Though Cadillac’s eighth-generation Eldorado had been in production since the 1979 model year, 1982 was the first year for the Touring Coupe edition of the Eldorado. The Touring Coupe marked the first even remotely sporting Eldorado in many years.
Also new for the 1982 Eldorado and all Cadillacs was the 4.1 liter HT-4100 fuel-injected V8. Unfortunately, horsepower remained at the same 125 bhp as the engine from the previous year—somewhat of a problem when you considered the Eldorado’s platform mates. Buick’s Riviera T-Type had a 170 bhp turbocharged V6 and Oldsmobile’s Toronado was available with a 150 bhp V8. 0-60 mph took a little under 15 seconds in the 3,600-pound Eldorado, while the Riviera T-Type was about four seconds faster. On the other side of the coin, fuel mileage with the new engine was 17 mpg by the standards of the day.
Standard exterior and mechanical equipment in the $20,666 Eldorado Touring Coupe (about $54,900 in 2016 dollars) included Touring Suspension and aluminum alloy wheels on P225/70R15 blackwall tires. Inside, reclining bucket seats and a front console were included.
Standard exterior and mechanical equipment on any 1982 Eldorado included front-wheel drive, a four-wheel independent suspension, power steering, and four-wheel disc brakes. Inside, Twilight Sentinel, power door locks, power windows, remote trunk release, electronic climate control, a six-way power seat for the driver, and an electronically tuned AM/FM stereo radio with power antenna were all included.
Options included Astroroof ($1,195), electronic cruise control ($175), rear window defogger, and Symphonic Sound System ($290).
Eighth-generation Eldorados definitely have a following. According to Hagerty’s valuation tools, all the money for a 1982 Eldorado in #1/Concours condition is $11,200, with a more normal #3/Good condition car going for $5,200. Eldorado Touring Coupes sometimes show up for sale in the Hemmings Motor News classifieds and on eBay Motors.
There was only one color available for the 1982 Eldorado Touring Coupe, so make mine Sterling Silver.
The Chrysler LeBaron convertible was a mid-year introduction, becoming available in the spring of 1982 . It was the first factory convertible available for sale in the United States since the 1976 Cadillac Eldorado.
All LeBarons were all-new for 1982. Based on the more plebian Dodge Aries/Plymouth Reliant front-wheel drive K cars that had been on sale for a year, the LeBaron (sometimes described as the Super-K) was a move at least slightly up-market. Most exterior body panels were the same as the K. Notable styling differences were a waterfall style grill (somewhat resembling that of the previous year’s rear-wheel drive LeBaron), quad headlamps, relocation of the parking lamps and turn signals to the front bumper, and a full-width tail-lamp housing.
Chrysler used almost all of the standard K pieces inside the LeBaron. Recessed door handles and rocker type door locks were one of the few changes, along with a different style of armrest and door pull. There was less vinyl trim and the carpeting and other fabrics were of somewhat higher quality. A major difference was the attention paid to noise, vibration, and harshness: between soundproofing, better parts, and suspension tuning, the LeBaron was upgraded from the base K in 26 separate ways.
Two-door LeBaron coupes were heavily modified by Cars & Concepts in Brighton, Michigan on their way to becoming convertibles—the process included 32 steps. A boxed-in backbone was installed along the center of the car and a three-piece windshield header was welded to the A pillars. New door glass was installed and door wedges were added. A new fiberglass panel was added to hold the rather small rear seats and the convertible motor was mounted on the floor pan behind the rear bulkhead.
The convertible top itself had a plastic rear window and a very wide rear quarter panels; Car and Driver wrote that this created “a sort of Conestoga-wagon effect.” The top was actuated from a button on the console and a padded top boot snapped into place when the top was lowered.
A K 2.2-liter inline 4 cylinder engine with two-barrel Holley carburetor producing 84 bhp was the base engine. A two-barrel carbureted Mitsubishi G54B 2.6-liter inline 4 cylinder with 92 bhp and 20 additional ft-lbs of torque was available for an additional $171. Both engines were paired with a TorqueFlite three-speed automatic transmission. Mileage with the base engine was 25 city/36 highway by the standards of the day. The optional engine was rated at 23 city/31 highway and brought the 0-60 time down from about 17 (aargh!) seconds to about 15 seconds.
