1982 Oldsmobile Toronado Brougham coupe

Barrett-Jackson’s second Northeast auction at the Mohegan Sun casino in Connecticut in late June 2017 included a 1982 black Oldsmobile Toronado Brougham coupe with a tan interior, a 5.0 liter/307 ci V8, an automatic, and 12,000 miles. It sold for $10,000. I can’t remember the last time I’ve seen an eighties Toronado up for auction, though the “sister” Buick Riviera and Cadillac Eldorado are often present. Time to write a blog entry, methinks.

“Nothing ordinary”

For 1982, Oldsmobile gave up on the (slightly) sportier XSC variant that they had offered for two years and made the Brougham the only available version of the Toronado. Changes included a new chrome/argent grille with more horizontal bars, a new memory seat option with two memory positions, a revised instrument panel, and a new optional radio.

The standard engine was the LC4 125 bhp 4.1 liter/252 ci V6 with a Rochester four-barrel carburetor. Optional power included the LV2 140 bhp 5.0 liter/307 ci V8 with a Rochester four-barrel carburetor at no additional charge and the (don’t do it!) LF9 105 bhp 5.7 liter/350 ci diesel V8 ($825). A four-speed automatic transmission with overdrive was standard with all three engines. The Toronado was not light—curb weight was 3,705 pounds—so even with the more powerful V8, 0-60 mph took about 13 seconds. With the gasoline V8, mileage was rated at 16 city/27 highway by the standards of the day; with the 21.1-gallon fuel tank, Toronado owners could expect to travel about 400 miles with a 10% fuel reserve.

Standard exterior and mechanical equipment included in $14,462 base price (about $38,000 in today’s dollars) included power disc brakes and P205/75R15 tires (still readily available) on 15 by 6-inch steel wheels. Inside, air conditioning, cruise control, tilt steering wheel, and divided cloth seats were standard. Options included Twilight Sentinel ($57), Tempmatic air conditioning ($50), power Astro Roof with sliding glass panel, and leather seats.

Oldsmobile Toronado Brougham page from the 1982 Oldsmobile full-line brochure

Oldsmobile sold 33,928 1982 Toronado Broughams, down from over 42,000 the previous year. In 1982, Buick sold 42,823 Riviera coupes along with another 1,246 convertibles while Cadillac sold 52,018 Eldorado coupes, so the Toronado was not holding up its end of the E-body platform bargain.

Third-generation Toronados from 1979 to 1985 have a following, though (a little strangely) models after 1980 are not rated in Hagerty’s valuation tools. These Toronados sometimes show up for sale in the Hemmings Motor News classifieds and on eBay Motors. When I wrote this blog entry in July 2017, Hemmings was listing a 1983 Toronado Brougham with a champagne exterior and red cloth seats for $9,900.

I like these big front-wheel-drive coupes, though I think the Toronado may have too closely resembled the Eldorado for its own good—something that had not been true in the 1960s. Make mine Medium Slate Firemist, please.

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1981 Pontiac Firebird Trans Am coupe

“Soul Survivor”

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.

Firebird pages of the 1981 Pontiac brochure, linked for the Old Car Manual Project’s amazing brochures pages.

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.

1985 Ford LTD LX sedan

“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).

LX pages from the 1985 LTD brochure, linked from the Old Car Manual Project’s amazing brochure pages.

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.

Make mine Medium Charcoal Metallic, please.

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1980 Pontiac Grand Am coupe

“One exhilarating road machine”

The last of the rear wheel drive Grand Ams came in 1980. Unlike in 1978 and 1979, the sedan was no longer available—only the coupe remained.

The standard engine in non-California cars was the L37 155 bhp 4.9 liter/301 ci V8 with four-barrel Rochester carburetor and electronic spark control (California cars got the Chevrolet-sourced LG4 150 bhp 5.0 liter/305 ci V8). The only transmission available was a three-speed Turbo-Hydramatic TH200 automatic transmission. Mileage was 17 city/25 highway by the standards of the day. With the 18.1-gallon fuel tank, range was about 340 miles with a 10% fuel reserve. Period performance tests of the Grand Am are hard to come by, but 0-60 mph likely came in around 9 seconds.

New features for 1980 included a revised soft-fascia front end with three sections per side, an Ontario Gray lower accent color for the exterior, a silver upper body accent stripe, larger wraparound black-out tail lamps, and larger front and rear stabilizer bars for the optional ($45) Rally RTS handling package.

