barrel carb. Emission control revisions made in 1973 reduced power output by 3 bhp, although the engine's cruising noise levels were reduced.[49] High energy electronic ignition was added for 1975.[50]

Non-air conditioned cars had a small 12-inch (300 mm) by 12-inch (300 mm) radiator core. The reason for the relatively small radiator was the aluminum engine block and its superior heat conductivity as compared to iron.[8] At the very beginning of the experimental engine program at GM engineering staff, Ed Cole stated in a meeting that there would probably be no need for a traditional radiator, due to the excellent heat rejection to the air from the aluminum block. He felt that coolant could simply be passed through the heater core, with outside air ducted through the core and exhausted under the car to provide auxiliary cooling. Several pre-prototype cars were built this way at his insistence, and all of them were dismal failures from a cooling perspective. After having one seize up while he was driving it at the Milford proving grounds one Saturday, he backed away from his theory and allowed the design to continue with a conventional cooling system

Isn't it obvious? I love my NYLON... Seriously, if I'm carrying a big bag, it's in there. >w<