1985 Chevrolet Celebrity Eurosport coupe

“Celebrity precision.”

1985 was the second year for the Eurosport version of Chevrolet’s Celebrity. Designated as RPO ZV8, the Eurosport followed one year after the introduction of Pontiac’s STE version of the 6000. Among the notable changes for 1985 was the addition of multi-port fuel injection for the H.O. V6, along with hydraulic motor mounts for all engines.

Powertrains, Performance, & Standard Equipment

Despite its sporting pretensions, the Eurosport came standard with the same LR8 Iron Duke 92 bhp 2.5 liter/151 ci inline four with throttle-body fuel injection and four-speed manual that was the base powertrain on “civilian” Celebrities. Many Eurosport buyers upgraded to the LB6 H.O. 130 bhp 2.8 liter/173 cu V6 ($435), which was paired with a choice of a three-speed automatic ($425) or a four-speed automatic ($600).

With the H.O. engine and the four-speed automatic, 0-60 times were a little over 10 seconds in the 2,700 pound Eurosport. Fuel economy was decent with the same powertrain—19 city/28 highway by the day’s standards (17/26 by 2025 standards). With a 16.4-gallon gas tank, a Eurosport owner could expect a range of 320 to 345 miles with a 10% reserve.

Eurosport coupe pages from the 1985 Chevrolet Celebrity brochure
Eurosport coupe pages from the 1985 Chevrolet Celebrity brochure

Standard exterior and mechanical equipment on the $8,301 Eurosport coupe (about $25,000 in today’s dollars) included blackout exterior trim, a red accent stripe, fast-ratio power steering, a “special” version of the F41 sport suspension with gas-charged struts and shocks, and P195/75R-14 blackwall all-season steel-belted radial tires on 14 x 5.5 inch Rally wheels. Inside, blackout instrument panel trim and a Sport steering wheel were included—otherwise, a low-optioned Eurosport looked plain inside.

Standard equipment on all Celebrity coupes included “front-drive” (still worth noting in 1985 advertisements), rack and pinion steering, and power front disc/rear drum brakes. Inside, coupe buyers got a two-passenger cloth front bench seat with a center armrest, side window defoggers, and an AM push-button radio with dual front speakers.

Options & Production Numbers

With standard equipment relatively spare, many options were available for the 1985 Celebrity Eurosport coupe. Exterior and mechanical options included Custom Two-Tone paint ($148), tinted glass ($110), dual remote sport mirrors ($91), P195/70R-14 Goodyear Eagle GT blackwall tires ($60), and aluminum wheels ($306).

Inside, cloth reclining front bucket seats ($147), a console ($105), a Gage Package with trip odometer ($64), electronic speed control ($175), power door locks ($125), power windows ($185), air conditioning ($730), and a Comfortilt steering wheel ($110) were all available. Five different optional radios were available, with the top-of-the-line being the UX1 ETR AM stereo/FM stereo radio with seek and scan, cassette player with search and repeat, clock, graphic equalizer, and extended range sound system ($504).

A loaded Eurosport coupe could frequently near $12,000—real money in those days and about $36,400 now.

Production numbers for the 1985 Eurosport coupe are hard to come by, but we do know that Chevrolet sold a total of 29,010 Celebrity coupes in that year. The sedan (239,763 sold) and the wagon (86,149) did far better.

The View From 2025

Eurosports of any type rarely appear in the Hemming’s Motor News classifieds or on eBay Motors, and one has yet to be seen on Bring a Trailer.

Make mine Dark Blue Metallic, please.

Other A-bodies I’ve written about in this blog include the 1983 Pontiac 6000 STE sedan, the 1986 Buick Century sedan, and the 1989 Chevrolet Celebrity sedan—I guess I owe the Oldsmobile Cutlass Ciera some attention.

1981 Mercedes-Benz 380 SEL sedan

“Most capable cars in 95 years”

For 1981, Mercedes-Benz’s big W126 S-Class sedan made its way into the North American market after a year of sales in Europe. There were two offerings—a 300 SD diesel sedan and a 380 SEL with an extended wheelbase. The BMW 733i and the Jaguar XJ6 Series III were putative competitors, though the new Mercedes was considerably more expensive.

The 380 SEL’s only available powertrain was the M116 155 bhp 3.8 liter/234 ci V8 with Bosch K-Jetronic fuel injection paired with a four-speed automatic transmission. Road & Track clocked a 0-60 time of 10.1 seconds in a car with a 3,800-pound curb weight while mileage was 17 mpg by the day’s standards. With a relatively large 23.8-gallon fuel tank, range was between 330 and 365 miles with a 10% reserve.

1981 Mercedes-Benz 380 SEL and 300 SD advertisement
1981 Mercedes-Benz 380 SEL and 300 SD advertisement

The 380 SEL listed for an eye-watering $44,298—about $165,900 in today’s dollars (a modern S 580 4MATIC sedan starts at $128,600). Standard exterior and mechanical included tinted glass, halogen head lamps, an automatic power antenna, power assisted four-wheel disc brakes, power steering, and Michelin XVS 205/70HR-14 tires (a size still available) on 14-inch light alloy wheels. Interior equipment included 8-way electrically adjusted front seats, an electrically adjustable rear seat, a choice of leather or velour upholstery, cruise control, climate control, electric windows, a central locking system, and an electronic AM/FM stereo radio with a cassette player.