Standard exterior and mechanical equipment on the $7,299 car (about $24,500 in 2018 dollars) included dual sport mirrors, dual horns, power steering, power front disc/rear drum brakes, and 205/75R14 black sidewall radial tires (a size still readily available) on Rally IV cast aluminum wheels. Inside, Grand Am purchasers could expect cut-pile carpeting, custom vinyl front bucket seats with center floor console, rally gages with clock embedded in a brushed aluminum instrument panel, and a custom sport steering wheel.

Available exterior and mechanical options included a power sunroof—either metal ($561) or glass ($773), dual remote sport mirrors ($73), Soft-Ray tinted glass ($107), and electric rear window defroster ($107). Inside, air conditioning ($601), power door locks ($93), power windows ($143), a six-way power driver’s seat ($175), a tilt steering wheel ($81), automatic cruise control ($112), and an AM/FM stereo radio with stereo cassette player ($272) were all available. A nicely configured Grand Am could easily push past $9,600—real money in 1980 and over $32,000 in today’s dollars.

Page from 1980 Pontiac full-line brochure, linked from the Old Car Manual Project’s amazing brochures section.

Grand Ams didn’t sell at all well in 1980—Pontiac moved only 1,647 of them, after selling almost five times as many coupes only two years prior in 1978. Despite this, Pontiac would not give up on the Grand Am name—it would be back in 1985 as a small front-wheel-drive coupe.

Most of the Grand Ams being collected are the larger and more powerful first-generation Colonnade versions sold from 1972 to 1975. You do occasionally see second-generation Grand Ams for sale in the Hemming’s Motor News classifieds and on eBay Motors. I haven’t seen a Grand Am from this generation for many years.

Make mine Starlight Black, please.

Other G-bodies covered in this blog include the 1981 Oldsmobile Cutlass Supreme coupe, the 1983 Chevrolet Malibu sedan, and the 1984 Buick Regal Grand National coupe.

Updated December 2018.

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1984 Buick Regal Grand National coupe

Last Sunday morning, I saw a Grand National actually being driven. The silhouette was distinctive even from a quarter of a mile away. Strangely, they look tall and even a little bit fragile in 2015.

“The hottest Buick this side of a banked oval.”

1984 was the first year that Buick offered a Grand National package for the Regal. The Regal T Types had debuted in 1983, but the Grand National definitely kicked things up a notch.

The star was, of course, the engine. For 1984, Buick’s turbocharged 3.8 liter/231 ci V6 gained sequential fuel injection, bumping horsepower up from 180 bhp to an even 200 bhp. Paired to a four-speed automatic transmission, 0-60 came in a little under 8 seconds. Mileage was 18 city/22 highway by the standards of the day (16/20 by 2015 standards). With an 18-gallon fuel tank, range was between 290 and 325 miles with a 10% fuel reserve.

Standard mechanical equipment on the $13,400 Grand National (about $32,100 in today’s dollars) included power brakes, power steering, dual exhausts, performance rear axle, Gran Touring suspension, and P215/65R15 blackwall tires on black-accented aluminum wheels. A Grand National’s exterior equipment included a turbo “power bulge” on the hood, dual mirrors, dual horns, front air dam, rear decklid spoiler, and that distinctive black paint with black accents—responsible for the “Darth Buick” nickname. Air conditioning, Lear Siegler cloth/leather seats, a tachometer, a turbo boost gauge, and a leather-wrapped steering wheel were all included inside.

Optional equipment included dual remote sport mirrors ($30), electric rear defogger ($140), touch climate control air conditioning ($150), tilt steering ($110), power windows ($185), Twilight Sentinel ($57), and electronic tuning AM/FM stereo radio with cassette and graphic equalizer ($605).

1984 Buick Regal Grand National flyer, linked from the Old Car Manual Project’s amazing brochures section.

Buick Regal Grand Nationals have a fanatical following. According to Hagerty’s valuation tools, all the money for a 1984 Grand National in #1 condition is an astounding $38,700, with a more normal #3 condition car going for $12,700. Grand Nationals frequently show up for sale in the Hemmings Motor News classifieds and on eBay Motors. As I write this in July 2015, there’s a 1986 with 28,000 miles available for $28,000.

I don’t have to tell you what color I want mine in.

1985 Chevrolet Caprice Classic Station Wagon

For Independence Day 2015, here’s an all-American eighties wagon from thirty years ago.

“Big wagon convenience that drives like a Caprice.”

