1985 Chevrolet Citation II hatchback sedan

“One car that does it all.”

1985 was, mercifully, the last year for the Chevrolet Citation. It was also, in a sad General Motors tradition, the best Citation (the 1985 Citation had no recalls after the nine that the 1980 had). Half-heartedly renamed Citation II in 1984, the X-car would be replaced by the Nova in 1986. There were some changes: new colors were available, and the dashboard was revised, allowing the “normal” horizontal radios.

For 1985, the Citation II’s standard powertrain remained the LR8 “Iron Duke” 92 bhp 2.5 liter/151 ci inline four with throttle-body fuel injection paired with a four-speed manual (the Citation never got a five-speed). With the standard powertrain, 0-60 came in a little under 12 seconds in the 2,500-pound car with a theoretical top speed of 101 mph. Mileage was competitive: 24 city/34 highway by the standards of the day (21/31 by today’s standards).

Powertrain options included two different 2.8 liter/173 ci V6’s (why?): the LE2 112 bhp version with a two-barrel carburetor ($260) and the LB6 130 bhp type with fuel injection ($435). A three-speed automatic was (of course) available ($425). The V6 in general, and especially the fuel injected version, made the Citation II substantially more spritely: 0-60 times of about 9 seconds and a top speed of about 118 mph. You paid a mileage price for that performance: 19 city/26 highway by the standards of the day (17/24 by today’s standards).

Standard exterior and mechanical equipment on the $7,090 Citation II hatchback sedan (about $17,000 in 2018 dollars—about what base Chevrolet Cruze sedan goes for) included halogen headlamps, rack-and-pinion steering, front disk/rear drum brakes, and P185/80R-13 radial tires (now a trailer size) on 13-inch by 5.5-inch steel wheels with full wheel covers. Inside, sliding door locks, a lockable glove box, a folding rear seat, and an AM/FM radio with two speakers were included.

Exterior and mechanical options included tinted glass ($110), two-tone paint ($176), power brakes ($100), power steering ($215), and the F41 sports suspension (acknowledged to be a bargain at $33). Inside, a quiet sound/rear decor package ($92), air conditioning ($730), cruise control ($175), comfortilt steering wheel ($110), an electric rear defogger ($140), and an electronic-tuning AM/FM stereo radio with cassette, clock and seek/scan ($319) were all available.

1985 Citation II brochure cover, linked from the Old Car Manual Project’s amazing brochures pages.

The 1985 Citation II did not sell—overall sales in this last year fell to 8% of the first year sales. At an average Chevrolet dealership, you could expect it to be outsold by the Chevette, the Cavalier, the Camaro, the Celebrity, the Monte Carlo, and the Caprice Classic.

I haven’t seen a Citation in years—the last one was an X-11 in early 2014. They rarely show up in the Hemming’s Motor News classifieds or eBay Motors. I’m pretty sure I’ve never seen one shown, though I’m not betting against that at some point.

1985 Pontiac Grand Am coupe

“Introducing a brilliant new driver’s coupe”

The Grand Am name returned for the 1985 model year. Instead of the rear-wheel-drive coupe and sedan that it been in its previous two lives from 1973 to 1980 (with none in 1976 or 1977), it was now a front-wheel-drive coupe, part of GM’s N-body offerings. As such, it’s first relatives were the Buick Somerset Regal and the Oldsmobile Calais.

The standard powertrain on the Grand Am was GM’s Tech IV 92 bhp 2.5 liter/151 ci inline four with throttle-body fuel injection connected to a five-speed manual. For $560, optional power was a 125 bhp 3.0 liter/181 ci V6 with fuel injection which required the $425 automatic transmission (also available with the base engine). 0-60 times for early N-body cars are hard to come by, but were likely about 10.5 seconds for the standard powertrain and about 9.0 seconds for the V6/automatic combination—the 2,419 pound shipping weight helped. Mileage with the standard powertrain was rated at 24 city/34 highway by the standards of the day (21/31 by today’s standards). With the 13.6-gallon tank, Grand Am buyers could expect a range of 310 to 350 miles with a 10% fuel reserve.

Standard exterior and mechanical equipment on the $7,995 base coupe (about $19,600 in 2018 dollars) included power rack and pinion steering, power front disc brakes, and P185/80R13 tires on 13-inch wheels. Inside, reclining bucket seats and an integral floor console were included.

The LE (starting at $8,495 or about $20,200 in today’s dollars) included “substantial body side moldings,” upgraded front bucket seats with adjustable headrests, deluxe door trim, and a fold-down rear seat armrest.

