“No other automobile line has accomplished so much, so soon.”
The 1986 Acura Legend Touring Sedan was the top of the line vehicle available from the then brand new Acura brand and the first Honda product with a six cylinder engine.
I have always said that Honda is an engine company and the Legend’s 151 bhp 2.5 liter C25A 24-valve SOHC V6 was an interesting one, with a 90 degree V-angle to the crankshaft. Mileage with the five-speed manual transmission was decent—20 city/25 highway by the standards of the day (18/23 by 2016 standards). With that same five-speed manual, 0-60 mph came in a little under nine seconds in the 3,100-pound car.
Standard equipment in the $19,898 sedan (about $43,800 in 2016 dollars) included four-wheel disc brakes, driver’s side air bag, and an information system that could monitor maintenance intervals, fluid levels, and fuel economy. Power driver’s seat, adjustable rear seats, power folding mirrors, remote locking/keyless entry, and a power tilt/slide sunroof were also included. The only option available was a four-speed automatic transmission.
I don’t see a lot of Legends come up for sale in either the Hemmings Motor News classifieds or on eBay Motors. First generation Legends have a small but avid following (with decent on-line support) and I find that they stand out when I see them. Make mine Blade Silver Metallic, please.
Chevrolet’s Cavalier Z24 was announced for the 1985 model year, but didn’t actually become available until the 1986 model year. The most important feature of the Z24 was definitely the engine—GM’s corporate LB6 120 bhp 2.8 liter V6 with multi-port fuel injection. Paired with the standard four-speed manual transmission, 0-60 came in about 8.5 seconds in the 2,450-pound car—decent for a sporty compact car in 1986 (the 102 bhp Volkswagen GTI hatchback of the same year was about as fast).
Mileage was 19 city/26 highway by the standards of the day (19/24 by today’s standards). The Z24’s range was an unimpressive 225 miles with a 10% fuel reserve—like all Cavaliers, the fuel tank was only 11.6 gallons (the same size as a modern Mini).
Standard equipment on the $8,878 Z24 (about $19,600 in today’s dollars) included the aforementioned engine and transmission, a ground effects package, black grille, dual black sport mirrors, the F41 sports suspension, and P215/60R-14 Eagle GT radial tires mounted on 14-inch Rally wheels. Inside, all Z24 buyers received digital instrumentation fed from “a 16K computer,” including a tachometer and trip odometer, along with reclining front bucket seats, a rear window defroster, and an AM radio.
Available options included 14-inch aluminum wheels ($173), tinted glass ($99), air conditioning ($645), cruise control with resume ($175), power door locks ($130), power windows ($195), Comfortilt steering wheel ($115), and an electronic-tuning AM stereo/FM stereo seek/scan radio with cassette player, graphic equalizer, and clock ($494). A comfortably optioned Z24 could easily reach almost $11,000 (about $24,100 in 2016 dollars or about what you’ll pay nowadays for a loaded Chevrolet Sonic RS).
Handsome in a broad-shouldered sort of way, the Z24 coupe sold pretty well for 1986—about 36,000 units. The slightly more expensive hatchback added another 10,000 units: the two models accounted for about 11% of total Cavalier production.
There are a few folks collecting these cars, but they certainly aren’t common at shows. You do occasionally see Z24s for sale in the Hemming’s Motor News classifieds and on eBay Motors: as I write this in November 2015, there’s a white 1988 Z24 convertible with a gray interior and 52,000 miles listed on Hemmings for $7,000.
Only a couple of blocks from my house, I walked by a black 560SEC with a tan interior in really good condition earlier this week—a good enough reason as any to write this post.
“Bold lines which reflect the latest in motoring refinement.”
For 1986, Mercedes-Benz’s big W126 S-Class coupe gained an upgraded 238 bhp M117 5.5 liter Bosch K-Jetronic fuel injected V8 engine paired with a four-speed automatic transmission. The mid-cycle refresh also differed cosmetically from previous years with the addition of flush-face halogen headlamps and integral headlight wipers.
0-60 came in a sprightly 7.5 seconds in the 3,900 pound car while mileage was a predictably bad 14 city/16 highway by the standards of the day (12/15 by modern standards). With the large 23.8 gallon fuel tank, range was about 320 miles with a 10% reserve.
Standard exterior and mechanical equipment on the $58,700 560SEC (about $129,700 in today’s dollars—a modern S550 4MATIC coupe starts at $119,900) included four-wheel anti-lock disc brakes and 215/65VR15 tires on 15-inch “fifteen slot” alloy wheels.
Interior equipment included electronic automatic climate control (said to be less effective than you’d expect), an electronically adjustable steering column, cruise control, driver’s side airbag, dual-stage heated front seats, leather steering-wheel and shift-lever trim, and a Becker Grand Prix AM/FM stereo radio with cassette player and power antenna.
Optional equipment included sun roof, power rear sun shade, front passenger air bag, and California emissions.
