1985 was the final year for the Ferrari 308 (the 328 would follow in 1986). Ferrari’s least expensive two-seater was also overshadowed in the public view by the release of its big brother Testarossa.
The engine was Ferrari’s Tipo F105AB 2.9 liter/179 ci V8 with Bosch K-Jetronic fuel injection and four valves per cylinder (thus Quattrovalvole), making 230 bhp and mated with a five-speed manual transmission. In the 3,200 pound GTB, this was good for period 0-60 times of under 7 seconds. Mileage was pretty awful compared to some of the 308’s fuel-injected competition—10 city/16 highway by the standards of the day (9/15 by today’s standards). With an 18.5-gallon gas tank, 308 owners could expect a chastening 200 to 215 mile range with a 10% fuel reserve.
Standard exterior and mechanical equipment on the $54,000 GTB (about $134,000 in 2020 dollars) included four-wheel disc brakes, rack and pinion steering, and 16-inch alloy wheels. Inside, leather bucket seats, power windows, tinted glass, and a heated rear window were all included. Available options included metallic paint, a deep front spoiler, a satin black finished aerofoil at the rear of the roof, 16 x 8 inch Speedline wheels with Pirelli P7 tires, air conditioning, and cloth seat centers.
The lovely Pininfarina styling that made its first appearance in 1975 had aged well with relatively few changes. Debuting for the 1983 model year, the Quattrovalvole could be differentiated from previous 308s by the addition of a slim black louvered panel on the hood to aid radiator exhaust air exit and a redesigned radiator grille with rectangular driving lights on each side. Also new were power-operated side mirrors carrying small enamel Ferrari badges and rectangular side repeaters. The interior also received some minor updates, such as a satin black three-spoke steering wheel with a triangular center.
Values for the 308 have gone up and down over the last decade. According to Hagerty’s valuation tools, all the money for a 1985 Ferrari 308 GTB Quattrovalvole in #1/Concours condition is currently $97,000 with the targa-top GTS in the same condition getting $80,000 (the GTB is far rarer, at about 20% of overall Quattrovalvole production). Prices drop significantly for more normal #3/Good condition cars—$58,000 for a GTB and $47,500 for a GTS. Ferrari 308s frequently show up for sale in the Hemmings Motor News classifieds and at auction. As I write this in March 2020, there’s a 1984 Rosso Corso GTS QV listed for $65,000.
Make mine RossoCorso, of course. Is there really a question?
In its final year, Oldsmobile’s Omega variant of GM’s X-car received few changes. The grille now consisted of horizontal stripes with vertical park/signal lamps, and there were new bumper treatments.
The Omega’s standard powertrain continued to be an LR8 “Iron Duke” 92 bhp 2.5 liter/151 ci inline four with electronic fuel injection paired with a four-speed manual transmission. Powertrain options included the LE2 112 bhp 2.8 liter/173 ci V6 ($250) and a three-speed automatic transmission ($425). Mileage with the 2.8 liter V6 and the automatic was 21 city/33 highway by the standards of the day (17/24 by today’s standards). With a 14.6-gallon fuel tank, an Omega’s owner could expect a range of between 270 and 350 miles with a 10% fuel reserve.
Standard equipment on the $7,832 (about $19,900 in 2019 dollars) Oldsmobile Omega sedan included front-wheel-drive, power front disc/rear drum brakes, P185/80R13 steel-belted radial tires (now a trailer size) on 13-inch wheels, deluxe wheel discs, custom bench seating, and a fold-down center armrest.
Moving up to the $8,104 Omega Brougham added a stand-up hood ornament, lower bodyside moldings, and a deluxe steering wheel.
The $675 ES package (RPO W48) remained available in 1984 as an upgrade for the Brougham, but only 224 were ordered. By far the sportiest version of the Omega, the ES included a suspension with higher-rate front and rear springs, firmer front and rear shock absorbers, and thicker stabilizer bars. In an attempt to appear more European, the ES2500 was the version with the 2.5 liter inline four, while the ES2800 was the version with the 2.8 liter V6. Both versions got a blacked-out grille.
Exterior and mechanical options on all Omegas included a glass-panel sunroof ($300), power steering, and high-capacity cooling. Inside, cruise control, power windows, and a four-season air conditioner were available.
Omega sales were significant, but not great, and they had been dropping steadily from the 1981 peak of almost 148,000 (including over 101,000 sedans). Oldsmobile produced 41,874 Omega sedans in the 1984 model year—small potatoes compared to all the other Oldsmobile sedans available (Firenza, Cutlass Ciera, Cutlass Supreme, Delta 88 Royale, and Ninety-Eight Regency).
