25 Japanese Collectibles You Should Buy Now
What makes something collectible? Is it an item's technical or aesthetic value? Perhaps a current or perceived future monetary value? Or could it be a sentimental value? Whether you collect stamps, porcelain pigs or automobiles, it is because these things speak to you on some level, because you enjoy them and they reflect a piece of you. In the world of collecting cars, classic American and European marques have always been treasured for their power, beauty and special character. Yet, to this point, Japanese cars have not enjoyed the same treatment-but as time passes, this will surely change.
Small European economy cars from the 1950s like Borgwards, DKWs, Renaults and Opels were often viewed by the World War II veterans, who then constituted the largest number of consumers, as humorous and charming in their day. Looking back, it seems unfortunate, but not unreasonable, that these consumers might vividly recall the aggression of the Japanese during the war, and would treat the newly arriving Japanese cars with caution, if not outright scorn. The Toyopets and Datsuns that came to America in the 1950s and 1960s seemed to reflect a strong national identity through their size, efficiency and careful build, reflecting all that which was "foreign." To many, these far-eastern cars became threatening "invaders," while European cars were simply "imports."
The emphasis in the collectible automobile world today is on American muscle cars, which are the cars today's prevailing generation wanted and drove when they were new. With many affluent 50-something baby boomers in a position to purchase a collector car, they turn back to those they looked fondly upon as young people. It is rare to find a Japanese car at a collector car auction; a Datsun 240Z or Nissan 300ZX may cross the block and draw the attention of a few bidders, while the 'Cuda or 1957 Chevrolet Bel Air that follows it creates a six-figure frenzy.
Because many of these boomers have driven Japanese cars since the stigma of them being "disposable" disappeared in the 1980s, their children will probably think fondly of the Hondas, Toyotas, Mazdas and Subarus of their youth. The first cars of these 30-somethings and younger people may have been inexpensive Japanese rides, and the luxurious or sporting Japanese cars of the 1980s and 1990s have become aspirational. As the younger generations come into their moneymaking years, they will be the ones to turn the collector car spotlight to Japanese cars.
Aside from a small handful of sporty models-the original Datsun 240Z, Toyota's exotic 2000GT coupe and Mazda's first rotary-powered car, the Cosmo 110S-few Japanese cars are recognized by everyone as collectibles. Of these, only the 2000GT commands serious money. What does this mean for the millions of other technically advanced, sporting and luxurious Japanese cars on our shores? They are surprisingly inexpensive! So whether you'd like to rekindle old memories of a 30-year-old sports coupe or make new ones with a powerful luxury sedan from the 1990s, you can do it on a budget in a Japanese car.
Here are 25 current collectibles, as chosen by the HS&E staff.
1989-1994 Nissan Maxima SE
The styling of the third generation Maxima had always been attractive, but in 1992, thanks to the addition of the 190hp, twin-cam V-6 with variable valve timing and direct ignition, the car was a killer. While the 300ZX had become a bloated, fat-Elvis parody of itself, the Maxima was a lithe, sexy sedan, worthy of the 4DSC (four-door sports car) moniker Nissan's marketing dweebs cooked up. 1991 to 1994 SEs with manual transmissions got a variable induction system'to enhance mid- to high-range power, and if you can live with the 160hp version in 1989--1994 GXEs and 1989--1991 SEs, you'll have one of the most reliable engines ever built by Nissan, in one of the most attractive Japanese sedans out there. --Craig Fitzgerald
1992-1997 Subaru SVX
Permanent all-wheel drive, dramatic looks, excellent road manners, a fully legitimate 2+2 CT coupe, genuinely luxurious. Why did the Subaru SVX struggle to sell? It was simply too radical a departure to attract Subaru's core audience, and because it wore a Subaru badge, the purists who might otherwise have found it satisfying refused to take the car seriously--it was like Swanson suddenly offering beef Wellington as a frozen TV dinner. Too bad, since the SVX was a highly interesting car with a 3.3-liter, 230hp six-cylinder version of Subaru's signature horizontally opposed engine architecture. In the end,. about 14,000 were sold here before Subaru pulled the plug. --Jim Donnelly
