Last month, my wife and I took a 6,281 mile “jaunt” in my eighties car – a 29 1/2 year old 1985 Light Blue Metallic Chevrolet Corvette coupe.
Last year, Lauren challenged me, causing me to me to write this … screed in May 2013:
“It’s Not The Same As It Was In 2004 …
… I took the 1985 out for some miles today and I noticed some things.
It’s a more tenuous feeling taking her out than it was in 2004. Of course, that was 33,000 miles ago, but the car seems more … fragile. I’m mindful of all that sweat equity (mine and many others) in it and the knowledge that it is now so … old. Less and less early C4s on the road for any reason and she’ll be thirty (!) years old in November 2014.
The car judges well and drives acceptably but the problems remain present and they are a litany: the “dumb as a bag of rocks” computer, the creaks and rattles in the interior, the passenger side power window near death, the console light that keeps slowly melting the console plastic, the seats and steering wheel not far from a recovery, the repaint that is who knows how many thousands of miles out, the characteristic droops on both front and rear bumpers that will need to be fixed with the repaint. They’re known problems and they can get fixed: but some of them (seats, repaint, bumpers) will require cubic dollars.
I saw a white 1980 or 1981 Z28 with blue graphics (I believe the only way you can tell them apart is to get close enough to see the VIN’s length) out driving in June 2014, not once but twice. It wasn’t quite in show condition, but it still looked pretty sharp, and you so rarely see these cars on the road these days. We’ll go with the 1980 version for this post because it had slightly more horsepower.
“The Maximum Camaro.”
For 1980, the aging second-generation Chevrolet Camaro (the title of Car and Driver‘s road test for the 1980 Z28 was a cruel “A medieval warrior on the path to a rocking chair“) received some updates, including exterior styling changes and a more powerful engine for the Z28. Not much could be done about the general lack of space efficiency (the EPA rated all Camaros as subcompact cars), the relatively high weight, and the fairly primitive technology.
The standard Z28 powertrain for states other than California was the LM1 5.7 liter/350 ci V8 with a four-barrel Rochester carburetor and 8.2:1 compression matched with a four-speed manual transmission (a three-speed automatic was available for $63). At 190 bhp, this engine had the most horsepower seen in any Camaro since 1974 (sigh). For 1980, Chevrolet engineers added a solenoid-driven air intake to the back of the redesigned hood scoop.
Car and Driver managed to get the 3,660-pound Z28 with the four-speed from 0-60 in 8.5 seconds with a 120 mph top speed. Fuel mileage was predictably bad—14 city/21 highway by the day’s standards. With a 20.9-gallon gas tank, a Z28 owner could expect a range of 270 to 295 miles with a 10% fuel reserve.
Z28 pages from the 1980 Chevrolet Camaro brochure
The Z28‘s base price was $7,121—about $30,600 in today’s dollars. Standard exterior and mechanical equipment included heavy-duty shocks and springs, body color Sport mirrors, a front air dam, a rear spoiler, and P225/70R15 white-lettered radial tires (a size still readily available) on body-colored 15-inch wheels. Inside, power steering, full gages, center console, cut-pile carpeting, and vinyl bucket seats were standard. No radio of any sort was included, with Chevrolet’s assumption likely being that the average Z28 buyer would look for assistance from Crutchfield and others for their sound.
Options & Production Numbers
External options included 15 x 7-inch cast aluminum wheels ($184), tinted glass ($68), and removable glass roof panels ($695). Inside, you could add air conditioning ($566), an intermittent windshield wiper system ($41), an electric rear window defogger ($107), automatic speed control ($112), power door locks ($93), power windows ($143), a Comfortilt steering wheel ($81), and nine different radios including an AM/FM stereo radio with a stereo cassette player ($272).
Although Z28 sales were good in 1980, they did not match 1979’s numbers. Chevrolet sold 45,137 Z28s in the 1980 model year, making them almost 30% of total Camaro production.
The View From 2025
Long neglected by the collector market and with most now used up, late second-generation Z28s in good or great shape now get interesting numbers at online and in-person auctions. According to Hagerty’s valuation tools, all the money for a 1980 Z28 with the LM1 motor, the four-speed manual, and T-tops in #1/Concours condition is $60,100. A more normal #3/Good condition version is valued at $23,400. Second-generation Camaros have good club support and are often available in the Hemmings Motor News classifieds, on eBay Motors, and on Bring a Trailer.