Options included rally tuned suspension ($50) and cruise control ($175). A Driver’s Package was also available, which included 215/60R14 Goodyear Eagle GT radials on 14-inch turbo cast aluminum wheels, “sport-tuned” front and rear stabilizers, and a Driver Information Center.

1985 Pontiac Grand Am, linked from the Old Car Manual Project’s amazing brochures pages.

I think these were handsome cars, especially with those turbo cast aluminum wheels. Like many America cars of the era that aren’t considered to be collectible, they have essentially vanished despite over 82,000 sold in 1985 alone. They’re invisible in the Hemming’s Motor News classifieds and on eBay and are hard to find anywhere.

1985 Alfa Romeo GTV-6 hatchback coupe

On this Easter Sunday, I filled up our modern sedan at one of the local Sunocos. Across from me: an Alfa Romeo GTV-6. So, here you go.

“… an extremely exciting machine”

For 1985, Alfa Romeo’s GTV-6 stood mostly pat. The shift linkage was modified to address some complaints of stiffness and some standard equipment was removed to reach a more approachable price.

The engine continued to be the star: a 154 bhp 2.5 liter/152 ci V6 with aluminum block and heads and Bosch L-Jetronic fuel injection paired with a five-speed manual. Performance was respectable—Road & Track recorded an 8.5 second 0-60 time in the 2,955-pound car. Fuel mileage was 19 city/26 highway by the standards of the day—17/24 by today’s standards.

Standard equipment in the $16,500 car (about $39,000 in today’s dollars or almost exactly what a 2018 Alfa Romeo Giulia goes for) included an independent front suspension, a deDion rear suspension, four-wheel disc brakes, and 195/60HR15 tires (a size still easily available) on 15-inch wheels. Inside, there was an adjustable steering column and cloth seats. Power windows were standard, but with a back-up mechanical crank.

Optional equipment included rear spoiler ($395), sunroof ($500), leather seats ($750), and an AM/FM stereo with a cassette player ($395). A very uncommon option was the Callaway Twin Turbo package ($2,095), which include a 230 bhp engine, along with upgraded BBS 16 x 7 wheels and Goodyear Eagle 205/55VR-16 tires.

1985 Alfa Romeo GTV-6 advertisement, linked from productioncars.com

Potential collectors of a GTV-6 are warned that they are highly susceptible to rust—even in states where that isn’t usually a problem. These cars have a following, and make appearances in the Hemming’s Motor News classifieds and eBay. Values are sliding up: according to Hagerty’s valuation tools, all the money for a 1985 GTV-6 in #1/Concours condition is $24,700, with a far more typical #3/Good car going for $12,900.

Make mine red, of course.

1985 Pontiac Firebird Trans Am hatchback coupe

Every year I do a retro CD for the holidays that goes to friends and family. Whatever expertise in popular music that I do have is from the eighties, so I go forward one year in that decade—that means that this year I’m doing 1988. There’s a story behind every year’s CD, and this one involved a 1985 Trans Am. So, I decided I would draw a 1985 Trans Am dashboard and thus this blog post.

“The most serious piece of machinery we put on the road.”

Updates for the 1985 Pontiac Firebird Trans Am included a restyled nose with built-in fog lamps, new taillights, fake hood louvers replacing the traditional power bulge, and full rocker and quarter panel extensions. A new WS6 suspension package was made available for the Trans Am, which included gas pressurized shocks and 16-inch wheels with P245/50VR16 Goodyear “Gatorback” tires for a $664 price tag. Inside, all gages now had graph patterned backgrounds, and a new UT4 “Touch-Control” optional stereo was available.

1985 Pontiac Firebird Trans Am dashboard.

For 1985, the standard Trans Am powertrain was a 165 bhp 5.0 liter/305 cubic inch V8 with a Rochester four-barrel carburetor paired with a five-speed manual transmission. The top of the line engine was the $695 LB9 fuel injected 5.0 liter/305 cubic inch V8, with 205 bhp—but that was only available with a four-speed automatic transmission, yielding a zero to sixty time of about 7.5 seconds. If you wanted the five-speed manual transmission, the best engine choice available on the Trans Am was the 190 bhp H.O. V8 with a four-barrel carburetor.

Mileage with the standard powertrain was 15 city/24 highway by the standards of the day (14/22 by 2017 standards). With a 15.9-gallon fuel tank, a Trans Am owner could expect a range of between 255 and 280 miles with a 10% fuel reserve.

Standard exterior and mechanical equipment on the $11,113 Trans Am (about $26,000 in today’s dollars and close to what a base 2018 Camaro costs) included power brakes (front disc/rear drum), hidden electronically-controlled halogen headlamps, dual sport mirrors, an all-glass rear hatch, a rear deck lid spoiler, and P215/65R15 steel-belted radial tires (still an easily available size) on “deep-dish” 15 x 7 wheels. Inside, reclining front bucket seats and side window defoggers were included.