1970-1978 Mazda RX-2 and RX-3
These Mazdas were the first mass-marketed rotary-powered cars. They were extremely well built with handsome, sporty styling that incorporated a distinctive grille shape. The RX-2 and RX-3, available in coupe, sedan and station wagon forms, were affordably priced, and had a decent power-to-weight ratio that made them great fun to drive. What other car would allow you to shift at 10,000 rpm, day after day, shift after shift, and not blow itself up? Their very good brakes, reassuring handling, comfortable seats and an excellent HVAC system all helped to make these early Mazdas hallmark cars.--Richard Lentinello
1993-1995 Mazda RX-7
Released in 1992 as a 1993 model, the twin sequential turbocharged RX-7 was--and still is--a bellwether for Japanese styling. The 1.3-liter Wankel engine cranked out 255hp, and redlined at a motorcycle-style 8,000 rpm. It was a sports car without compromise. It was also a sports car without customers; considering you could buy a contemporary Porsche 968 for about the same money, Mazda priced itself right out of the supercar market. If you can live with an engine that few mechanics know how to fix and has a nearly unquenchable appetite for fuel and catalytic converters, you'd be hard pressed to find a sexier Japanese sports car than this.--Craig Fitzgerald
1971-1973 Toyota Celica
The first-generation Toyota Celica was a gem of a car. It was better built and had a more distinctive style than Datsun's 1500, and was more affordable than BMW'S 2002. It was a truly outstanding five-passenger GT that was extremely reliable; durable, and in its original rear wheel-drive form, fun to drive. These early Celica coupes featured clear lamps at the leading edge of their fender that continued the fender's line into the grille--a very unique and clever touch.--Richard Lentinello
1970-1973 Datsun 240Z
When Datsun released the 240Z here in 1970, Road & Track predicted it would force other manufacturers to play catchup in a market arguably inhabited by the Triumph TR6 and Toyota 2000GT. Datsun launched with the Z its new 151hp solid-lifter overhead-cam six-cylinder--essentially a six-pot version of the 510's 96hp four-cylinder. The 240Z used a MacPherson strut front suspension, a four-speed manual gearbox and an independent Chapman strut rear suspension. Though it suffered from the same emissions restrictions and compression ratio drops that afflicted American cars in the early 1970s, Datsun responded not by reverting to a smaller engine, but by increasing displacement and power for the 240Z's successor--the 260Z.
We recently found an original-owner 1970 240Z in Hemmings Motor News with 21,000 miles for $10,000 or best offer.--Daniel Strohl
1992 Mitsubishi Galant VR-4
For all its recent woes, Mitsubishi produced some compelling cars not that many years ago. One of the most memorable was the 1992 Galant VR-4 sedan. Ostensibly intended as a Honda/Nissan/Toyota competitor, the plain Galant sedan got an amazing infusion of brawn courtesy of a 2.0-liter turbocharged and intercooled four with 1 6 valves and 195hp, full-time all-wheel drive, ABS discs all around and, most remarkably, four-wheel steering, along with a raft of convenience items. It wasn't nearly as refined as many European sport sedans, but golly, what a ride. Galant VR-4s found only 1,000 buyers, all of whom presumably thought they were Carlos Sainz, and the beast was dropped after a single year.--Jim Donnelly
1990-1998 Mazda MX-5 Miata
The Mazda Miata has, if nothing else, redefined the British two-seat roadster. When Mazda revived the concept of an affordable, fun car in 1989, it nearly had the segment all to itself. Here was a front-engine, rear-wheel-drive droptop weighing 2,093 pounds and retailing for $13,800. A 116hp 1.6L dual-overhead-cam four-cylinder engine and five-speed manual transmission powered the car until 1994, when a 128hp DOHC version of the Protege's 1.8-liter inline-four became standard. Larger disc brakes, a larger gas tank and an optional limited-slip differential became available that year as well. Power jumped to 133hp in 1996, and although the base price rose to about $20,000, the fun stayed the same.--Daniel Strohl