Make mine Red, I think. Surprisingly—at least to me—the most popular Camaro color in 1980 was Dark Blue.
1983 was the first year for Chevrolet’s S-10 Blazer SUV (along with its sister, the GMC S-15 Jimmy). Intended as a smaller complement to the full-sized K5 Blazer that had been in production since 1969, the S-10 Blazer found a ready market. Styling was good—derivative of the K5, but clean and appropriate for the size.
For 1983, the S-10 Blazer’s standard power was provided by the LQ2 83 bhp 2.0 liter/122 ci inline four with a two-barrel carburetor. Optional power was quite a step up: the $243 LR2 110 bhp 2.8 liter/173 ci V6 with a two-barrel carburetor was available (and very popular) and required power steering (an additional $247). Mileage with the V6 and the four-speed automatic transmission was 17 city/23 highway by the day’s standards (15/22 by today’s measures). With a 20.1-gallon fuel tank, a Blazer owner could expect a range of between 335 and 360 miles with a 10% fuel reserve.
The S-10 Blazer buyer had a choice of two or four-wheel-drive, with four-wheel-drive costing an additional $1,194. The four-wheel-drive versions came with the all-new “Insta-Trac,” meaning the driver could shift into (or out of) four-wheel-drive High at any speed. Selecting four-wheel-drive Low (for very slippery, rough, or steep terrain) required stopping the Blazer.
Cover of the 1983 Chevrolet S-10 Blazer brochure
Three trim levels were offered: base, Tahoe, and Sport. Standard equipment on base version ($9,423 with four-wheel-drive or approximately $30,900 in 2025 dollars) included P195/75R15 tires on 15-inch wheels, a heater, high back vinyl bucket seats, and color-keyed rubber floor mats. For $576, moving up to the Tahoe trim upgraded the truck with chrome trim, wheel trim rings, carpeting, and a gauge package.
At $944, the top-of-the-line Sport trim included features such as wheel trim rings, two-tone paint, color-keyed bumpers, reclining front seat backs, a console, a Sport steering wheel, a gauge package, and additional sound insulation.
Options & Production Numbers
Optional equipment included air conditioning ($690), cruise control ($185), a tilt steering wheel ($105), the Operating Convenience Package ($300 for power windows and power door locks), and an AM/FM stereo cassette ($555). Mechanically, you could get the Off-Road Package ($571 with the Tahoe or Sport trim), the Heavy-Duty Trailering Package ($193), and the Cold-Climate Package ($69 with the upper-level trims and air conditioning).
All of these options meant you could make an S-10 Blazer rather pricey—I fairly easily configured a four-wheel-drive Sport with the V6 and the four-speed automatic transmission to $15,039 or about $49,000 in today’s dollars.
First-year S-10 Blazer sales were quite strong, with over 106,000 sold of an all-new model that dropped over 1,500 pounds in curb weight compared to its big brother.
The View From 2025
You rarely see S-10 Blazers for sale in the Hemming’s Motor News classifieds. They are more prevalent on eBay Motors, but seeing one that has not been significantly modified is unusual. The advent of Bring a Trailer has brought more stock S-10 Blazers to the fore.
Make mine the Cinnamon Red/Sable Black two-tone—just like the one on the brochure cover.
For somewhat unclear reasons, this was my most popular post on this blog for several years. Because of this, I updated it about five years ago to reflect both changes in my posting style and substantial improvements in available data.
“… the personal flair of a distinctive coupe.”
1987 was the final model year for Chevrolet’s Caprice Classic coupe, with only 3,110 made. Beginning in 1988, the Caprice would soldier on with just the sedan and wagon, as the once very popular big American coupes continued to lose favor.
The standard power team on the coupe (and sedan) was the LB4 140 bhp 4.3 liter/262 ci V6 with throttle-body fuel injection and a three-speed automatic transmission. Mileage was rated at 18 city/23 highway by the day’s standards (16/22 by modern measures).