Options, Production Numbers, & Period Reviews

Since the 380 SEL came loaded, there were not a lot of options beyond the exterior and interior colors. An electrically operated sliding roof ($795) and heated seats ($360) were available.

Production numbers are hard to come by, but an estimated 20,000 380 SELs were imported into the United States for the 1981 model year. Period reviews were extremely positive—Road & Track concluded theirs with “quite simply, Mercedes’ new S-class is a class unto itself.”

The View From 2025

There is excellent club support for the 380 SEL, as there is for almost all Mercedes-Benz’s. That same club support warns potential buyers against the M116 engine’s notorious timing chain issues, though I believe nearly all of the original single chains have been replaced with double chains by now. There’s also frequent mention that the 380 SEL’s climate control did not meet the standards of domestic luxury car manufacturers in the early eighties.

That said, the W126 is frequently cited as the best S-class ever made—substantially improving over the already impressive W116.

According to Hagerty’s valuation tools, all the money for a 1981 Mercedes-Benz 380 SEL in #1 condition is $42,600, with a more normal #3 condition car going for $13,400. 380 SELs frequently appear for sale in the Hemming’s Motor News classifieds, on eBay Motors, and on Bring A Trailer.

Make mine Astral Silver Metallic, please.

Other Mercedes-Benz models I have written about included the 1980 450SL convertible, the 1985 380SL convertible, the 1985 300SD coupe, the 1986 560SEC coupe, and the 1989 560SL convertible.

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.

Interesting Eighties Vehicles at the 2025 Barrett-Jackson Scottsdale

Barrett-Jackson‘s signature annual Scottdale auction finished on January 26th. In the middle of 2021, I gave up trying to chronicle every eighties vehicle sold at any particular auction—there’s often an endless sameness to them. So, I now only write about the cars and trucks that are less seen at auction. Below are five of the 2,000 or so vehicles sold at Scottsdale that attracted my eye, described and discussed with a little more detail than usual.

Exterior photo of 1982 Buick Rivera convertible Indy 500 pace car
1982 Buick Riviera,
image linked from Barrett-Jackson’s website

[Lot 113] 1982 Buick Riviera convertible Indianapolis 500 pace car. One of two custom-built for the 1983 Indy 500, with tan two-tone paint and brown leather/suede front bucket seats—a look that resembled, but did not precisely match the 1983 Riviera XX Anniversary coupe. 410 bhp (stock turbo Rivieras never got to half of that) 4.1 liter/252 ci V6 with sequential fuel injection and twin turbochargers, a three-speed automatic, and 12,000 miles—did someone actually daily drive this car at some point, or were most of these shakedown miles? The $47,000 hammer price has to represent an all-time high for a sixth-generation Riviera, though Bring a Trailer and Hagerty are now both showing values in the high $30k range for very nice stock examples.

1980 Datsun 200SX,
image linked from Barrett-Jackson’s website

[140] 1980 Datsun 200SX SL coupe. Satin Blue Metallic with blue cloth/vinyl front bucket seats. Z20 100 bhp 2.0 liter/120 ci inline four with fuel injection, a three-speed automatic, and unstated mileage. $10,000 for a nice-looking example of a car I haven’t seen any examples of in about three decades—despite almost 93,000 being sold in the 1980 model year alone. I should probably write about the 200SX soon [update—I did].

1980 Ford Pinto,
image linked from Barrett-Jackson’s website

[151] 1980 Ford Pinto Squire two-door station wagon. White with woodgrain vinyl bodyside and liftgate paneling and Vaquero cloth front bucket seats. Lima 88 bhp 2.3 liter/135 ci inline four with a two-barrel carburetor, a three-speed automatic, and an indicated 9,500 miles. $6,500 for one of the last and most expensive of the star-crossed Pintos. Who saved this car?

1984 Chevrolet Camaro,
image linked from Barrett-Jackson’s website

[1524.2] 1984 Chevrolet Camaro Z/28 hatchback coupe. Dark Gold Metallic with Camel Custom cloth front bucket seats. L69 “H.O.” 190 bhp 5.0 liter/305 ci V8 with a four-barrel carburetor paired with a five-speed manual (not the four-speed in the on-line listing—those went away after 1982). Eighties Camaros are far from rare at auction (Barrett-Jackson had seven this year), but I loved that this Z/28 had been preserved in its very 80s colors—no red or black here. $13,000 is right at Hagerty’s #3/Good condition money.

1987 Porsche 959, image linked from Barrett-Jackson’s website

[1381] 1987 Porsche 959 Komfort coupe. Silver Metallic with burgundy leather front bucket seats with a silver stripe pattern. 260 bhp 2.8 liter/174 ci flat six with fuel injection, twin turbochargers, and twin intercoolers, a six-speed manual, and 4,000 miles. At $1,325,000, by far the highest eighties vehicle sale at this year’s Barrett-Jackson Scottsdale—almost half a million ahead of an admittedly gorgeous 1989 Porsche 911 Carrera Reimagined by Singer. According to Hagerty, this is merely #3/Good condition money for a Komfort—did someone get a (relative) bargain?

What eighties vehicles did you like at this year’s Barrett-Jackson Scottsdale?