Category: By Year

1984 Pontiac Firebird Trans Am 15th Anniversary Edition hatchback coupe

I clearly remember a 15th Anniversary Edition Trans Am being displayed inside Marsh Pontiac’s small showroom on the Lincoln Highway in Ardmore, PA.

Published back in late 2020, the initial version of this post got more facts wrong than usual. I pulled it and believe I have fixed most of the issues.

“… leaves the also-rans even further behind …”

For 1984, Pontiac announced a special edition Trans Am to commemorate the Firebird sub-model’s 15th year.

1984 Goodyear Eagle VR print advertisement
1984 Goodyear Eagle VR print advertisement

The 15th Anniversary Edition was $14,188—$10,689 for a base Trans Am plus $3,499 for the package (about $45,500 in today’s dollars). It featured white paint with blue graphics that hearkened back to the original 1969 Trans Am. Other exterior components included the Aero Package and T-tops—both optional on “normal” Trans Ams. Mechanical features included the L69 H.O. 190 bhp 5.0 liter/305 ci V8 with a four-barrel carburetor, a special handling package, four-wheel power disc brakes, and P245/50R16 Goodyear Eagle VR tires (a size still readily available) on 16 x 8 inch white hi-tech turbo aluminum wheels.

As had been true in many previous Trans Am special editions, the 15th Anniversary Edition Trans Am featured Recaro front bucket seats—these had leather bolsters with cloth inserts. Other interior features specific to the special edition included a leather-wrapped formula steering wheel and leather shift knob. Standard equipment on all 1984 Trans Ams included sport mirrors, a rear deck spoiler, concealed tungsten halogen headlamps, rally gauges, a console, and power steering.

Only the top-of-the-line engine for 1984 was available with the 15th Anniversary Edition, but there was a choice of transmissions. A five-speed manual came standard, with an automatic being a $295 option. 0-60 times from various car magazines came in at around seven seconds—two to three seconds better than it had been just two years prior in 1982. Fuel economy ratings were 16 city/27 highway by 1984 standards (13/20 by today’s measures). With a smallish 13.3-gallon gas tank, a Trans Am owner could expect a range of 200 to 255 miles with a 10% fuel reserve.

Options, Period Reviews, & Production Numbers

Trans Ams (even special editions) did not come loaded in 1984—by the time the 20th Anniversary Edition came around in 1989, that would no longer be so. Exterior and mechanical options included Soft-Ray tinted glass ($110), an electric rear window defogger ($140), and a limited slip differential ($95).

Interior options included air conditioning ($730), power windows ($215), a power antenna ($60), and a Delco AM/FM stereo cassette with a five-band graphic equalizer ($590). Upholstery and trim options included six-way power seats ($215 each), a tilt steering wheel ($110), luggage compartment trim ($110), and cloth floor mats ($20 front/$15 rear). It wasn’t uncommon to see a 15th Anniversary Edition Trans Am with over $3,000 in additional options.

Reviews of the 15th Anniversary Edition were positive. Motor Trend stated that the updated Trans Am’s “5-speed’s shift linkage is merely the best we’ve seen from Detroit in years.”

Pontiac built a symbolic 1,500 15th Anniversary Editions—500 with the five-speed manual and 1,000 with the automatic. Those 1,500 were a small part of the 55,374 total Trans Ams made in the 1984 model year, with those sales less than half of 128,304 Firebirds sold (Pontiac sold a lot of base Firebirds). Both the Trans Am numbers and the overall Firebird sales marked an eighties peak for Pontiac, with only 1980 and 1982 coming close.

The View From 2025

15th Anniversary Edition Trans Ams do attract some collector interest. According to Hagerty’s valuation tools, a 15th Anniversary Edition Trans Am in #1/Concours condition is $41,900, with a far more normal #3/Good condition version going for $15,600. These Trans Ams are often available in the Hemmings Motor News classifieds, on eBay Motors, and on Bring A Trailer, and they sometimes show up at auction.

Make mine White, please—it’s not like I have a choice.

I evidently can’t help myself with eighties Trans Ams; I’ve also written about the 1980 Turbo coupe, the 1981 coupe, the 1982 hatchback coupe, the 1985 hatchback coupe, and the 1989 Turbo hatchback coupe. I have also written about the 1986 SE hatchback coupe and the 1987 Formula hatchback coupe, but I probably should write about the base car at some point.

Last updated December 2025.

1981 Volkswagen Dasher station wagon

A 1981 Volkswagen Dasher station wagon sold for $7,600 on Bring a Trailer in February 2025. It was a brown diesel with a manual transmission—directly mapping to a certain internet cliché (except for being front-wheel-drive). I’m relatively spare on Volkswagen blog entries, so here we go.

“More luxury. More space.”