1991-1994 Nissan Sentra SE-R
For 1991, Nissan gave the dowdy Sentra subcompact a makeover that included both clean three-box styling and, wonder of wonders, a performance version called the SE-R. The SE-R's 2.0-liter, 16-valve four with 140 hugely enthusiastic horsepower coupled to a five-speed front transaxle was a big step above the base 97hp, 1,600cc unit. Despite its front-wheel drive, the SE-R was the spiritual heir to the Datsun 510, and as some reviewers said, the BMW 2002. Nissan chopped it after 1994 to clear the decks for a new 200SX coupe, which never lived up to the original SE-R. lnarguably, this boxy, gutsy Sentra was one of the most exciting, tossable and affordable sporting cars of the early Nineties.--Jim Donnelly
1988-1991 Subaru XT6 4WD
As Eighties as Sheena Easton and Sixteen Candles, this wedgy-creasy XT6 wowed the world with its space-age cockpit, a 2,672cc, 145hp boxer engine, air suspension, disc brakes at all four corners, electrohydraulic variable-assist steering and full-time all-wheel drive. More than that, this car was a breakthrough for a company that had been known for utilitarian, but vaguely agricultural, sedans--in a sense, it's the great-grand-daddy of today's WRX STi. It helped tip the scales in 1989, the first year that Subaru's all-wheel-drive cars outsold their front-wheel-drive siblings in the U.S. Not only is the 0-60 time of 9.2 seconds respectable for the era, but you can have your fun in all kinds of weather, too. --David LaChance
1978-1980 Plymouth Fire Arrow
Possibly the only car with an ad campaign built around a Harry Nilsson song, Me and My Arrow from the 1971 animated film, The Point, the rear-wheel-drive Plymouth Arrow--made by Mitsubishi and sold in Japan as the Lancer Celeste--was a handsome fastback coupe that landed on the U.S. shores as a 1976 model. There were GS and CT versions, and an Arrow Jet package that included a flat-black hood and special graphics, but the one to look out for is the Fire Arrow, with its 2,555cc "silent shaft" inline four, all-wheel disc brakes and--yep----special paint and graphics. Sure, that big four makes just 108hp, but it's enough to move this 2,200-pound coupe from 0-60 in less than 10 seconds. --David LaChance
1986-1989 Mitsubishi Starion ESI-RI/Chrysler Conquest TSi
One of the last old-school, rear-wheel-drive four-cylinder Japanese performance cars to be marketed in the U.S. was Mitsubishi's Starion, also sold in Chrysler dealerships as the Conquest. These luxury-laden and powerful-looking 2+2 hatchbacks sported front and rear spoilers, sill extensions and blistered fenders covering wide 16-inch alloy wheels. A four-wheel independent suspension and four-wheel disc brakes meant the ESI-R and TSi could take all their turbo-charged and intercooled, 176 or 188hp 2.6-liter inline-fours could dish out--namely 0-60 mph in a hair over 7 seconds and more than 125 mph. Revel in smoky rear-wheel burnouts with one of these handsome, hairy-chested beasts.
1993-1995 Acura Legend GS
Acura's stunning Type II VTEC V-6 was available in both coupes and sedans for the last two years of the Legend line. Not everyone is in love with the proportions of the big 3,600-pound cruisers, but no one complained about the 3.2-liter, 230hp V-6 (related to that in the NSX), 16-inch alloys and six-speed manual combination. The luxurious CT-style cars came fully loaded, and stickered in the $30,000 range when new. We particularly like the Japanese cop-car-look in black paint with matching blacked-out grille. Six-speed GSs are not too difficult to find,-and while-they are strong running, durable cars, examples with less than 100,000 miles are very scarce.-David Traver Adolphus
1987 Isuzu Impulse RS Turbo
Say what you will about the problems Isuzu may have had in the U.S., but the rear-wheel-drive RS was one hot little car. At 2,887 pounds, it wasn't exactly a flyweight, but the torquey l40hp 1,994 cc solid-lifter inline-four with i-TEC fuel injection went a long way toward curing what ailed it. The white-only special edition RS, with color-coded alloy wheels, added sportier suspension tuning and a limited-slip differential, and the classic Italdesign look was descended directly from the Audi Ace of Clubs concept car from the 1979 Geneva show. The worst thing about it is trying to find one of the 1,300 or so sold here. We like the Lotus-tuned handling improvements for 1988, but we miss the headlamp eyebrows.-David Traver Adolphus