There is decent club support for the 560SEC, as there is for almost all Mercedes-Benz’s. According to Hagerty’s valuation tools, all the money for a 1986 Mercedes-Benz 560SEC in #1 condition is $15,500, with a more normal #3 condition car going for $7,700. 560SECs frequently show up for sale in the Hemming’s Motor News classifieds and on eBay Motors: as I write this in July 2015, there’s a black 560SEC with a beige interior and 97,000 miles listed on Hemmings for $14,000.
“Proof that getting there can be a fun experience in itself.”
Mercury made three attempts at the Capri. The first was an imported version of the European Ford Capri and was sold from the 1970 to 1978 model years as first the Capri and then the Capri II. The second was Mercury’s version of the Fox body Mustang and was sold from 1979 to 1986. The final version of the Capri was an imported version of the Australian Ford Capri and was 1991 to 1994. Sense a trend here?
For 1986, Mercury’s Capri had three engine choices and two transmission choices. Standard on the GS was the Lima 88 bhp (aargh!) 2.3 liter in-line 4 with one-barrel carburetor mated to a four-speed manual transmission. Power options for the GS included the Essex 120 bhp 3.8 liter fuel injected V-6 and the (wonderful) Windsor 200 bhp 5.0 liter V-8 with sequential fuel injection that was standard on the 5.0L. All three engines could be paired with a three-speed automatic transmission for an additional $510 (the V-6 required the automatic while the 5.0L came standard with a five-speed manual transmission with overdrive).
Mileage ratings for the various configurations ranged from 23 city/28 highway (21/26 by today’s standards) for the four-speed manual in-line 4 combination that I’m not convinced that anyone bought to 17/25 for the “big daddy” five-speed manual paired with the V-8.
Performance with the 2.3 liter paired with either transmission was ghastly — 0-60 came in about 15 seconds, which meant a Capri driver with the Lima engine would see only the taillights of Iron Duke powered Camaros and Firebirds (such a sad competition!). Moving to the V-6 paid significant performance dividends, dropping the 0-60 time by about 3.5 seconds. Of course, the V-8 was by far the best: even the automatic was in the 7 second range, while the manual could do 0-60 in about 6.5 seconds.
The base price for a Capri GS was $8,331 (about $17,800 in 2015 dollars). For that money, the Capri came fairly well equipped by mid-1980s standards: external and mechanical feature included halogen headlamps, power steering, power brakes, tinted glass, and the distinctive bubble-back rear hatch with rear-window defroster. Inside, power windows, interval wipers, tilt steering wheel, and an AM/FM stereo radio were standard.
The more sporty Capri 5.0L stickered for $10,950 (about $23,300 in today’s dollars) and added the aforementioned V-8, dual exhaust, and P225/60VR15 tires on cast aluminum wheels.
Exterior options for both the GS and the 5.0L included a flip-up open-air roof ($315) or a T-Roof ($1,100). Inside, buyers could add air conditioning ($762), power door lock group ($182), speed control ($176), and an AM/FM stereo radio with cassette ($300).
Sales for the last of the second generation Capris were not at all good, but Capri sales had not been good for years — Mercury’s traditional problem wedged between Ford and Lincoln. By 1986, Capri sales were about 9% of Mustang sales.
Fox body Capris sometimes show up in the Hemming’s Motor News classifieds, but there’s definitely not a lot of activity, though I’ll say they are uncommon rather than unloved. Make mine Smoke Metallic, please.
Is it possible to miss the market more than this? For, 1986 Cadillac downsized the front wheel drive Eldorado coupe again. This time, wheelbase dropped to 108 inches and overall length was down by over 16 inches to 188 inches—what was supposed the top of the non-limousine Cadillac line was now about the size of a 1986 Chevrolet Celebrity (or only about six inches longer than a 2014 ATS) and a full three feetshorter than the (admittedly huge) 1978 Eldorado.
Predictably, Eldorado buyers didn’t go for it. Sales collapsed from about 74,000 in 1985 to about 21,000 in 1986—definitely not what would be expected from a complete model revision.
So, what did those relatively few buyers get with their $24,251 (about $52,600 in today’s dollars)1986 Eldorado? Standard exterior and mechanical equipment included power four wheel disc brakes, power steering, and aluminum alloy wheels. Inside, front bucket seats, power mirrors, power windows, power door locks, a power trunk release, cruise control, electronic climate control, and an AM/FM stereo radio with power antenna were all included, so the Eldorado was at least pretty well equipped.
Moving up to the Biarritz (almost always the top if the line Eldorado since 1956) cost either $3,095 (with cloth seats) or $3,495 (with leather seats) raising the price to either $27,346 ($59,400 today) or $27,746 ($60,200 today). Standard equipment on the Biarritz included nicer seats with power lumber support, two-tone paint, and real walnut accents.
Options included a power Astroroof ($1,255), a nicely integrated cellular phone ($2,850), the FE2 touring suspension with 15-inch aluminum alloy wheels and 215/60R15 Goodyear Eagle GT tires ($155), and the Delco-GM/Bose Symphony Sound System ($895).
The Eldorado’s engine was Cadillac’s 130 bhp HT-4100 throttle body fuel injected 4.1 liter V8 paired with a four speed automatic transmission. Fuel economy was 17 city/26 highway by the standards of the day (15/24 by today’s standards). Since the engine and transmission remained the same and the Eldorado was smaller and lighter, performance was better but still not very impressive: 0-60 improved to about 11 seconds.