The Volkswagen Dasher station wagon was a small car, classified by the EPA as a subcompact. Its 97.2-inch wheelbase was half a foot shorter than the 2025 Golf GTI’s and its curb weight was slightly less than 2,200 pounds. Putative compact station wagon competition for the 1981 Dasher included the Ford Escort, the Honda Civic, the Plymouth Reliant, and the Renault 18i Sportwagon.

For its eighth and final year, the Dasher station wagon’s only powertrain was a 52 bhp 1.6 liter/97 ci diesel four paired with a four-speed manual transmission. Fuel mileage was quite good—36 mpg by the day’s standards. Diesel Dashers were slow, slow, slow—even by 1981 standards. 0-60 came in 19.3 seconds and VW claimed a top speed of 85 mph.

1981 Volkswagen print advertisement

Standard exterior and mechanical equipment on the $9,040 Dasher station wagon (about $34,400 in today’s dollars or about what a loaded 2025 Volkswagen Taos SEL compact SUV goes for) included front-wheel-drive, rack and pinion steering, power-assisted self-adjusting front disc/rear drum brakes, an electric rear window defogger/defroster, and 155/80R13 steel belted radial tires (a size still available from Kumho and Michelin) on 13-inch wheels with wheel covers. Inside, a padded steering wheel, a trip odometer, a quartz crystal chronometer, a wood-grained instrument panel, cut pile carpeting, and reclining front bucket seats in crushed velour were included.

Options

Options included tinted glass ($70), a manual sunroof ($260), 175/70R13 white sidewall tires ($130), air conditioning ($620), leatherette upholstery ($65), and an AM/FM stereo radio ($275).

The View From 2025

Dashers have largely vanished, which is what made so many take notice of that recent Bring a Trailer offering. There is limited collector interest in these cars, so it isn’t that surprising that Hagerty’s valuation tools do not track any 1981 Volkswagens. Dashers rarely appear in the Hemming’s Motor News classifieds, on eBay Motors, or on Bring a Trailer—BaT has sold a grand total of three Dashers in eleven years.

Make mine Helios Blue Metallic, please.

Other Volkswagens I have written about include the 1981 Scirocco S hatchback coupe, the 1983 Rabbit GTI hatchback coupe, and the 1985 Cabriolet.

Last updated July 2025.

1984 Chevrolet Corvette hatchback coupe

As a high school student in the early to mid-1980s, I worked part-time at Frankel Chevrolet (a dealership in Ardmore, Pennsylvania). I’ll never forget seeing my first C4 Corvette in early 1983: small block V8 engine with “Cross-Fire Injection” rumbling, lovely over-engineered retractable headlamps up and on, fancy new metallic paint with clear coat looking its best in the setting sun. Viewing this car was a visceral experience for a fifteen-year-old. It was the exact moment when my opinion of Corvettes changed from a grudging respect (I was more of a BMW and Pontiac fan then) to “I will have one of those someday.”

“You’ve never seen anything like this before.”

The phrase “all-new” is rarely accurate in cars, but the 1984 Corvette was close. Only the standard powertrain carried over from 1982, and even that was changed in some visible (a brand new magnesium air cleaner) and measurable (an additional five bhp) ways. The exterior, interior, suspension, and steering were truly all-new for the Corvette.

The standard powertrain was the L83 Cross-Fire 205 bhp 5.7 liter/350 ci V8 with throttle-body fuel injection paired with a Turbo-Hydramatic four-speed automatic transmission. The Doug Nash 4+3 manual transmission with automatic overdrive was available as a no-cost option, but only became available about halfway through the extended 1984 model year. Car and Driver recorded a 0-60 time of 6.7 seconds (Road & Track took 7.1 seconds) and a top speed of 138 mph. Estimated fuel economy was 16 city/28 highway by the day’s standards. With a 20-gallon gas tank, a Corvette coupe’s proud new owner could expect a range of between 325 and 355 miles with a 10% fuel reserve.

Cutaway page from the 1984 Chevrolet Corvette brochure
David Kimble’s cutaway page in the 1984 Chevrolet Corvette brochure

The 1984 Corvette’s base price was $22,361—about $74,200 in today’s dollars or a little over what a 2026 Corvette Stingray 1LT coupe goes for. Standard exterior and mechanical equipment included a one-piece removable fiberglass roof panel, a frameless rear glass hatch, single rectangular hidden headlamps, integral grille-mounted halogen fog lamps, rack-and-pinion power steering, power disc brakes, and P255/50VR-16 tires on 16 x 8.5 inch cast alloy aluminum wheels. Inside, air conditioning, power windows, a tilt and telescope steering wheel, a driver information system, cloth bucket seats, and an AM/FM stereo radio with a power antenna were all included.