1985 was a year of refinement for Chevrolet’s full-size wagon. The standard engine was Chevrolet’s LG4 5.0 liter V8, uprated to 165 bhp but still struggling to haul around about two tons and eighteen feet of metal. Paired with a four-speed automatic transmission, fuel economy was 15 city/22 highway by the standards of the day (14/20 by today’s standards). With the 22 gallon fuel tank, range was about 365 miles with a 10% reserve.

The full-size Chevrolet interior was also modernized for 1985, with an updated satin finish dash design that added the ability to use more capable DIN style radios instead of the previous two-knob style.

Standard exterior and mechanical equipment on the $10,714 wagon (about $24,500 in today’s dollars) included power steering, power brakes (disk front/drum rear), a three-way tailgate with power window, heavy-duty front and rear suspension, a Delco Freedom II battery, full wheel covers, and white-striped P225/75R-15 all-season radial tires.

Inside, Quiet Sound Group, a quartz electric clock, a headlamp-on reminder chime, a lockable glove box with light, a full-width front bench seat with center armrest, a third row seat, and an AM push-button radio with dual front speakers were all part of a base Caprice Classic wagon.

Exterior and mechanical options included Estate Equipment ($307), roof carrier ($110), rear air deflector ($40), power tailgate lock ($50), heavy duty battery ($26), heavy duty cooling ($40), engine block heater ($20), cornering lamps ($55), and high and low beam halogen headlamps ($22).

Inside, buyers could add air conditioning ($730), electronic speed control ($175), Comfortilt steering wheel ($110), power windows ($185), power door locks ($125), deluxe rear compartment decor ($59), and a GM-Delco ETR AM/FM stereo radio with seek and scan, cassette tape, clock, graphic equalizer and extended range sound system ($394).

Page from 1985 Chevrolet full-size brochure, linked from the Old Car Manual Project’s amazing brochures section.

Chevrolet sold almost 56,000 Caprice Classic  wagons in the 1985 model year, marking about 21% of total full-size Impala/Caprice production. I sense that there actually are a few folks preserving these cars, but they certainly aren’t common at shows. You do sometimes see Caprice wagons for sale in the Hemming’s Motor News classifieds and on eBay Motors: as I write this in July 2015, there’s a rather rough white wagon with a burgundy interior and 77,000 miles listed on eBay.

Make mine Dark Blue Metallic please.

1981 Oldsmobile Cutlass Supreme coupe

 “America’s favorite Cutlass for flair, value and price”

For 1981, the exterior of Oldsmobile’s Cutlass Supreme coupe was substantially revised, with a lowered front, a slightly higher decklid, and quad headlamps. With the new styling, aerodynamic drag dropped by about 15%.

The standard engine remained the 110 bhp 3.8 liter/231 ci V6 with a Rochester M2ME two-barrel carburetor. The optional engines, a 4.3 liter/261 ci V8 with a Rochester M2MC two-barrel carburetor ($50) and a 5.7 liter/350 ci diesel V8 ($695!), both had (this makes no sense) five less horsepower than the V6. A three-speed automatic transmission was the only transmission available. The Cutlass Supreme was stylish, but slow—0-60 came in a little under 15 seconds. Mileage with the V6 was 21 city/30 highway by the standards of the day (17/22 by today’s standards); with an 18.1-gallon fuel tank, a Cutlass Supreme owner could expect a range of about 315 to 415 miles with a 10% fuel reserve.

Standard equipment on the $7,484 Cutlass Supreme (about $22,200 in today’s dollars) included power steering, power front disc brakes, and P195/75R14 steel-belted radial-ply blackwall tires (a size still available thanks to Hankook and Kumho) on 14-inch wheels. Inside, a deluxe steering wheel, an instrument panel with simulated butterfly walnut veneer, and a custom sport bench seat with a choice of vinyl or cloth were included.

Moving up to the $7,969 Brougham added snazzier exterior moldings, full wheel discs, and a divided cloth velour tufted bench seat.

Optional exterior and mechanical equipment included cast-aluminum wheels, tungsten halogen high beam headlamps, engine block heater, limited-slip differential, power antenna, dual sport mirrors, electric rear window defogger, and removable glass roof panels ($695). Inside, you could add either Four-Season or Tempmatic air conditioning, Tilt-Away steering wheel, cruise control, power windows, power door locks, bucket seats, digital or regular electric clock, and a series of radios.

Cutlass Supreme page from the 1981 mid-size Oldsmobile brochure

The Cutlass Supreme sure was popular—Oldsmobile sold almost 189,000 of them in the 1981 model year along with another 94,000 Cutlass Supreme Brougham coupes for a total of over a quarter of a million. Olds made it well known that the Cutlass brand overall continued to be the most popular car in the United States.