Options included T-tops ($825), a louvered rear sunshield ($210), air conditioning ($630), Recaro bucket seats ($636), and cruise control ($175).

Trans Am page from the 1985 Pontiac brochure, linked from the Old Car Manual Project’s amazing brochures pages.

The 1985 Trans Am sold reasonably well, with 44,028 sold—about 46% of total Firebird sales. Third-generation Firebirds have a strong following, and 1985 Trans Ams make regular appearances in the Hemming’s Motor News classifieds. As I write this in December 2017, there’s a dark blue LB9-equipped car for sale for $5,850. According to Hagerty’s valuation tools, all the money for a 1985 Trans Am in #1/Concours condition is $21,000, with a far more typical #3/Good car going for $8,000.

Please make mine black, please—I think.

Auction Favorite: 1985 Mercedes-Benz 380SL

The Mercedes-Benz 380SL is a common vehicle at the auctions I follow—since starting this blog in late 2013, I’ve seen almost 40 of these convertibles go across the block, mostly at the Barrett-Jackson and Mecum events. I chose to go with 1985 as the model year to write about because it and 1982 have been the two most common years I have seen.

“What do you get when you blend a Mercedes-Benz with a sports car? The incomparable 380SL.”

1985 was the final year for the 380SL—from 1986 on, the heavier and more powerful 560SL would be the only option in North America. There wasn’t much change for 1985; all cars got anti-lock brakes, and later cars got a drivers-side airbag. About 11,100 buyers took home this last of the line example.

Motive power was provided by a 155 bhp 3.8 liter/234 ci V8 with Bosch Jetronic fuel injection, connected to a four-speed automatic transmission. As with all R107 models, mileage for the 3,600-pound car wasn’t very good—the ratings of the day were 16 city mpg/18 highway (14/17 by today’s standards). With the 22.5-gallon fuel tank, a 380SL driver could expect a range of between 310 and 350 miles with a 10% fuel reserve. 0-60 came in about 10.5 seconds; the 380SL was closer to a grand touring car than to a sports car.

The 380SL’s base price for 1985 was $43,820 (about $102,200 in today’s dollars—neatly spaced between what an SL 450 and an SL 550 cost in 2017). For the money, exterior and mechanical standard features included the aforementioned ABS controlling power disk brakes, power steering, a steel hardtop, and 205/70VR14 tires (now a rare size) on 14-inch forged light-alloy wheels. Inside, power windows, power door locks via a vacuum locking system, cruise control, and an AM/FM stereo with cassette player were standard. Air conditioning was also included in the electronic automatic climate control system, though most say it wasn’t that effective. Heated leather seats were optional.

1980 Mercedes-Benz 380SL Roadster

According to Hagerty’s valuation tools, all the money for a 1985 380SL in #1/Concours condition is $28,200, with a more typical #3/Good car going for $13,600. There is decent club support for the 380SL, as there is for almost all Mercedes-Benz’s. 380SLs maintain a substantial presence in the Hemming’s Motor News classifieds and on eBay Motors. As I write this in September 2017, there are 66 advertised on Hemmings, including 14 of the 1985 models.

Make mine Astral Silver Metallic, please. Dealer advertising image courtesy of Alden Jewell, linked from Flickr.

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1985 Dodge 600 Club Coupe

This post was one of my first ten in this blog, which I’ve updated to reflect both changes in my posting style and substantial improvements in available data. At this point, it’s changed enough to be considered a new post.

The crazy folks at The Truth About Cars posted recently about a 1985 Dodge 600 Club Coupe as part of their Junkyard Find series.

There’s a strong feeling of fulfillment behind the wheel of this striking coupe.

The Dodge 600 was an extended (E-platform) version of the original K-platform cars, with three more inches of wheelbase added to the sedans (coupes and wagons remained the same length as the original cars). It debuted in the 1983 model year, two years after the original K cars made it to market. Other E-platform cars were the Chrysler New Yorker, Chrysler E-Class, and (later) the Plymouth Caravelle.

There were three engines available for the Dodge 600. The base engine was Chrysler’s K 99 bhp 2.2 liter/135 ci inline four with fuel injection. One option was the Turbo I 146 bhp version of the same engine with Garrett T3 turbocharger and fuel injection while another was Mitsubishi’s Astron series 4G54 101 bhp 2.6 liter/153 ci inline four with a carburetor. Fuel economy for the Turbo I and three-speed automatic transmission combination (the five-speed manual was no longer available) was 19 city/24 highway by the standards of the day (it would be 17/22 today).