I haven’t seen an Omega on the streets in well over a decade and they rarely show up in the Hemming’s Motor News classifieds or eBay Motors. I’m also pretty sure I’ve never seen one shown, though I’m not betting against that happening at some point.
Hemmings is making a go at auctions. One of their first offerings is a white 1982 Mercury Capri RS coupe with red vinyl bucket seats, a Windsor 157 bhp 4.9 liter/302 ci V8 with a Motorcraft 356CFM two-barrel carburetor, a four-speed manual, and 33,000 miles. That’s enough to get me to generate an update to this four-year-old post about the later 1986 version.
“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/140 ci in-line four with a Carter YFA one-barrel carburetor mated to a four-speed manual transmission. Power options for the GS included the Essex 120 bhp 3.8 liter/231 ci V6 with fuel injection and the (wonderful) Windsor 200 bhp 4.9 liter/302 ci V8 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 V6 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 four combination that I’m not convinced that anyone bought to 17/25 for the “big daddy” five-speed manual paired with the V8.
Performance with the 2.3 liter four 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 V6 paid significant performance dividends, dropping the 0-60 time by about 3.5 seconds. Of course, the V8 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 $19,700 in 2019 dollars). For that money, the Capri came relatively well equipped by mid-1980s standards. External features included halogen headlamps, tinted glass, and the distinctive bubble-back rear hatch with rear-window defroster. Mechanical equipment included power steering, power brakes, and P195/75R14 tires (still available thanks to Hankook and Kumho) on 14-inch wheels with turbine wheel covers. 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 $25,800 in today’s dollars) and added the V8 mentioned above, dual exhaust, and P225/60VR15 tires (a size still readily available) 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.
When I’m out running early on weekday mornings, I often see an eighties Malibu sedan driving along the Lincoln Highway in Bryn Mawr. Time to update this elderly post.
“… a beautiful and practical choice …”
The 1983 Malibu was the final rear-wheel-drive Malibu and the last Malibu of any kind until the 1997 model year. For 1983, Chevrolet eliminated the Malibu Classic designation and reverted to Malibu as the single trim level, which you could get in either a four-door sedan or a five-door wagon.
Standard motivation for the 3,100 to 3,200-pound sedan (weight largely depended on engine choice) was provided by the evergreen LD5 3.8 liter/231 ci V6 with a two-barrel carburetor hooked up to a three-speed automatic transmission, making 110 bhp and getting 20 city/29 highway by the standards of the day. Power options included two different diesels (a $500 V6 and a $700 V8 that just about no one purchased) and the LG4 150 bhp 5.0 liter/305 ci V8 with a Rochester E4ME four-barrel carburetor rated at 18 city/26 highway. With an 18.1-gallon fuel tank, the owner of a V8 Malibu could expect a range of 325 to 360 miles. Performance was not exactly sparkling: 0-60 took a little over 11 seconds with the V8.
Standard exterior and mechanical equipment on the $8,084 Malibu V6 sedan (about $21,100 in today’s dollars or a little under what a 2019 Malibu L costs) included quad rectangular headlamps, high-energy ignition, a Delco Freedom II battery, power front disc/rear drum brakes, power steering, and P185/75R14 glass-belted radial tires (a size currently available thanks to Hankook) on 14-inch wheels. Inside, a base Malibu came spare—highlights were a vinyl bench seat, a cigarette lighter, a locking glove compartment, and a day/night rearview mirror.
Moving to the V8 brought the Malibu sedan’s base price up $225 to $8,309 (about $21,700 in 2019 dollars). Options that were ordered in more than 50% of 1983 Malibus included air conditioning (the most expensive option at $725), tinted glass ($105), remote left-hand side-view mirror ($22), and rear window defogger ($135).
Interestingly, you could still order some performance-oriented options for the Malibu even in its final year. A limited-slip differential ($95), performance rear axle ($21), gauge package with trip odometer ($95), heavy-duty battery ($25), heavy-duty cooling, rally wheels ($108), and the F40 heavy-duty suspension ($26) were all available, though I’m not convinced they found a lot of buyers among the total of 117,426 Malibus purchased in 1983.
This generation of Malibu does come up for sale every once in a while in the Hemming’s Motor News classifieds or on eBay Motors, but there were no reasonably stock sedans available when I updated this blog entry in June 2019.