Options & Production Numbers

The Z51 Performance Handling Package ($600) included a quicker steering gear, a performance axle ratio, an engine oil cooler, an additional radiator fan, higher-rated Delco-Bilstein shock absorbers, thicker stabilizer bars, and 9.5 inch rear wheels.

Optional exterior and mechanical equipment included two-tone paint ($428), a removable transparent roof panel ($595), a performance axle ratio ($22), and Delco-Bilstein shock absorbers ($189). Optional interior equipment included cruise control ($185), a power door lock system ($165), custom adjustable sports seats ($625), leather seats ($400), a six-way power driver’s seat ($225), and the Delco-GM/Bose Music System ($895).

Chevrolet rarely makes Corvette television commercials, but they usually produce one when introducing a new generation. For the 1984, they pulled out all the stops, at least by the standards of eighties automobile commercials—a spacesuit, lasers, and a cheesy jingle all make an appearance.

The new generation Corvette was very well-received by buyers. Chevrolet sold 51,547 in about eighteen months, making 1984 the second best sales year ever (only 1979 had a higher production total).

Period Reviews & Owner Feedback

Reviews of Chevrolet’s pride were positive but evenhanded. Car and Driver disliked the fact that the new generation was no lighter than the previous generation—a Corvette complaint that extends to today. Many writers also commented on the “Tokyo by Night” digital instrument panel.

Within a year or so, there would start to be an acknowledgment from the automotive press that the optional and heavily hyped Z51 performance handling package was suitable for only the most perfect roads. In their owner’s report, Popular Mechanics quoted a New York salesman as saying “bad ride on rough roads,” while a Texas retiree stated “body rattle is frustrating.” Chevrolet began to adjust beginning in the 1985 model year, but early C4 Corvettes continued to be seen as having an unnecessarily rough ride.

The View From 2025

There’s been a lot written about the 1984 Corvette—both good and bad—and I doubt I have much to add. Despite being pushed back several months from an actual 1983 model year release, it still felt rushed. On the other hand, many people think of the almost all-new fourth-generation Corvettes as the first “modern” version of Chevrolet’s sports car. However, modern is undoubtedly a fluid concept now—more than forty years later. Developed in the late 1970s and early 1980s, the C4s were the first Corvettes with rack-and-pinion steering and a removable one-piece “targa” roof.

There is strong club support for the 1984 Corvette, as there is for all Corvettes. According to Hagerty’s valuation tools, a 1984 Corvette with a clear top and the 4+3 manual in #1/Concours condition is $35,500, with a more typical number #3/Good condition car going for $8,400. 1984 Corvettes are regularly featured in the Hemmings Motor News classifieds, on eBay Motors, and on Bring a Trailer. Early C4s are also often seen at in-person auctions such as Barrett-Jackson and Mecum. As I update this blog entry in October 2025, a Gold Metallic car with saddle cloth adjustable sport bucket seats and 34,000 miles is available on Hemmings, asking $18,000.

Make mine Light Blue Metallic, please. That 1984 Corvette I mentioned seeing earlier was Light Blue Metallic, and I bought, drove extensively, and eventually sold a 1985 model in the same color.

Other Corvettes I have written about include the 1980 coupe, the 1981 coupe, the 1982 coupe, the 1986 convertible, and the 1988 35th Anniversary coupe.

Last updated October 2025.

1985 Volvo 740 Turbo station wagon

“… an unmistakable outlaw edge.”

The 700 series Volvos had been available in the United States for a few years before Volvo brought the station wagon to our shores to offer Volvo loyalists a step up from the aging 240. The most interesting version of the 700 series wagon to enthusiasts was the 740 Turbo, which was formally introduced in the middle of the 1985 model year.

The 740 Turbo‘s standard engine was a B230FT 160 bhp 2.3 liter/141 ci inline four with fuel injection, a Garrett T3 turbocharger, and an intercooler. A four-speed manual was standard, while a four-speed automatic with overdrive was optional. Car and Driver recorded a 0-60 time of 7.9 seconds in a 740 Turbo sedan with the manual. With the manual, mileage in the 3,042-pound car was rated at 19 city/25 highway by the day’s standards (17/23 by today’s standards). With a 15.8-gallon fuel tank, 740 Turbo drivers could expect 285 to 310 miles of range with a 10% reserve.

1985 Volvo 740 Turbo station wagon advertisement
1985 Volvo 740 Turbo station wagon advertisement

The 1985 740 Turbo station wagon’s base price was $21,340—about $64,400 in today’s dollars or about what a 2025 V90 Cross Country Ultra station wagon goes for. Standard exterior and mechanical equipment included tinted windows, a front spoiler, halogen high and low beam headlights, a manual sunroof, power-assisted rack-and-pinion steering, power-assisted disc brakes, and 195/60R15 Michelin MXV tires (a size still readily available) on 15-inch wheels. Inside, a rear window wiper/washer, power door locks, cargo tie-down rings, and air conditioning were included. Trim and upholstery features included adjustable front bucket seats with integrated head rests and lumbar support, a heated driver’s seat, a 60/40 split rear seat, and full carpeting including the trunk.