1999 Honda Civic Si
Honda performance enthusiasts tend to shun cars souped-up from the factory in favor of the DIY approach to going fast. However, history tells us that machinery tuned by engineers is more collectible than machinery tuned by your kid brother and his baggy pants-wearing buddies. Noting that, the 1999 Civic Si coupe is a good bet for anyone looking for a car that will hold its own on the boulevard and its value on the market. The Civic Si's buttoned-down styling coupled with its shrieking 8,000-rpm, 1.6-liter VTEC engine made it the perfect el-cheapo sleeper, and not only was the Si's 100hp per liter good for 0-60 mph in 7.2 seconds, it got 26 mpg city/31 mpg highway; none of this is news to Honda loyalists, so expect to pay a premium for a clean example.--Mike McNessor
1976--1977 Toyota Celica Liftback
The Celica was one of the vanguard of small GT coupes--Opel Manta, Mercury Capri and Mazda RX-3 among them--but was the only one to stand the test of time. It was saddled with the "Japanese Mustang" tag, but Toyota's continual diet of steady improvement, plus a gas crisis or two, meant sales continued to climb. By the time the liftback models made it to the States, in 1976, the wheelbase had been extended four inches longer than the earliest coupes (calming the chassis down considerably), and the usefulness of the liftback style resonated with buyers. The 95hp four-cylinder (90hp in California) was well matched to an optional five-speed transmission, and the gas mileage, value-for-money and fun-todrive factor met inaperfect storm of popularity and sales. --Jeff Koch
1989--1992 Nissan 240SX
On its 1989 launch, the 240SX name was said to be chosen not only to reflect the 140hp, 2.4-liter four-cylinder under the hood, but also to recall fond memories of the original Datsun 240Z. The gambit worked: Nissan sold more 240SXs in America than they dreamed of, in both sporty hatchback and jaunty coupe bodystyles. In an era where sporty coupes were nearly all front-wheel-drive, the 200SX/240SX family (sold in Japan as Silvia, with an optional turbo) remained rear-drive. The trick rear suspension, an early, passive derivation of the HICAS four-wheel-steering system, gave a controlled ride along with banzai cornering. As a bonus, the four-cylinder 1989 model offered similar performance to the previous, V-6-powered generation.--Jeff Koch
1979-1982 Mazda RX-7
The original Mazda RX-7 had to be the performance deal of the decade in the United States, and it came from Japan. These cars were inexpensive, well built and fast. I had the opportunity to drive the first one ever delivered to State College, Pennsylvania, when I worked for a Mazda dealer in 1979. It was a handsome shade of bronze, and was quite comfortable and fun to drive. The clutch was nearly effortless, the seats supportive and the power of that rotary engine made for lots of fun. Although they drank gas, these cars proved to be reliable as well, with few, if any, problems. You never see these first-generation RX-7s in the Northeast, and that is a shame as they are among the most beautifully styled Japanese cars of all time.--George Mattar
1979-1981 Toyota Celica Supra
The original Toyota Celica Supra was another styling home run by the Japanese. These first-generation Supras were well made, reliable and offered great styling for little money. Toyotas have proven to be among the most reliable cars in the world, and these coupes are no exception. The only fault to the styling is the horrible bumper design, looking like rubber-covered railroad ties, but this was typical of the period, and the rest of the car is fluid in design, form and function. Toyota got stung big time with the introduction of the 240Z in 1970, but more than made up for it with these first Supras. Like the RX-7, the first generation Supras are much more handsome than the overweight tubs later generations became.--George Mattar
2000-2001 Acura Integra Type R
