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.
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 production SLs got a drivers-side airbag. About 11,100 buyers took home this last of the line example, which benefited from having very little real competition.
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/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; despite the claims of Mercedes-Benz, 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.
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.
1981 was the last year for the second-generation Firebird and thus also the final year for the second-generation Trans Am. With the third-generation cars on the way, Pontiac’s eleven-year-old F-car got only minor changes. The “screaming chicken” decal on the hood was now two colors, compared to the four color decal from 1979 and 1980. Not much could be done about the general lack of space efficiency (the EPA rated the Firebird as a subcompact car), the relatively high weight (about 3,300 pounds when the Mustang weighed about 2,800), and the fairly primitive technology.
The standard Trans Am powertrain was the L37 150 bhp 4.9 liter/301 ci V8 with a four-barrel carburetor matched with an automatic. The only choice for Trans Am purchasers who wanted a manual transmission was the Chevrolet-built LG4 145 bhp 5.0 liter/305 ci V8 with a four-barrel carburetor, but you did get a $147 credit.
The top engine was the $437 LU8 200 bhp 4.9 liter/301 ci V8 with four-barrel carburetor and turbocharger, which included a new hood-mounted boost gauge. A Turbo Trans Am would accelerate from 0-60 in a little over eight seconds. Fuel mileage was predictably bad—14 mpg by the standards of the day for the combination of the turbo engine and the automatic. With a 21-gallon fuel tank, Trans Am owners could expect to travel about 260 miles before refueling.
Standard exterior and mechanical equipment included in the $8,322 base price of the Trans Am (about $24,300 in today’s dollars) included black accent grille and headlamp bezels, dual rectangular headlamps, wheel opening air deflectors, side-split tailpipe extensions, shaker hood, power brakes, and P225/70R15 blackwall tires (a size still readily available) on Rally II wheels. Inside, power steering, air conditioning, console, bright engine-turned dash plate, and rally gauges with tachometer were standard.
The Trans Am Special Edition package cost $735 additional—$1,430 bundled with t-tops. There was also a special edition of the Special Edition—the NASCAR Daytona 500 Pace Car, resplendent in oyster white with a black and red interior. It included the LU8 turbocharged engine, the WS6 special performance package, four-wheel power disc brakes, and limited slip differential. Inside, the most notable upgrade from other Trans Ams was Recaro seats—among the best available from any manufacturer in 1981. All this extra content was a good thing because the NASCAR Daytona 500 Pace Car listed for $12,257; about $35,700 in 2017 dollars.
Options available for the Trans AM included the WS6 special performance package, limited slip differential, tungsten quartz halogen headlamps, white-lettered tires, cast aluminum wheels, four-wheel power disc brakes, power antenna, electric rear window defroster, and custom bucket seats.
Long neglected by the collector market and with most now used up, late second-generation Trans Ams in good or great shape are starting to get interesting numbers at auctions. A black and gold 1981 Trans Am went for $19,000 at Mecum’s May 2017 auction in Indianapolis. According to Hagerty’s valuation tools, all the money for a 1981 Trans Am in #1 condition is $38,200. A more normal #3 condition version is valued at $13,600.
Make mine the black and gold Special Edition, of course. The NASCAR Daytona 500 Pace Car is tempting, if only for those Recaro seats.
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 (15/22 by today’s standards), 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 275 to 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 (a size now tough to find) 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 loadedGSL-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 condition car 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.
A co-worker of mine casually mentioned that he owns a beige 1989 Chevrolet Celebrity sedan. That’s enough for me to write a blog entry.
“contemporary front-drive technology”
For 1989, Chevrolet’s Celebrity mid-size sedans and wagons were little changed. The major news was that the five-speed manual transmission that (very) few bought was no longer available and that the coupe had been discontinued.
Standard power on the Celebrity remained the Tech IV 98 bhp 2.5 liter/151 ci inline four with throttle-body fuel injection. The LB6 125 bhp 2.8 liter/181 ci V6 with multi-port fuel injection was available for $610. A three-speed automatic transmission was standard on both engines, but buyers of the V6 could add a four-speed automatic for an additional $175.
With these two engines and curb weights in the 2,750 to 2,800-pound range, the Celebrity was not a fast car. 0-60 mph with the four was a little over 13 seconds, while V6 owners got to 60 mph about two seconds faster.
Mileage with the base four was 23 city/30 highway (21/28 by today’s standards) while owners of the top-of-the-line V6/four-speed automatic combination could expect 20 city/29 highway. With a 15.7-gallon fuel tank, Celebrity V6 drivers could expect a range of between 310 and 350 miles with a 10% fuel reserve.
Standard equipment on the $11,495 Celebrity (about $24,100 in 2019 dollars or about what a 2019 Chevrolet Malibu LS sedan goes for) included power steering, power brakes, 14-inch wheels on P175/75R14 tires (a size now tough to find), and a Delco AM/FM stereo radio with digital clock. Adding the V6 and the four-speed automatic brought the price up to $12,280, or about $25,700 in today’s dollars.