Options & Reviews

Like all Volvo models in the 1980s, the 740 Turbo had few individual factory options—you chose the exterior and interior colors, and that was about it. Cruise control and an AM/FM-stereo radio/cassette with four speakers ($800) were available.

The automobile press of the day liked the 740 Turbo wagon, and it’s interesting to watch MotorWeek‘s review. Common complaints were the lack of an oil pressure gauge—considered essential for turbocharged engines at that time—along with the “archaic” driver’s seat height adjustment. Everyone also felt the need to comment on the Volvo’s very square design.

The View from 2025

All vintage Volvos have strong club support, and there is definite collector interest in the 740 Turbo. 740 Turbo station wagons are often available in the Hemmings Motor News classifieds, on eBay Motors, and at online auctions such as Bring a Trailer that cater to the eighties car market.

Make mine Silver, please.

Other Volvos that have been covered in Eighties Cars are the 1985 240 station wagon and the 1987 780 coupe. I should write about a Volvo sedan or two at some point.

1982 Oldsmobile Delta 88 Royale coupe

At the 2025 Mecum Kissimmee, a white 1982 Oldsmobile Delta 88 Royale coupe with a White vinyl Landau top, a Dark Blue cloth Custom Sport front bench seat, and an indicated 8,900 miles sold for $20,500.

“A well-known, reputable name.”

1982 was a quiet year for Oldsmobile’s Delta 88, with a new grille made with horizontal bars being the most significant change. Inside, the all-in-one Smart Stick multifunction signal lever was new. The coupe was no longer available as a base Delta 88—all Delta 88 coupes for 1982 were either Royales or Royale Broughams.

Like all Delta 88s, the Royale coupe’s standard powertrain was the Buick-made LD7 110 bhp 3.8 liter/231 ci V6 with a two-barrel carburetor mated with a three-speed automatic. Optional was the LF9 105 bhp 5.7 liter/350 ci diesel V8 ($700). There were two optional gasoline V8 engines: the LV8 100 bhp 4.3 liter/260 ci V8 with a two-barrel carburetor ($70) and the LV2 140 bhp 5.0 liter/307 ci V8 ($120) with a four-barrel carburetor. A four-speed automatic ($172) was available with the 5.0 liter V8.

As an aside, I don’t understand the small V8 as an option when a larger and more powerful V8 was available. This choice is seen in many GM cars of the early to mid-1980s, and it makes no sense. For your $70 additional over the stock V6, you got to say you had a V8, you got a supposedly smoother engine, and you lost 10 precious horsepower. From Oldsmobile’s perspective, this additional engine option increased build complexity. Why?

The Delta 88 coupe was not quick—with the best-case 5.0 liter V8, 0-60 took about 12.5 seconds in a car with a 3,690-pound curb weight. The diesel was about seven seconds slower to 60 mph. Mileage wasn’t horrible for a large car in the early 1980s, even with the 5.0 liter V8: 17 city/29 highway by the day’s standards (14/21 by 2025 measures). With a 25.0-gallon fuel tank, a Delta 88 Royale coupe owner could expect a range of about 395 to 515 miles with a 10% fuel reserve.

1982 Delta 88 brochure pages
Delta 88 pages from the 1982 full-size Oldsmobile brochure

Standard exterior and mechanical equipment on the $8,733 Delta 88 Royale coupe (about $30,300 in 2025 dollars) included a driver’s side remote control rear view mirror, low-drag power front disc brakes, power steering, and P205/75R15 steel-belted radial-ply blackwall tires (a size still readily available) mounted on 15-inch wheels with Bright Deluxe wheel discs. Inside, all Royale coupes included wall-to-wall cut-pile carpeting with carpeted lower door panels, a Custom Sport front bench seat, front and rear armrests, an inside day-night rearview mirror, and a Deluxe steering wheel. Oldsmobile did not include a clock or a radio as standard equipment.

Options & Production Numbers

Moving up to the Delta 88 Royale Brougham coupe cost an additional $469 and added bright roof drip moldings, pillar opera lamps, a divided front seat with individual controls, and a Convenience Group of lamps, visor vanity mirror, and chime tones.

Exterior and mechanical options included Soft-Ray tinted glass ($105), an electric sliding Astroroof in tinted glass, an automatic leveling system, an engine block heater, puncture-sealing tires, and Super Stock wheels with matching body color ($95). Inside, automatic cruise control with resume feature ($160), Four-Season ($695) or Tempmatic air conditioning, an electric rear window defogger, power side windows ($170), and power door locks were all available.