The LeBaron convertible’s base price was $11,698 (about $28,900 in today’s dollars and about 44% more than a LeBaron coupe). For that money, you got dual outside mirrors (actually taken from the Dodge Omni 024), power brakes, power steering, and P185/70R14 whitewall tires. Inside you got vinyl bucket seats with a folding center armrest, digital clock, and an AM radio. 76% of convertible drivers moved up to Medallion trim, which boosted the price to $13,998 (about $34,600 in 2015 dollars) and added halogen headlamps, better gages, and snazzier wheel covers.
The Mark Cross package cost an additional $861, moved the sticker to a non-trivial $14,859 (about $36,700 in today’s dollars) and added the 2.6-liter engine, air conditioning, power windows, power door locks, and attractive Mark Cross leather/vinyl seats. Other options included cornering lamps ($57), cast aluminum wheels ($344), automatic speed control ($155), and an AM/FM stereo radio with electronic tuning and cassette player ($455).
First year sales of LeBaron convertible were a respectable 12,825, especially considering the shortened year and the relatively high price. These cars are being collected and shown. You see them for sale in the Hemming’s Motor News classifieds and on eBay Motors: as I write this in July 2015, there’s a Mahogany LeBaron with 39,000 miles for sale on Hemmings for $6,500.
These convertibles also started Chrysler’s long traditionof making convertibles that might occasionally be sporty, but were not sports cars—a market niche they exited only a couple of years ago with the demise of the Chrysler 200 convertible.
I still like what Chrysler was trying to do and I appreciate how these cars look, at least with the top down. Make mine Mahogany Metallic, please, with the Mark Cross package.
“Cross-Fire injection adds to the Corvette performance equation.”
1982 was the final year for the “shark” Corvette but the first year for the L82 Cross-Fire engine—a throttle body fuel-injected design that put out a respectable for the day 200 bhp and 285 lb-ft of torque. The downside was that it was only available with a four-speed automatic transmission; a manual transmission would not return until the middle of the 1984 model year. Top speed for the 1982 Corvette was 125 mph and Road & Track managed a 0-60 time of 7.9 seconds. Estimated fuel economy was 15 city/26 highway by the standards of the day—not bad for a fairly large V8 with primitive engine controls.
Standard exterior and mechanical equipment in the $18,290 base Corvette (about $45,100 in today’s dollars) included a Delco Freedom II battery, power steering, power disc brakes, and P225/70R15 tires on 15-inch by 8-inch steel rally wheels. Inside, air conditioning, power windows, tilt-telescopic steering wheel, quartz analog clock, and an AM/FM stereo radio were all included.
Optional exterior and mechanical equipment included power sport mirrors ($125), power door locks ($155), cruise control ($165), electric rear window defogger ($129), gymkhana suspension (only $61 for specially tuned shock absorbers, higher-rate rear spring, and a rear stabilizer bar), two-tone paint ($428), aluminum wheels ($458), and P255/60R15 Goodyear Eagle GT tires ($543). Optional interior equipment included a six way power driver’s seat ($197) and an AM/FM stereo radio with cassette player ($423).
Options that date this car include the stereo radio with cassette and Citizens Band ($755) and the stereo radio with 8-track player ($755). Corvette buyers piled on the options: the average buyer ordered $2,195 worth, raising the sticker to $20,485 (about $50,500 in 2014 dollars).
There is strong club support for the 1982 Corvette, as there is for all Corvettes. According to Hagerty’s valuation tools, all the money for a non-Collector Edition 1982 Corvette in #1 condition is $29,000, with a more normal number #3 condition car going for $13,900. 1982 Corvettes often show up in the Hemming’s Motor News classifieds—as I write this in September 2014, there’s a black car with a red leather interior with 39,000 miles available for $18,000.
Make mine one of the relatively rare (and absolutely gorgeous) Silver Green Metallic cars, with the Silver Green interior.