By 1989, Chevrolet was moving to Preferred Equipment Group option packages as a way to reduce the number of equipment combinations. The Celebrity’s option packages were:
Air conditioning, auxiliary lighting, exterior moldings, floor mats—($931 with the 2.5 liter inline four/$957 with the 2.8 liter V6)
Air conditioning, auxiliary lighting, exterior moldings, floor mats, power door locks, gauge package, cruise control, tilt steering wheel, and intermittent windshield wipers—($1,565 with the 2.5 liter inline four/$1,591 with the 2.8 liter V6)
Air conditioning, auxiliary lighting, exterior moldings, floor mats, power door locks, gauge package, cruise control, tilt steering wheel, and intermittent windshield wipers, sport remote mirrors, AM/FM stereo cassette with digital clock, power trunk opener, and power windows—($2,062 with the 2.5 liter inline four/$2,088 with the 2.8 liter V6)
Adding the Preferred Equipment Group 3 to a Celebrity with the V6 and the four-speed automatic brought the price all the way up to $14,368, or about $30,100 in today’s dollars.
The most glamorous option for the Celebrity continued to be the $230 Eurosport package, which included the F41 sport suspension and 14-inch rally wheels on P195/75R14 tires. The exterior featured blacked out window trim and red center stripes on the protective rubber door and bumper molding; fender and trunk emblems were red rather than the standard chrome. Eurosports also featured unique red emblems on the interior door panels and dash and a black steering wheel.
Other optional equipment included two-tone paint ($55), aluminum wheels ($195), an engine block heater ($20), cloth bucket seats with a console ($257), and a six-way power driver’s seat ($250).
1989 would end up being the last year for the Celebrity sedan—the wagon would soldier on for one more year. I think of these cars as honest but basic; they aren’t really being collected, though I did see an early (1982-1985) coupe at an AACA show a few years ago. Celebrities sometimes show up for sale in the Hemmings Motor News classifieds or on eBay Motors—as I updated this entry in February 2019, there was a 1988 Gray Celebrity wagon with 24,000 (!) miles for sale in Hemmings for $6,500.
For some reason, one of my local supermarkets often has interesting eighties cars. Today, there was a Mercedes-Benz 300CD Turbo casually parked among the crossovers—good enough reason for this blog entry.
“A singular new achievement”
1985 was the last year for Mercedes-Benz’s mid-size W123 models—they would be followed by the substantially revised and very different looking W124 models in 1986.
For 1985, the 300CD Turbo powertrain continued to be the fuel-injected 125 bhp 3.0 liter five cylinder turbodiesel connected to a four-speed automatic transmission. At about 3,360 pounds, these were not fast cars—0-60 mph took about 15 seconds. Fuel economy was 22 city/25 highway by the standards of the day—19/23 by today’s standards. With the 21.1 gallon fuel tank, the driver of a 300CD could expect almost 450 miles of range with a 10% reserve.
Base price for the 300CD Turbo was a non-trivial $35,220—about $81,700 in today’s dollars. You did get a lot of standard equipment: power steering, power brakes, halogen headlamps, halogen fog lamps, and light alloy wheels were all included. Inside, power windows, power door locks, cruise control, intermittent windshield wipers, eight-way power front bucket seats, electronic climate control, and an AM/FM stereo with cassette player and power antenna were standard.
There were few options on the 300CD Turbo: leather upholstery and a power sunroof (optional at no extra cost) were available.
W123 models definitely have a following, especially the relatively rare coupes and the 300TD wagons. According to Hagerty’s valuation tools, all the money for a 1985 300CD in #1/Concours condition is $16,900, with a more normal #3/Good condition car going for $8,400. 300CDs sometimes show up for sale in the Hemmings Motor News classifieds and on eBay Motors, often with mileage well over 200,000.
I like these coupes, with their smooth hardtop lines and their reasonable size. Make mine Astral Silver Metallic, I think.
“Because Mr. Bondurant shouldn’t have all the fun.”
Late in the 1984 model year, Ford added a performance-oriented model to the Fairmont-based LTD line. The LX was loosely based on a few sedans that Bob Bondurant had cobbled together for use at his high-performance driving school.
The engine was Ford’s 165 bhp 4.9 liter/302 ci Windsor V8 with electronic fuel injection. The only transmission available was a four-speed automatic transmission. 0-60 came in a respectable 9 seconds—faster than the Dodge 600ES and competitive with the Pontiac 6000 STE. Mileage was 19 city/23 highway by the standards of the day (17/22 by today’s standards). With a 16-gallon fuel tank, range was between 280 and 300 miles with a 10% reserve.
For 1985, the LX wore the updated nose and tail that came along with all 1985 LTDs. Standard exterior and mechanical equipment in the $11,421 LX (about $26,500 in 2016 dollars) included quad rectangular halogen headlamps, power brakes, a Traction-Lok rear axle, a rear stabilizer bar, and P205/70HR Goodyear Eagle tires (a size still readily available) on 14-inch styled road wheels. Inside, dual power mirrors, lumbar-support bucket seats, a center console with a floor shifter for the transmission, brushed aluminum trim on the dash bezels, an upgraded instrument cluster with tachometer, a Tripminder computer, and an AM radio with dual front speakers (ah, the glamor!) were included.
Options included cast aluminum wheels ($224), air conditioning ($743), power windows ($272), power locks ($213), and an electronic AM/FM stereo radio with cassette ($409).
Like some other interesting Ford performance cars from the 1980s (I’m thinking of you, Mustang SVO), LTD LX‘s did not sell well, with only 3,260 sold over the 1984 and 1985 model years (there would be no 1986 LX). Likely because of the limited production numbers, you rarely see them in the Hemmings Motor News classifieds or on eBay Motors. There is some enthusiast support.