Oldsmobile offered a range of seven different radios for the Delta 88, ranging from a base AM radio to an electronically tuned AM/FM stereo/cassette with clock. Buyers could specify an independent digital quartz or analog clock if a Delco radio wasn’t desired.

Oldsmobile sold 41,238 Delta 88 Royale coupes in the 1982 model year. This was respectable, but not particularly great—in fact, they were the lowest in raw sales numbers and third lowest in percentage of overall Oldsmobile sales over the entire life of the eight-generation Delta 88. Of course, 1982 was a really bad year for auto sales in general—domestic auto sales were off by over a million units from 1981.

The View From 2025

There is some collector interest in these big coupes, though Hagerty does not track Delta 88s post-1975. Delta 88s of this era are sometimes available in the Hemmings Motor News classifieds, on eBay Motors, and at online auctions such as Bring a Trailer that cater to the eighties car market. As I update this post in October 2025, there’s an Burgundy 1985 Delta 88 Royale coupe with a claret interior and 83,000 miles for sale on Hemmings, asking $10,500.

Make mine Dark Blue Metallic, please.

Other B-body cars I have written about include the 1983 Chevrolet Caprice Classic sedan, the 1983 Pontiac Parisienne sedan, the 1985 Chevrolet Caprice Classic station wagon, and the 1987 Chevrolet Caprice Classic coupe. I should get to a Buick example.

Last updated October 2025.

1984 Cadillac Eldorado Biarritz convertible

I originally wrote this post in January 2021. In February 2025, it was substantially updated with much additional amplifying detail—enough to make it a new blog entry.

“… this is one convertible that truly brings luxury out in the open.”

For 1984, Cadillac decided to join the eighties convertible party with a version of the Eldorado Biarritz. With a base price of $31,274 (about $99,900 in today’s dollars), the Eldorado droptop was operating in rarified air. In constant dollars, it was the most costly Eldorado of any type since 1960’s hand-crafted Pininfarina-built Brougham.

The only powertrain available for the 1984 Eldorado convertible was the HT-4100 135 bhp 4.1 liter/249 ci V8 with fuel injection paired with a four-speed automatic. With a curb weight of about 3,900 pounds, 0-60 mph came in around 14 seconds. Fuel economy was rated at 17 city/27 highway by 1984 standards (14/20 by today’s measures). A 20.4-gallon gas tank meant an Eldorado convertible owner could expect a range of between 310 and 360 miles with a 10% fuel reserve.

1984 Cadillac Eldorado convertible advertisement
1984 Cadillac Eldorado Biarritz convertible advertisement

Standard exterior and mechanical equipment on the Biarritz convertible included a power convertible top, power rear quarter windows, car color body side moldings, and P225/70R15 steel-belted radial wide white stripe tires (a size still readily available) on 15-inch wheels with wire wheel discs. Inside, a theft-deterrent system, leather seats, and a leather-trimmed steering wheel rim were standard.

Standard exterior and mechanical equipment on every 1984 Eldorado included Soft Ray tinted glass, front-wheel-drive, a four-wheel independent suspension, power steering, remote mirrors, and four-wheel power disk brakes. Inside, electronic climate control, power door locks, and power windows were all included. Standard audio features included a Delco-GM 2000 stereo with four speakers and a power antenna.

Options & Production Numbers

Options available for the Biarritz convertible included a remote locking fuel filler door ($59), electric power outside rearview mirrors ($101), Twilight Sentinel ($79), cruise control ($185), tilt and telescope steering wheel ($184), a six-way power passenger seat ($380), and a Delco 2000 electronically-tuned AM/FM/cassette stereo radio ($299).

Many significant Eldorado coupe options were not available with the convertible. Some unavailable options included the touring suspension, two-tone paint, the memory seat, and the all-conquering Delco-GM/Bose Symphony Sound System.

Cadillac sold 3,300 Eldorado convertibles in 1984—substantial numbers for such a high-end droptop and well more than the platform-mate Buick Riviera managed to sell in any single year. General Motors ended up having to navigate at least one lawsuit from folks who had purchased the 1976 Eldorado, which Cadillac advertised at the time as “the last convertible.”

There would be no more Eldorado convertibles after the end of tenth-generation Eldorado production in 1985. After a year’s break, the Allanté would debut in 1987 and take convertible Cadillacs into the mid-1990s.

The View From 2025

Badge for 2,500 web hits

Despite their sub-optimal motive power, tenth-generation Eldorados attract collector interest, and there is club support. According to Hagerty’s valuation tools, a 1984 Eldorado convertible in #1/Concours condition is $43,100, with a far more normal #3/Good condition version going for $9,800.