1982 was the final model year that the X1/9 coupe that had debuted in 1974 was sold under the Fiat name—after that, it would be marketed under the Bertone name as Fiat withdrew from the United States. The X1/9 was small; at 156.3 inches in length, it was more than three inches shorter than today’s Fiat 124 Spider.
With its wedge shape, the X1/9 was part of a design trend in inexpensive sports coupes that included the Triumph TR7/TR8, the Pontiac Fiero, and the Toyota MR2.
The only powertrain available on the X1/9 continued to be a 75 bhp 3.5 liter/91 ci inline four with Bosch L-Jetronic fuel injection paired with a five-speed manual. An X1/9 owner could expect a 0-60 time of a little over 11 seconds in a coupe with a curb weight of 2,209 pounds.
Mileage wasn’t as good as you would think: rated at 26 city/37 highway by 1982 standards (20/26 by today’s calculation). With a 12.7-gallon gas tank, the driver of an X1/9 could expect a range of between 265 and 360 miles with a 10% fuel reserve.
Standard equipment on the $10,900 X1/9 (about $29,400 in today’s dollars or about what a 2019 Fiat 124 Spider Abarth convertible goes for) included pop-up headlights, a removable targa roof, rack-and-pinion steering, four-wheel disc brakes, and Pirelli Cinturato P3 P165/70R13 tires (a size still available thanks to Vredestein) on 13 x 5.5 inch wheels. Inside, bucket seats, a four-spoke padded steering wheel, a lockable glove box, and full instrumentation were included.
Options included metallic paint, tinted glass, air conditioning, and an AM/FM stereo radio.
The X1/9 has a following in both its Fiat and Bertone versions. According to Hagerty’s valuation tools, all the money for a 1982 X1/9 in #1/Concours condition is $19,800, with a more normal #3/Good car going for $6,300. X1/9s come up for sale every once in a while in the Hemming’s Motor News classifieds or on eBay Motors. As I write this in February 2019, there’s a 1979 Black Metallic X1/9 with tan/black vinyl seats and 83,000 miles available for $10,500.
While dropping my parents off at church this Sunday morning, I saw a stock-appearing facelifted fourth-generation Grand Prix with two-tone paint out of the corner of my eye—heading west on the Lincoln Highway. As good a reason as any to finally complete this blog post that I’ve been working on for over six months.
“… a Pontiac classic …”
1987 marked the final model year for the G-body Grand Prix coupe—it would be replaced in 1988 by an all-new W-body front-wheel-drive model. Changes were few; the Grand Prix portion of Pontiac’s 1987 brochure emphasized a new sport steering wheel and new 45/55 seats for the LE.
The standard Grand Prix powertrain continued to be the LD5 110 bhp 3.8 liter/231 ci V6 with a two-barrel carburetor paired with a three-speed automatic. Optional engines included the LB4 140 bhp 4.3 liter/263 ci V6 with fuel injection ($200 and available with either a three-speed or a four-speed automatic) and the LG4 150 bhp 5.0 liter/305 ci V8 with a four-barrel carburetor ($590 and only available with a $175 four-speed automatic). With the V8, a Grand Prix owner could expect a 0-60 time of a little over nine seconds in a coupe with a shipping weight of 3,231 pounds.
Mileage wasn’t good with any engine/transmission combination: the best was the 4.3 liter/four-speed automatic combination with 19 city/26 highway (17/24 by today’s standards). Predictably, the V8 was the worst, at 17 city/24 highway—with a 13.6-gallon gas tank the owner of a V8 Grand Prix could expect a range of between 225 and 250 miles with a 10% fuel reserve.
Standard equipment on the $11,069 Grand Prix (about $25,300 in 2019 dollars) included power steering, power front disc/rear drum brakes, and P195/75R14 blackwall tires (a size still available thanks to Hankook and Kumho) on 14-inch wheels. General Motors was moving to option groups in the late eighties, and the base Grand Prix had two. Option Group I $1,313) included dual sport sideview mirrors, body side moldings, air conditioning with Soft Ray tinted glass, a tilt steering wheel that was also a luxury cushion steering wheel, and a Delco ETR AM/FM stereo radio. Option Group II ($1,867) added cruise control, lamp group, controlled cycle windshield wipers, power door locks, and power windows.