A few folks are collecting these cars, but they still aren’t common at shows. You do see Cutlass Supremes for sale in the Hemming’s Motor News classifieds and on eBay Motors. As I update this blog entry in February 2019, there’s a Dark Claret Metallic 1980 Cutlass Supreme Brougham coupe with dark claret velour seats, a 5.0 liter/307 ci V8 with a four-barrel carburetor, and 162,000 miles listed on Hemming‘s for $13,900.

Make mine Dark Blue Metallic, please.

Updated February 2019.

1988 Cadillac Cimarron sedan

This afternoon I was walking in the University City portion of Philadelphia and I saw a later Cadillac Cimarron driving towards me in surprisingly good shape. As good a reason as any to finally complete this blog entry.

“… built for those who consider driving a sporty pastime.”

It is an article of faith in the automotive world that General Motors often finally gets a car right just before killing it. Examples that spring to mind are the last of the Pontiac Fieros and the last of the Cadillac Allantés. However, in the case of the Cadillac Cimarron, all GM was able to do was make it less awful and embarrassing.

The only engine available for 1988 was the 125 bhp LB6 2.8 liter/173 ci V6 with multi-port fuel injection. When paired with the standard five-speed manual transmission, mileage was 20 city/29 highway by the standards of the day (18/27 by today’s standards). A three-speed automatic transmission was optional and rated at 20 city/27 highway. 0-60 in the 2,800-pound car came in about 9.5 seconds with the manual transmission and about 10.5 seconds with the automatic transmission.

The $16,071 base price (about $33,500 in today’s dollars) included standard exterior and mechanical features such as power brakes, power steering, power mirrors, intermittent windshield wipers, and 13-inch aluminum wheels. Air conditioning, leather seating areas, a leather steering wheel, a tachometer, and an AM/FM stereo radio with four speakers were all standard in the interior.

Options included a sunroof, cruise control, power door locks, power windows, six-way power seat, tilt steering wheel, and the Delco-GM Bose Symphony Sound System.

Exterior styling that was at least somewhat more differentiated from the Chevrolet Cavalier sedan than the earliest Cimmarons had been. A more aggressive and distinctive grille had been added in 1984, the front end had been lengthened in 1985, and ribbed lower body cladding had appeared in 1986.

Cimarron pages from the 1988 Cadillac brochure

By 1988, sales of the Cimarron had completely collapsed. After a first year peak of almost 26,000 unit sold in the 1982 model year, sales dropped to a sad 6,454 in the Cimarron’s final model year.

I have yet to see a Cimarron at a serious antique car show—they’re treated by Cadillac folks like Ford folks treat the Mustang II from the 1970s—but I’m betting some intrepid soul will save one and bring it back for judging. You occasionally see them for sale in the Hemming’s Motor News classifieds and on eBay Motors: as I write this in June 2015, there’s a Glacier Blue 1987 Cimarron with a Dark Blue leather interior and 11,300 miles listed on Hemmings for $14,900.

1980 Chevrolet Corvette coupe

“How many other cars can you name at a single glance?”

For the 1980 model year, the Corvette’s long-running “shark” body style was substantially redesigned for the third time since its debut in the 1968 model year. The front and rear bumper caps were modified with integrated spoilers that decreased the drag coefficient by 14% to 0.443. Chevrolet engineers also managed to remove 167 pounds of curb weight from the Corvette by reducing the thickness of body panels and using aluminum for more parts.

There were two engine options for all states but California, both 5.7 liter/350 ci small blocks with four-barrel carburetors: the standard 190 bhp L48 and the optional ($595) 230 bhp L82. The four-speed manual transmission was only available with the L48—the L82 and the California-only 180 bhp 5.0 liter/305 ci LG4 could only be combined with the three-speed automatic transmission. Fuel economy was 14 city/20 highway by the standards of the day with either 350 ci and either transmission. With the relatively rare (about 12% of production) L82 and automatic transmission combination, 0-60 came in about 7.5 seconds.

For the $13,140.24 base price at the beginning of the model year (about $42,800 in 2015 dollars), Corvette buyers got T-tops, power disc brakes, power steering, dual sport mirrors, and a choice of transmissions. Inside, air conditioning, power windows, a tilt-telescopic steering column, an AM/FM radio, and a choice of either cloth/leather or all leather interior were all standard.