After a one-model-year hiatus, Acura's legendary, limited-edition production racer returned in 2000, to the delight of VTEC loyalists. The Type R carried into 2001 unchanged, before the Integra was replaced by the much-refined RSX. When the Type R debuted in 1997, only 500 of these naturally aspirated bad boys were built; no sunroof, no sound deadening and lightweight parts let the Type R weigh in nearly 100 pounds lighter than the base Integra. Strap in a 195hp 1.8-liter VTEC engine with a power-band more like a motorcycle's engine than a car's, a close-ratio five-speed and a torque-sensitive, limited-slip differential, and hold on. In terms of collectibility, the 1997-1998 editions are scarcer, but later versions had standard air conditioning.--Mike McNessor
1995-1996 Mitsubishi 3000GT VR-4 Spyder
While folding hardtop convertibles may be getting commonplace today, with offerings ranging from Mercedes-Benzes to Pontiacs, Mitsubishi was the first to reintroduce this roof design last seen on Ford's 1959 Skyliner. With the help of ASC, Mitsubishi lopped the roof off of their 3000GT hatchback sports coupe, transforming the heavyweight 2+2 into a stylish convertible. The Spyder's introduction coincided with the 3000GT's facelift in 1995, and only 1,618 were built in its two-year run; it was available in $58,000 SL and full-tilt $62,000 VR-4 trim, which included a 320hp, twin-turbocharged and intercooled 3-liter V-6, a six-speed manual gearbox, full-time all-wheel drive and four-wheel steering. Function met spectacular form with the VR-4 Spyder.--Mark J. McCourt
1985-1986 Toyota Corolla GTS Twin Cam
Toyota employed an odd marketing strategy with Corolla in the mid '80s, when it offered two distinct models--one front-drive, one rear-wheel-drive. The split started in 1984, and the Corolla Sport was offered in snazzy coupe and three-door hatch versions. It wasn't until 1985 that the 70hp wheezer was chucked for the aluminum-headed, 110hp twin-cam 1.6L engine in a neutral tuned chassis. Now that the front-drive generation has discovered power oversteer and turned it into a competitive sport (drifting), the Corolla Sport--particularly in 1985-1986's twin-cam form--is more likely than any to get used for such activities. Many California cars are being sent back to Japan, and it's only a matter of time before the rest of America catches on. -Jeff Koch
Datsun 2000 Roadster
Although it appeared largely unchanged from the plain, if pleasing, 1500 (and later 1600) Roadster, the 2000 packed a much meaner punch. Stepping up from the 1,984-lb., 96hp, 1600 to the 2,006-lb. 2000 netted the buyer a 135hp, twin-carbureted 1,982cc inline-four and a five-speed manual transmission, which boosted top speed from 103 to more than 115 mph and lowered the 0-60-mph time from 13.3 seconds to less than 10. The 2000 Roadster, along with the still-available 1600, was eclipsed upon arrival of the flashy and competent 240Z, so production was limited to three model years. If you like your traditional roadsters to have bite, look no further than the Datsun 2000.-Mark J. McCourt
1988-1991 Honda Prelude Si 4WS
The late and lamented Prelude Si sports coupe was consistently Honda's finest front-wheel-drive handler; this went double when the special four-wheel-steering variant debuted in 1988. Before you dismiss this innovation as unnecessarily complex, Honda's system was purely mechanical and angled the rear wheels in tandem with the fronts at speed, opposite them for parking, adding telepathic responsiveness to an already agile platform. Like the garden variety Si, the handsome 4WS sported a fuel-injected dual overhead-cam 16-valve inline-four making 135 or 140hp, four-wheel disc brakes and a sophisticated independent suspension. 4WS accentuated this Prelude's fun-to-drive factor.
1988-1990 Toyota MR-2 Supercharged
Toyota crashed the Pontiac Fiero and Honda CRX's sporty two-seat commuter car party in 1985 with their mid-engine doorstop, the MR-2. The wedgy little MR-2, while nimble with a 45/55-front/rear weight bias and fairly quick with a 112hp 1,587cc twin-cam inline-four engine, became a real firecracker when fitted with the supercharged and intercooled 145hp version. Lift-out T-tops gave this Mister Two a mini Ferrari 308 GTS open-air feel, and the blower's on-demand electromagnetic clutch and bypass valve allowed the engine to get good mileage when not running 0-60 mph in 6.8 seconds. Although the later MR2 Turbo had more power, it didn't match the Japanese style and go-kart reflexes of the original.-Mark J. McCour
Source: https://www.hemmings.com/magazine/hsx/2006/01/25-Japanese-Collectibles-Y...