These Eldorados are often available in the Hemmings Motor News classifieds, on eBay Motors, on Bring a Trailer, and at in-person auctions. In January 2025, a Cotillion White 1984 Eldorado convertible with red leather “tufted multi-button” seats sold at Barrett-Jackson Scottsdale for a $11,000 hammer price.

Make mine Autumn Maple Firemist, please.

Other Eldorados I have written about include the 1982 Touring Coupe, the 1986 coupe, and the 1988 coupe. Additional E-body/K-body cars with blog entries include the 1980 Buick Riviera S TYPE coupe, the 1980 Cadillac Seville sedan, the 1982 Oldsmobile Toronado Brougham coupe, and the 1984 Buick Riviera T TYPE coupe.

Last updated August 2025.

1980 Datsun 200-SX coupe

A 1980 Datsun 200-SX coupe sold for $10,000 at the 2025 Barrett-Jackson Scottsdale auction.

“Thrill-injected”

Datsun’s 200-SX was almost entirely new for 1980, with exterior styling notably changed and a significantly enhanced engine. Nissan advertised improved visibility and increased door opening for 1980, but the real upgrade was that the 200-SX was no longer as weird-looking as the 1975-1979 had been. Nissan was in the process of transitioning away from the Datsun name, so the 200-SX’s official name was a clunky “Datsun 200-SX by Nissan.” No matter what, marketing used 200-SX instead of 200SX in 1980, so I’ll follow that in this post.

The only engine available for the 1980 200-SX was the NAPS-Z Z20E 100 bhp 2.0 liter/120 ci inline four with L-Jetronic electronic fuel injection paired with either a five-speed manual or a three-speed automatic. Car and Driver recorded a 0-60 time of 13.3 seconds in the 2,620-pound coupe. EPA fuel economy ratings with the five-speed were 28 city/40 highway—with a 14.0-gallon gas tank, a 200-SX coupe’s owner could expect a range of 430 miles with a 10% fuel reserve.

200-SX pages from the 1980 Datsun brochure
200-SX pages from the 1980 Datsun brochure

Standard exterior and mechanical equipment on the $6,689 1980 200-SX Deluxe (about $28,300 in 2025 dollars or just a little more than a 2025 Nissan Altima S costs) included four-wheel power-assisted disc brakes, partially recessed windshield wipers, and 185/70SR14 tires (a size still readily available) on 14-inch wheels with full mag style wheel covers. Inside, a quartz sweephand clock, deep pile carpeting, and full reclining front bucket seats with soft vinyl upholstery were included.

Options & Production Numbers

The Sport Luxury (SL) package upgraded 200-SX buyers to soft cloth upholstery, a multi-warning system, a driver’s seat with adjustable lumbar and thigh support, and a four speaker AM/FM stereo radio with power antenna.

The 1980 200-SX had few individual options, and most of them—except for California emissions—seem to have been available only if you had already ponied up for the SL package. These options included power steering, a lift-out skyroof, two-tone paint, and air conditioning.

The buff books liked the 200-SX for its intended purpose—Car and Driver wrote that the new version had “better looks and better manners.” They gently asked for more power, but that would be a long time coming and only in slight increases for the coupe. The 200-SX got 103 bhp in 1982, and the third-generation coupe got 105 bhp in mid-1984 (only the hatchback would get the 133 bhp turbo option).

Nissan sold 92,514 200-SX coupes and hatchbacks in 1980—a notable success, and soundly beating many competitors. This version of the 200-SX would run for four years.

The View From 2025

There is limited collector interest in these second-generation 200-SXs, so it isn’t that surprising that Hagerty’s valuation tools do not track any eighties Datsuns or Nissans other than the Z-cars and Skylines. Eighties 200-SXs rarely appear in the Hemming’s Motor News classifieds, eBay Motors, or Bring a Trailer.

Make mine Satin Blue Metallic, please.

Other Datsuns I have written about include the 1980 280ZX hatchback coupe and the 1981 810 Maxima sedan. Later Nissans I have posted on include the 1984 300ZX hatchback coupe and the 1989 Maxima sedan.

1987 Lincoln Continental sedan

A black 1987 Lincoln Continental with 86,000 miles hammered sold for $8,500 at the 2025 Mecum Kissimmee auction.

“The first thing you’ll notice is that everyone else does.”

In the final year of its seventh generation, the “Fox” Lincoln Continental was little changed. The real wood trim in the interior was retired in favor of imitation wood, and 1986’s weird-looking “geometric cast aluminum” wheels were gone. Otherwise, only color and trim changes were visible.