Exterior and mechanical options included aluminum wheels ($409) and power antenna ($56). Inside, buyers could add power door locks ($140), cruise control ($123), rear window defogger ($109), and dual rear speakers ($52). 1980 would be the last year that the AM/FM stereo radio with 8-track player ($155) would be more popular than the AM/FM stereo radio with cassette player ($173).

Cover of the 1980 Chevrolet Corvette brochure, linked from the Old Car Manual Project’s amazing brochures section.

The redesign probably kept Corvette sales from dropping as much as they otherwise would have, but they were still off more than 13,000 units from 1979 as the shark aged. The tagline for Car and Driver‘s review of the 1980 Corvette was “America’s only sports car, but that doesn’t excuse everything.”

There is strong club support for the 1980 Corvette, as there is for all Corvettes. According to Hagerty’s valuation tools, all the money for a 1980 Corvette with the L82 engine in #1/Concours condition is $30,200, with a more normal L48-engined car in number #3/Good condition going for $13,500. 1980 Corvettes often show up in the Hemming’s Motor News classifieds and on eBay Motors—as I write this in June 2015, there’s a white one with a red leather interior and 67,000 miles available for $14,000. Make mine just like that, please.

1983 Ford Mustang GT convertible

I was driving westbound on the Schuylkill Expressway in Philadelphia this morning and saw a Fox Mustang convertible (red exterior, black top). A good enough reason to write a blog entry about these attractive cars.

“It’s not just a convertible … it’s a Mustang.”

For 1983, the big news for the Ford Mustang was the return of the convertible for the first time since the 1973 model year. Introduced on November 5th, 1982, the convertible was available only in the luxury GLX trim and the performance GT trim—lower-end L and GL trims remained with the notchback coupe (L and GL) and the hatchback coupe (GL). The GLX was also available only with V6 and V8 engines (no inline four—turbo or not—would sully the drop-top experience).

The V6 engine choice for the GLX was the Essex 112 bhp 3.8 liter/231 ci with a two-barrel carburetor. Optional on the GLX ($595 additional) and standard on the GT was (of course) the Windsor 175 bhp 4.9 liter/302 ci V8 with a four-barrel carburetor.

Starting at $9,449 (about $24,200 in today’s dollars) and rising significantly during the middle of the model year to a non-trivial $12,467 (about $31,600 in 2018 funds, which is almost exactly what a 2019 Mustang EcoBoost convertible starts at), the GLX did come reasonably well equipped. Standard external and mechanical features included power front disc brakes, tinted glass, and an automatic transmission. Standard interior equipment included light group and AM radio.

The GT version of the convertible listed for $13,479 (about $34,600 in 2018 dollars). Standard external and mechanical features included power front disc brakes, power steering, rear spoiler, and a five-speed manual transmission. Standard interior equipment included an AM radio.

All 1983 Mustangs included dual rectangular halogen headlamps, a modified MacPherson strut front suspension, front disc/rear drum brakes, and rack and pinion steering. Inside, full instrumentation (tachometer, trip odometer, fuel/temperature/oil/alternator gauges), full vinyl bucket seats, and a cigarette lighter were included.

The Mustang option list was long. Inside, air conditioning ($724), speed control ($170), power locks ($160), tilt steering wheel ($105), and AM/FM stereo radio with a cassette player ($199) were all available.

All 1983 Mustang convertibles came with a power top, and all windows rolled down—an emphasis Ford frequently made in reference to the Chrysler K car convertibles.

Convertible pages from the 1983 Ford Mustang brochure, linked from the Old Car Manual Project’s amazing brochures section.

The 1983 Ford Mustang convertible sold reasonably well considering its expense (the GT convertible stickered for 45% more than the GT hatchback). For that year, it probably saved total Mustang sales from dropping below 100,000—helping hold that off until 1991. Between 1983 and 1993, Ford would sell over a quarter of a million of the pony car convertibles.

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There is strong club support for the 1983 Mustang, as there is for all Mustangs except the mid-seventies Mustang IIs. According to Hagerty’s valuation tools, all the money for a 1983 Mustang GT convertible in #1/Concours condition is $21,000, with a more normal number #3/Good condition car going for $7,900. 1983 Mustangs often show up in the Hemming’s Motor News classifieds and on eBay Motors—as I update this in February 2019, there’s a 1983 Mustang GLX convertible with a white top, a white vinyl interior, a V8, and 25,000 miles available for $11,700.

Make mine Medium Red, please.

Updated February 2019.