Standard exterior and mechanical equipment on the $9,060 club coupe (about $21,100 in today’s dollars) included power brakes, power steering, halogen headlamps, Landau padded vinyl roof, and P185/70R14 tires. Inside, cloth front bucket seats, a full-length console, color keyed steering wheel, and an electronically-tuned AM radio were standard. Features listed that wouldn’t be considered worth mentioning now included a tethered fuel filler cap and an inside hood release.

Optional equipment included sport/handling suspension ($79), air conditioning ($757), tinted glass ($115), automatic speed control ($179), leather wrapped steering wheel ($50), and tilt steering wheel ($110).

Page from the 1985 Dodge 600 brochure, linked from the Old Car Manuals Project’s amazing brochures pages.

The original K cars and their many variants were once so common on the roads, but have essentially disappeared in mid-2017. I haven’t seen a 600 of any type in years, despite the fact that Dodge made over 300,000 of them between 1983 and 1988. You’ll sometimes see the original Dodge Aries/Plymouth Reliant cars at AACA shows along with the top of the line Chrysler LeBaron convertibles.

You do occasionally see Dodge 600s for sale in the Hemming’s Motor News classifieds and on eBay Motors, but there are no coupes out there as I write this in July 2017.

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1985 Mazda RX-7 GSL-SE hatchback coupe

This post was one of my first twenty in this blog, which I’ve updated to reflect both changes in my posting style and substantial improvements in available data. At this point, it’s changed enough to be considered a new post.

“… artfully appointed to raise the aesthetic pleasures of driving …”

The 1985 Mazda RX-7 GSL-SE was the last of the first generation RX-7s which had debuted in 1979, timing the market perfectly for a relatively low-priced and good-looking sports car. At $7,195 when released, it hit an attractive price point and entered a market with few natural competitors for such a pure sports car.

Bosch L-Jetronic fuel injection and more power had come in 1984 with the 13B Wankel 1.3 liter/80 ci two-rotor engine. Power increased from 101 bhp to 135 bhp—respectable for a relatively lightweight (2,447 pounds) sports car and dropping 0-60 times more than a second to slightly under 8 seconds. Even with the five-speed manual transmission, mileage remained somewhat of the traditional rotary bugaboo that would eventually drive Mazda out of the rotary business. At 16 city/23 highway by the standards of the day, it was not as good as the Nissan/Datsun 300ZX (19/25) or the Toyota Celica Supra (20/24)—both of which had more power. Owners of a new RX-7 could expect to get about 290 miles of range from the 16.6-gallon fuel tank before starting to look for more gasoline.

Standard exterior and mechanical equipment on every 1985 RX-7 ($10,945 or approximately $25,500 in today’s dollars) included retractable headlamps, tinted glass, side window demisters, electric rear window defroster, and 185/70HR13 radial tires on 5 x 13-inch wheels. Inside, full gauges, reclining bucket seats with adjustable headrest, a full console with armrest, a digital quartz clock, and an AM/FM stereo radio with power antenna were standard.

By 1985, the fancier RX-7s had slid well up-market—the GSL-SE‘s package’s price was $16,125 (about $37,600 in 2017 dollars; more than a loaded 2017 Miata MX-5 RF Grand Touring). Exterior and mechanical equipment on the GSL-SE included halogen headlamps, ventilated four-wheel power disc brakes, power windows, electrically adjusted dual sideview mirrors, a removable steel sunroof, and “low profile” P205/60VR14 Pirelli P6 tires on 5.5 x 14-inch alloy wheels. Inside, every GSL-SE included air conditioning, cruise control, striped velour seats, and an electronically AM/FM stereo radio with a nine-band graphic equalizer and a separate auto-reverse cassette player sitting below.

Optional equipment for the loaded GSL-SE was limited to a leather package which included leather seats, leather door trim, and a leather steering wheel.

I followed a first generation RX-7 for a while a few months ago, and I was struck by how small it looked—smaller than I remembered these cars as being. They were small, of course: 170 inches long (shorter than a modern Honda Civic coupe) and less than 50 inches tall.

RX-7s have fairly solid club support and maintain a reasonable presence in the Hemmings Motor News classifieds and on eBay Motors. According to Hagerty’s valuation tools, all the money for a 1985 RX-7 in #1/Concours condition is $16,200, with a more normal #3/Good question going for $3,900. As I write this in August 2017, there’s a Sunrise Red 1984 GSL-SE with two-tone gray cloth seats, a manual transmission, and 89,000 miles asking $12,995. Make mine Sunbeam Silver Metallic, please—I think light silver works best on these cars.