Moving up to the LE ($11,799) added dual sport sideview mirrors, 45/55 notchback seats in Pallex cloth, and a four-spoke sport steering wheel. For the LE, Option Group I ($1,844) included body side moldings, air conditioning with Soft Ray tinted glass, a tilt steering wheel, cruise control, lamp group, controlled cycle windshield wipers, power door locks, power windows, a visor vanity mirror, and a Delco ETR AM/FM stereo radio. Option Group II ($2,117) added halogen headlamps, a deck lid release, and a power driver’s seat, and made the visor vanity mirror illuminated.
The top-of-the-line Brougham ($12,519) added 45/55 notchback seats in Majestic cloth, power windows, special trim, and a luxury cushion steering wheel. Option Group I ($1,874) for the Brougham included body side moldings, air conditioning with Soft Ray tinted glass, a tilt steering wheel, a power driver’s seat, cruise control, lamp group, controlled cycle windshield wipers, power door locks, a visor vanity mirror, and a Delco ETR AM/FM stereo radio. Option Group II ($2,078) added halogen headlamps, cornering lamps, luggage compartment trim, a deck lid release, dual remote mirrors, and a dome reading lamp, and added illumination to the visor vanity mirror. A Brougham with Option Package 2, the V8, and the four-speed automatic came to a non-trivial $15,362 (about $35,100 in today’s dollars or about what a 2019 Buick Regal Avenir sedan goes for).
Individual exterior and mechanical options included a rally-tuned suspension ($50), a power sunroof ($925), a hatch roof with removable glass panels ($905), a power antenna ($70), two-tone paint ($205 to $295) and turbo-finned cast aluminum wheels ($246). Inside, you could get bucket seats with recliners and console ($292 with Ripple cloth in the base coupe, $69 with Pallex cloth in the LE, or $369 with leather in the LE), and a rally gauge cluster with tachometer ($153) along with a range of stereos up to a Delco ETR AM/FM stereo radio with cassette and graphic equalizer ($450).
The 1987 Grand Prix did not sell well—sales were about 41% of the 1986 total, and, at 16,542, the typical Pontiac dealer sold more Grand Ams, 6000s, Bonnevilles, Sunbirds, Firebirds, and Fieros.
Evidently (based on my observation this morning) someone is saving these cars! Hagerty declines to value any Grand Prix after 1977, but this generation does come up for sale every once in a while in the Hemming’s Motor News classifieds or on eBay Motors. As I write this in February 2019, there’s a 1985 Silver/Medium Gray two-tone Grand Prix LE with gray cloth notchback seats, a 3.8 liter/231 ci V6, an automatic, and 54,000 miles available for $12,900.
For 1980, Plymouth’s Volaré got a new grille but was otherwise little changed aside from a few new options. 1980 would be the Volaré’s last year—the Reliant would replace it in 1981.
The Volaré’s standard engine for 1980 continued to be Chrysler’s evergreen 3.7 liter/225 ci Slant Six with a Holley one-barrel carburetor, making 90 bhp and giving a 0-60 time of a little over 16 seconds. Optional power was (of course) the 5.2 liter/318 ci V8 with a Carter two-barrel carburetor, making 120 bhp and costing an additional $211. A three-speed manual was standard with the six, but a TorqueFlite automatic was required with the V8. Mileage with the three-speed manual and the six was (ooog) 16—with the 18-gallon fuel tank, a Volaré driver could expect a 260-mile range with a 10% fuel reserve.
Standard exterior and mechanical equipment on the $5,422 Volaré station wagon (about $18,200 in today’s dollars) included power front disc/rear drum brakes, a torsion bar front suspension, and P195/75R14 glass-belted radial-ply tires. Inside, a heater, a defroster, a three-spoke steering wheel, an all-vinyl bench seat, and an AM radio were included.
Exterior and mechanical options included halogen headlamps ($37), a power liftgate ($24), a luggage rack ($91), a rear wiper/washer system ($64), and cast aluminum road wheels ($287). Inside, air conditioning ($543), automatic speed control ($106), electronic digital clock with a fluorescent display ($55), carpeting in the rear ($69), lockable storage bins ($24), and a range of stereos were available.
A Premier package ($831) added woodtone trim on the body sides, rear gate, instrument panel, and glove box door, along with a hood ornament, deluxe wheel covers, and 60/40 individually adjustable vinyl seats. You could also get (but few did) the $721 Sport Wagon package, which included fender flares, front air dam, tape stripes, black grille highlights, dual sport mirrors, Tuff three-spoke color-keyed steering wheel, and eight-spoke road wheels with trim rings. Finally, the Handling/Performance package ($385) included heavy-duty shocks, Firm-Feel power steering, and FR70x14 Aramid-belted radial tires.