This was one of my early posts in this blog. I’ve updated it to reflect both changes in my posting style and substantial improvements in available data.
“If excitement is your master key, this one opens all the doors.”
The 1982 Ford Mustang GT marked the return to form of America’s definitive pony car and ignited a second round of the power wars with the then brand new third generation Camaro and Firebird. Along with the new GT trim level, the new high output (H.O.) version of the venerable 302 was up to 157 bhp—quite an upgrade from 1981’s 4.2 liter engine.
157 bhp feels quaint in 2014 (the lowest horsepower engine for the 2015 Mustang is the 300 bhp 3.7 liter V6), but the 1981 Mustang had topped out at (oog…) 115 bhp and as tested 0-60 times in the 2,600 pound GT dropped by over 3 seconds for 1982.
You could get the H.O. engine with any Mustang, but the hot setup was with the GT, which offered a four-speed manual transmission and a 3.08:1 rear axle ratio with Traction-Lok limited slip differential. Other options that were standard with the $8,308 GT (about $20,500 in today’s dollars) with the 302 were power steering and traction bars. The GT also received cast aluminum wheels, dual fog lamps, a forward-facing hood scoop, and the same spoiler originally featured on the first-year for the Fox-body Mustang 1979 Pace Car.
Options for the Mustang GT included air conditioning ($676), snazzy Recaro high-back bucket seats ($834), power windows ($165), and an AM/FM stereo with either 8-track or cassette player ($178)—it seems that 1982 was Ford’s crossover year for 8-track versus cassette.
The Mustang GT shows up often in the Hemming’s Motor News classifieds. As I write this in August 2014, there are no 1982s, but there is a white 1985 with 28,000 miles on sale for $11,500. According to Hagerty’s valuation tools, all the money for an 1982 Ford Mustang GT in #1 condition is $14,700, with values sliding up.
I only have four exterior color choices with a 1982 Mustang GT – make mine Bright Red, please.
This was one of my first posts in this blog. I’ve updated it to reflect both changes in my posting style and substantial improvements in available data.
“The ultimate performance Toyota.”
Remember when Toyota made a reasonable amount of cool sporty cars?
I believe they really nailed it with the Mark II Celica Supra. First, the styling: though based on the Celica, the longer hood (to accommodate the Supra’s inline 6) really changed the look of the car.
There wasn’t just the styling, though—Supras included all kinds of other upgrades, including pop-up headlights (you’ll have to believe me that they were very cool in the 1980s) and a substantially higher level of interior equipment.
The engine was Toyota’s 145 bhp 5M-GE 2.8 liter dual overhead cam fuel injected inline 6, giving a 0-60 time of about 9 seconds (spritely for 1982) and a top speed of approximately 125 mph. Over the next few years, engine power would climb to 161 bhp.
Mileage with the standard five speed manual transmission was 21 city/34 highway by the standards of the day (19/31 by today’s standards). Moving to the four speed automatic transmission reduced highway mileage to 32 highway.
Two models of the Celica Supra were available: the L– (for “Luxury”) Type and the P– (for “Performance”) Type. The $13,598 L-Type (about $33,500 in 2014 dollars) included standard power windows, power door locks, power mirrors, and a tilt steering wheel. Moving up to the $14,598 P-Type (about $36,000 in today’s dollars) added fender flares, a limited slip differential, seven-inch-wide aluminum wheels, and eight-way adjustable sport seats.
Here’s a classic commercial, with legendary (and very tall) race car driver Dan Gurney shilling for the brand new Supra.
According to Hagerty’s valuation tools, all the money for an 1982 Toyota Celica Supra in #1 condition is $15,100. A more “normal” #3 condition example is valued at $6,500.
“Never has a more exciting car been offered with so much, to so few.”
Significantly changed for 1982 (there was no 1981 XJ-S), the Jaguar XJ-S received a substantially updated H.E. 5.3 liter fuel injected V12 engine with higher compression, upping horsepower to 263 bhp and increasing efficiency. The other end of the powertrain was a three speed automatic transmission sourced from General Motors.