Eldorados of this age come up for sale often in Hemmings Motor News, so folks are saving them. As I write this in June 2014, four 1986 Eldorados are for sale, with prices ranging from $7,750 to $11,995.
“Why sit around waiting for a summer breeze to come up when you can create quite a stir yourself?”
1986 was the last year for Chrysler’s Town & Country convertible. Basically a special version of Chrysler’s LeBaron convertible, the Town & Country was first available in 1983, and was intended to remind potential buyers of the classic (and valuable) Town & Country convertibles of the 1940s. It was not especially successful, selling only 3,721 units in four years, with only 501 sold in 1986.
Like all LeBarons, the Town & Country’s front and rear fascias, headlights, grilles, and taillights were all updated with a more rounded and aerodynamic look in 1986. The center mounted brake light mandated for all 1986 vehicles by U.S. federal law was mounted atop the trunk lid. Inside, the standard digital instrument cluster was redesigned for better legibility.
Also for 1986, a fuel injected K 2.5-liter inline 4 cylinder engine producing 100 bhp replaced the carbureted 2.6-liter 4 cylinder built by Mitsubishi as the base engine. The optional fuel injected Turbo I 146 bhp 2.2-liter turbocharged inline 4 cylinder remained for an additional $628. Both engines were paired with a TorqueFlite three speed automatic. Mileage with the base engine was 23 city/25 highway by the standards of the day (20/23 by 2014 standards). The Turbo I was rated at 20 city/24 highway—not a big price to pay for a significant percentage of extra horsepower.
The base price for 1986 was a non-trivial $17,595 (about $37,600 in today’s dollars). For that money, you got halogen headlights, dual horns, power brakes, wire wheel covers with locks, and the Town & Country’s distinctive white ash moldings and teak appliques on the body sides. Inside you got a very attractive Mark Cross leather interior along with air conditioning, power mirrors, power driver’s seat, and the Ultimate Sound System AM/FM stereo cassette with graphic equalizer and six speakers.
Options included the $302 Deluxe Convenience Package (cruise control and tilt wheel) and the Power Convenience Discount Package (power windows and power locks).
These eighties Town & Country convertibles are being collected, but by a very small set of collectors. I have recently seen nice examples at several AACA judged shows. You do see them for sale in the Hemming’s Motor News classifieds and on eBay Motors: as I update this in June 2015, there’s a white 1986 Town & Country with 82,000 miles for sale for $6,500.
Of course, these convertibles also started Chrysler’s long traditionof making convertibles that might occasionally be sporty, but were not sports cars—a market niche they only just exited with the demise of the Chrysler 200 convertible.
I still like what Chrysler was trying to do and I appreciate how these cars look. Make mine White, please, with that killer Almond/Cream leather interior.
1986 was the last year for the Berlinetta semi-luxury version of Chevrolet’s Camaro, and they were by far the rarest of the three Camaros. With only 4,579 Berlinettas built in 1986, Chevrolet sold more than eleven times as many IROC-Zs alone.
The base powertrain for the Berlinetta was the 135 bhp LB8 2.8 liter multi-port fuel injected V6 with a five-speed manual transmission. Optional power was the $750 155 bhp LG4 5.0 liter V8 with a four-barrel carburetor which was paired with a $465 four-speed automatic transmission (the five-speed manual was not available with the V8 on the Berlinetta). Fuel economy with base power combination was 17 city/26 highway by the standards of the day (15/24 by modern standards). Moving up to the V8 dropped mileage ratings only slightly—to 17/25.
Your $11,902 base price (about $25,500 in today’s dollars) bought standard mechanical and exterior equipment including power brakes, power steering, dual horns, and Berlinetta-specific wheel covers. Inside, a custom interior, intermittent windshield wipers, a roof console, a locking rear storage cover, and an AM/FM stereo radio with clock and four speakers were included.
Of course, the notable interior component for the Berlinetta was the “Welcome aboard Starship Camaro.” (yes, that was a real advertisement) cluster with dual adjustable control pods, a vacuum-florescent digital speedometer, and a bar graph tachometer. To an aspiring young audiophile, the killer feature of this interior was the optional (an extra $242) AM/FM stereo on a swivel with a “proper” upright (no slot) cassette deck and a five-band graphic equalizer. For 1986 only, the stereo had substantially improved backlighting.
Exterior and mechanical options included four-wheel disc brakes ($179), t-tops ($846—ouch!), a rear spoiler ($69), halogen headlamps ($25), rear window defogger ($145), and nice looking Berlinetta-specific aluminum finned wheels ($225). Inside, you could add cruise control ($175) and Berlinetta-specific electronically-controlled air conditioning ($750).
According to Hagerty’s valuation tools, all the money for a 1986 Berlinetta in (rare) #1 condition is $13,400, with a more normal #3 condition car going for $6,200. In general, third-generation Camaros have good club support and are often available in the Hemmings Motor News classifieds, but Berlinettas of any year are rarely seen. Make mine Black, please.