Like almost every Chrysler product in 1980, sales of the Volaré station wagon were not good. At 16,895, they were well less than half of 1979’s total of 44,085. Sales would recover substantially with the release of the Reliant station wagon in 1981.
Plymouth Volarés and Dodge Aspens were once common on American roads, but have virtually disappeared by now. You do occasionally see them for sale in the Hemming’s Motor News classifieds and on eBay Motors, but there are no Volaré station wagons out there as I write this in August 2018.
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 Delco 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—even as an option). 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). With a 14-gallon fuel tank, the owner of a base Citation could expect a range of between 325 and 365 miles with a 10% field reserve.
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 (approximately $16,900 in 2019 dollars—about what base 2019 Chevrolet Cruze L 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.
The 1985 Citation II did not sell—overall sales in this last year fell to a mere 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.
1987 was the last year for Mercury’s version of Ford’s Escort. The Escort would soldier on for many more years (through model year 2002), but from 1988 forward the smallest American-built Mercury would be the Topaz. For 1986 and 1987, the top of the line Lynx was the XR3 hatchback coupe.
The Lynx XR3‘s standard powertrain was a “High Output” 115 bhp 1.9 liter/113 ci inline four with Bosch fuel injection paired to a five-speed manual transmission. Mileage was good—25 city/34 highway by the standards of the day (about 22 city/31 highway by 2018 standards). Acceleration was reasonably quick: 0-60 came in about 10 seconds in the approximately 2,400-pound car. With a 13-gallon fuel tank, Lynx XR3 drivers could expect a range of from 310 to 345 miles with a 10% fuel reserve.
Standard exterior and mechanical equipment on the $8,808 Lynx XR3 (about $20,100 in today’s dollars and close to what a 2018 Fiesta ST hatchback costs) included an asymmetrical grille, aerodynamic front air dam with built-in fog lamps, wide wheel flairs, rear spoiler, dual power mirrors, and P195/60R15 Goodyear Eagle GT tires (a size still readily available) on 15-inch cast-aluminum wheels. Inside, cloth sport bucket seats, power steering, leather-wrapped steering wheel, and locking fuel filler door with remote release were included.
Standard equipment on every Lynx included front wheel drive, rack-and-pinion steering, independent four-wheel suspension, aero halogen headlamps, low-back individual reclining seats, and a folding rear seat.
Exterior and mechanical options included tinted glass ($105), rear window wiper/washer ($126), and engine block heater ($18). Inside, air conditioning ($688), speed control ($176), and tilt steering wheel ($179) were available.
The final-year Lynx didn’t sell very well: a total of 39,039 in a year when Ford sold 374,765 Escorts. First-generation Escorts and Lynx’s were once so prevalent on American roads, but have virtually disappeared by now. You do occasionally see Lynx’s for sale in the Hemming’s Motor News classifieds and on eBay Motors, but there were none out there as I write this in July 2018.
Writing a blog entry on cars from 1980 that Hagerty considers to be collectible reminded me that I should probably do an entry on the last of the MGBs.
“The Classic Breed”
1980 was the final year for MG’s MGB convertible, which had been in production since 1962.
Changes for 1980 were minimal. The standard powertrain remained the 62.5 bhp (not 62 or 63!) 1.8 liter/110 cubic inch inline four with Zenith 150 CD4T carburetor paired with a four-speed manual transmission. 0-60 mph came in a leisurely 16 seconds in the 2,400-pound car. Mileage was pretty good by the standards of the day: 16 city/30 highway. With a 13-gallon fuel tank, an MGB driver could expect a range of about 270 miles with a 10% fuel reserve.
Standard exterior and mechanical equipment on the $7,950 MGB (about $27,100 in today’s dollars) included rack and pinion steering, power front disc and rear drum brakes, and 165/80-14 radial tires on 14-inch wheels. Inside, vinyl bucket seats, a center console, a locking glovebox, and a clock were standard.
Optional equipment included an electrically-operated overdrive for the transmission, center-lock wire wheels, a luggage rack, and various radios with either 8-track or cassette players included.
The Limited Edition that had debuted in 1979 remained available and popular, with 6,668 produced over the two years. In addition to black paint, the Limited Edition included silver body stripes, 5-spoke alloy wheels, air dam, boot and tonneau covers, chrome luggage rack, leather padded 3-spoke steering wheel, Limited Edition dash plaque, and Limited Edition thresholds.