The V6 and the BMW diesel were long gone, so the 1987 Continental’s only available powertrain was a Windsor 150 bhp 4.9 liter/302 ci V8 with sequential multi-port fuel injection mated with a four-speed automatic with overdrive. 0-60 came in about 11 seconds in a car with a 3,800-pound curb weight. Fuel economy was respectable: 17 city/27 highway by the standards of the day (16/24 by 2025 measures). With a 20.3-gallon gas tank, a Continental owner could expect a range of 365 to 400 miles with a 10% fuel reserve.

The Continental’s base price was $26,402 for 1987—approximately $75,500 in today’s dollars. That’s about $20,000 more than the 2025 Lincoln Corsair Grand Touring SUV goes for—with about the same interior dimensions, including somewhat tight rear legroom.

Page from the 1987 Lincoln Continental brochure
Page from the 1987 Lincoln Continental brochure

Over its six-year lifespan, Lincoln notably increased the Continental’s base equipment level. By 1987, base exterior and mechanical equipment included quad halogen headlamps, an illuminated/keyless entry system, a power antenna, power-assisted rack-and-pinion steering, an Electronic Air Suspension with automatic level control, four-wheel anti-lock disc brakes, and P215/75R15 white sidewall tires (a size still readily available) on 15-inch forged aluminum wheels. Inside, every Continental for that year included fingertip speed control, interval windshield wipers, Automatic Climate Control, power windows, power door locks, six-way power-adjusted Twin Comfort Lounge cloth seats, and an AM/FM stereo cassette radio with a six-speaker Premium Sound System.

Options & Production Numbers

The now well-equipped Continental offered relatively few options for 1987. Exterior and mechanical options included Glamour paint ($268), dual-shade paint ($320), a power glass moonroof ($1,319), a Traction-Lok differential ($101), puncture sealant white sidewall tires ($200), and wire-spoke aluminum wheels ($693). Interior options included an automatic-dim day/night mirror ($89), an Anti-Theft Alarm System ($200), leather seat surfaces ($569), and the Ford JBL high fidelity 12-speaker audio system ($506).

For $4,300 over the base Continental, the Givenchy Designer Series made the wire-spoke aluminum wheels and leather seat surfaces standard. Special Givenchy two-tone paint and specific trim were also added.

1987 was a decent year for Lincoln’s mid-size sedan. Despite being at the end of its life cycle, 17,597 were sold. This Continental was also the last of the bustlebacks, as Cadillac’s second-generation Seville sedan (1985) and Chrysler’s Imperial coupe (1983) had already departed.

The View From 2025

Continentals of this era do attract some collector interest—though not as much as the Mark VIIs and Town Cars—and there is club support. Being based on the Fox platform means that some mechanical issues are more straightforward and less expensive to solve than they might otherwise be (and that some mild performance upgrades are easier).

According to Hagerty’s valuation tools, all the money for a 1987 Continentals in #1/Concours condition is a somewhat astounding $21,100, with a far more normal #3/Good condition version going for $6,800. These Continentals are sometimes available in the Hemmings Motor News classifieds, on eBay Motors, or on Bring a Trailer, and, as previously discussed, they occasionally show up at auction.

Make mine Cabernet Clearcoat Metallic, please.

Other Lincolns I have covered include the 1980 Continental Mark VI coupe, the 1984 Continental Mark VII LSC coupe, and the 1986 Mark VII coupe. I’m a little surprised that I haven’t written about at least one Town Car.

1987 Buick GNX coupe

There are (many) eighties cars that no one is convinced have a following, and then there is the Buick GNX. Unlike many of the unloved cars I write about, I doubt there’s anything new I can add to the discourse about the GNX. Still, I can’t not cover it. And … thank you, Kendrick Lamar, for the GNX exposure.

“A high-performance investment for the fortunate 500.”

1987 Buick GNX advertisement
1987 Buick GNX advertisement

The story is familiar to many of us. Buick’s Grand National performance variant of the Regal had been around since 1982, and it had gotten steadily more powerful, gaining a standard turbo V6 in 1984, and an intercooler in 1986. For 1987, Buick announced the GNX, which stood for Grand National Experimental.

Buick built cars with Grand National interiors and sent them to American Specialty Cars (ASC). The GNX added a performance suspension with a torque bar and a GNX-only rear differential cover. Its exterior featured functional front-fender louvers, and 16-inch aluminum mesh wheels with black-out faces and GNX center caps, which were equipped with Goodyear Eagle “Gatorback” tires—245/50VR-16 in front and 255/50VR-16 in the rear.

Most importantly, the GNX included a massaged version of Buick’s LC2 3.8 liter/231 ci turbo V6, making 276 bhp and paired with a four-speed automatic transmission with overdrive. Improvements to the engine over the standard turbo included a Garrett T3 turbocharger with ceramic impeller and a GNX-specific heat shield, a larger capacity intercooler, reprogrammed engine management, and a low-restriction exhaust.