Performance was quite respectable for the almost 4,000 pound coupe: 0-60 in about 7.5 seconds with a 145 mph top speed. Despite the efficiency upgrades, mileage remained what you might expect from a V12—14 city/22 highway by the standards of the day (13/20 by today’s standards).
With its flying buttresses in the rear, the basic XJ-S exterior design from 1976 was nothing if not distinctive. Standard equipment included power steering and four wheel power disk brakes. 15-inch aluminum wheels were paired with Pirelli 215/70VR15 tires.
Inside, the buyer received air conditioning with automatic temperature control, leather seats, power windows, power mirrors, intermittent windshield wipers, cruise control, and an AM/FM stereo cassette with Dolby and metal tape capability. Burl elm on the dashboard and door panels was a new addition to the still rather cramped interior for 1982.
There were no options—probably a good idea in a car that used a six year old design and cost $32,100 (about $78,600 in today’s dollars). The approximately 3,100 buyers for the 1982 model year picked their exterior color and that was it.
The Jaguar XJ-S has good club support and there are some restoration parts available. There’s also a free 738 page (!)ebook written by an XJ-S H.E. owner named Kirby Palm available with much obviously hard-earned advice. Keeping a XJ-S at 100% is non-trivial—as it is with so many high-end eighties cars. Current discussions in the XJ-S portion of the Jag-lovers forums are replete with transmission issues, brake system replacements, gas tank challenges, and ECU problems.
Many examples are available in the Hemmings Motor News classifieds. As I write this in March 2014, a black 1984 XJ-S with 80,000 miles is for sale for $11,000. Make mine Racing Green Metallic, please.
Hemmings Motor News published an extended discussion on the Cadillac Cimarron today in their always interesting Hemmings Daily blog, so I figured I’d bring one of my first posts up to a more current location.
“A new kind of Cadillac for a new kind of Cadillac owner.”
Ah—the poor Cadillac Cimarron, rushed to market for CAFE and other reasons without much thought as to who would actually buy it. When released in 1982, it was really just a nice as possible, fairly well equipped Chevrolet Cavalier.
The only engine available for 1982 was the 88 bhp L46 1.8 liter inline four cylinder with Rochester 2-barrel carburetor. When paired with the standard four-speed manual transmission, mileage was an impressive 26 city/42 highway by the standards of the day but the car was slow, slow, slow—0-60 mph took a little under 16seconds. A three-speed automatic transmission was optional and presumably even slower.
The $12,181 base price (about $29,600 in today’s dollars) included standard exterior and mechanical features such as power brakes, power steering, power mirrors, intermittent windshield wipers, and 13-inch aluminum wheels. Air conditioning, leather seating areas, a leather steering wheel, a tachometer, and an AM/FM stereo radio with four speakers were all standard in the interior.
Options included a sunroof ($261), cruise control (about $150), power door locks ($12—why bother making it an option?), power windows (yes, the base 1982 Cimarron came with roll-up windows—power windows were an extra $216), six-way power seats ($366), tilt steering wheel ($88), and an AM/FM stereo radio with cassette ($153). It wasn’t hard to load a Cimarron up to almost $13,500—real money in 1982 and about $35,100 in 2015 dollars.
In typical General Motors fashion, the Cimarron definitely improved each year (sometimes significantly). However, the stench of that horribly failed initial release stayed with the car until Cadillac finally stopped selling them at the end of the 1988 model year. By that point, the Cimarron had upgraded from the fairly awful four cylinder to a decent (and standard) V6 and had exterior styling that was at least somewhat more differentiated from Chevrolet’s.
So, the Cimarron remains a spectacularly easy target—routinely making those “worst 10 cars of all time” lists and suchlike.
I have yet to see a Cimarron at a serious antique car show, but I’m betting some intrepid soul will save one and bring it back. I can’t remember ever seeing one for sale in the Hemmings Motor News classifieds—they’re treated by Cadillac folks like Ford folks treat the Mustang II from the 1970s. You do occasionally see them on eBay Motors.