Straight-line acceleration was outstanding for the day—Car and Driver recorded a 0-60 time of 4.7 seconds, with the quarter mile flying by in 13.5 seconds. The GNX handled well for a Regal, but that wasn’t really the point. Mileage ratings were 15 city/23 highway by the day’s standards (about 13 city/21 highway by today’s measures), which triggered the dreaded gas guzzler tax—$650 in this case.

The GNX was not inexpensive—the window sticker showed $29,290 (about $84,400 in 2025 dollars), with the GNX option alone listed as $10,995. Essentially, moving from a Grand National to a GNX added more than 50% to the price.

By 1987, a Grand National came reasonably well-equipped, with Sport mirrors, air conditioning, a leather-wrapped Sport steering wheel, a full-length operating console, and reclining front bucket seats included. A GNX came standard with many comfort and convenience features that were optional on the Grand National, including tungsten-halogen headlamps, electric door locks, power windows, electronic cruise control, tilt steering column, a six-way power driver’s seat, and the top-of-the-line UX1 stereo with graphic equalizer.

Options & Production Numbers

Buick built a mere 547 examples of the GNX—production was always intended to be quite limited. As far as I can tell, there were no factory options.

The View From 2025

According to Hagerty’s valuation tools, all the money for a 1987 Buick GNX coupe in #1/Concours condition is an astounding $257,000, with a far more normal #3/Good condition version going for $110,000.

The GNX has enthusiastic forum support, and there is intense collector interest. GNX coupes are sometimes available in the Hemmings Motor News classifieds, at online auctions such as Bring a Trailer that cater to the eighties car market, and at in-person auctions such as Barrett-Jackson and Mecum.

Make mine Black, of course.

Last updated in February 2025.

1984 Dodge Daytona Turbo Z hatchback coupe

“The American sports car has just grown up.”

1984 was the first year for Dodge’s Daytona. Built on the K-car platform but with a shorter wheelbase, the Daytona was now Dodge’s sportiest car, upending the Shelby Charger. The Turbo Z was the top-of-the-line of three available Daytona versions.

The Daytona Turbo and Turbo Z‘s standard powertrain was the Turbo I 142 bhp 2.2 liter/135 ci inline four with fuel injection and a turbocharger paired with a five-speed manual transmission. A three-speed automatic transmission was optional ($439). Mileage with the hot setup (turbo and manual) was 20 city/27 highway by the day’s standards (18/25 by 2025 measures), while the 0-60 time was about 8.5 seconds. Moving to the three-speed automatic killed highway mileage, making the ratings 20 and 23. With a 14-gallon gas tank, a five-speed Daytona’s owner could expect a range of 270 to 295 miles with a 10% fuel reserve.

1984 Daytona Turbo Z advertisement

Standard exterior and mechanical equipment on the Daytona Turbo (priced at $10,227 or about $32,400 in today’s dollars) included dual horns, a performance handling package, quick ratio power steering, power brakes, and 195/60R15 Goodyear Eagle GT tires (a size still readily available) on 15-inch cast aluminum wheels. Inside, performance front bucket seats, dual remote power mirrors, a leather-wrapped Sport steering wheel, a center console, and an AM radio with a digital clock were included.

Moving up to Turbo Z ($11,454 or about $36,300 in 2025 dollars) added two-tone paint, a deeper front air dam, extended ground effects, and a specific three-piece rear spoiler.

Options & Production Numbers

Optional equipment included air conditioning ($737), cruise control ($179), tilt steering column ($110), power windows ($185), power door locks ($125), a range of stereos, and a Premium Speaker System ($132). With all the trimmings, a Turbo Z could fairly easily get to $13,200 or so or about $41,800 in today’s dollars—almost exactly what a 2023 Dodge Challenger R/T costs.

Dodge moved almost 50,000 Daytonas in the 1984 model year. The closely related Chrysler Laser actually sold more units in its first two years.

However, Chrysler Corporation must have been disappointed—this was an era where the Chevrolet Camaro, Ford Mustang, and Pontiac Firebird were routinely selling in the hundreds of thousands (the three models combined for 530,000 sold in 1984). By 1987, the Laser would be gone, with the Daytona hanging on through the 1993 model year after a few pretty good years in the late 1980s.

DaytonaLaserSales

Initial reception to the Daytona was good—Car and Driver called it “America’s first legitimate front-wheel-drive muscle car.”

The View From 2025

Daytonas sometimes appear in the Hemmings Motor News classifieds, on eBay Motors, or on Bring a Trailer (BaT has auctioned eleven in the last four years).

Make mine the Red/Silver two-tone, please.

Other sporty Chrysler corporation products I have written about include the 1984 Chrysler Laser hatchback coupe, the 1985 Dodge Shelby Charger hatchback coupe, and the 1985 Dodge Omni GLH hatchback sedan.

Last updated April 2025.