Optional power was the LG4 165 bhp 5.0 liter/305 ci V8 with a four-barrel carburetor paired with a four-speed automatic transmission (I see what you did there, Chevrolet). In 1987, this combination was rated at 18 city/25 highway (16/23 by 2025 standards). With a large 25-gallon fuel tank, you could reasonably expect a comfortable range of about 440 to 480 miles with a 10% fuel reserve—impressive for a 3,600-pound full-size car back then. Even with the V8, these cars were not fast—0-60 came in about 10.5 seconds.
Coupe pages from the 1987 Chevrolet Caprice Classic brochure
Standard equipment for the $11,392 coupe (about $33,000 in today’s dollars) included power steering, power brakes, halogen headlights, and P205/75R15 all-season radial tires (a size still readily available) on 15-inch wheels. Inside, a full-width cloth bench seat, Quiet Sound Group, and an AM radio were standard.
Optional equipment included air conditioning ($775), cruise control ($175), power door locks ($145), power windows ($210), power seats ($240 each), power trunk opener ($50), a 50/50 split-front seat ($195), and AM/FM stereo cassette with graphic equalizer ($435).
Flights of Fancy
I have fun sometimes (often?) building a “unicorn” configuration for these old cars. When I was working at the local Chevrolet dealership in the mid-eighties, I dreamed up a Caprice S. Here’s what optional equipment it would have required, all still available in 1987:
F41 Sport Suspension (includes a rear stabilizer bar, 15-inch by 7-inch wheels, and sportier shock absorbers)
LG4 5.0 liter/305 ci V8
P225/70R-15 tires
Sport wheel covers
Limited slip differential
Performance axle ratio
Heavy-duty cooling
Dual power Sport mirrors
Special instrumentation/gauge package
So, a “John-configured” coupe would have listed for at least $15,096—real money in 1987 and about $43,700 in 2025 dollars. A desperate product planner might have tried to get the leather seats from the Brougham available in the Coupe and maybe scored some black wall tires, but that’s another story …
The View From 2025
These big and (I think) handsome coupes occasionally appear in the Hemmings Motor News classifieds, on eBay Motors, and on Bring a Trailer. However, Hagerty’s valuation tools do not track Caprice Classic values between 1975 and 1991.
Make mine Silver Metallic, please, though I’m tempted by the Black/Medium Gray Metallic two-tone.
1986 was the last model year for the Berlinetta semi-luxury version of Chevrolet’s Camaro, and they were by far the rarest of the three Camaro types available. With only 4,579 Berlinettas built in 1986, Chevrolet sold more than eleven times as many IROC-Zs alone. There were few changes for the 1986 Berlinetta—among them the appearance of the federally mounted center high-mounted stop lamp, new colors, updated interiors, and a new automatic closure for the large and heavy rear hatch.
The base powertrain for the Berlinetta was the LB8 135 bhp 2.8 liter/173 ci multi-port fuel-injected V6 with a five-speed manual transmission. Optional power was the $450 LG4 155 bhp 5.0 liter/305 ci V8 with a Rochester Quadrajet four-barrel carburetor, which was paired with a $425 four-speed automatic transmission (the five-speed manual was not available with the V8 on the Berlinetta).
Fuel economy with the base powertrain combination was 17 city/26 highway by the day’s standards (15/24 by modern measures). Moving up to the V8 dropped mileage ratings only slightly—to 17/25, and reduced the 0-60 mph time to a respectable 9 seconds in a car that weighed approximately 3,065 pounds. With a 16.2-gallon fuel tank (for some reason 0.7 gallons larger than with the V6), a V8 Berlinetta owner could expect a range of 275 to 305 miles with a 10% fuel reserve.
Your $11,902 base price (about $35,400 in today’s dollars) bought standard mechanical and exterior equipment including power brakes, power steering, dual horns, and P205/70R-14 blackwall steel-belted radial tires (a size still readily available) on 14 x 7 inch wheels with Berlinetta-specific full wheel covers. Inside, custom cloth reclining seats with adjustable headrests, a Berlinetta-only steering wheel, intermittent windshield wipers, a roof console with a removable flashlight, a fold-down rear seat, a locking rear storage cover, Quiet Sound Group, and an AM/FM stereo radio with a clock and four speakers were included.
Chevrolet Camaro Berlinetta print advertisement
Of course, the most notable interior component in the Berlinetta was the “Welcome aboard Starship Camaro.” (yes, that was an actual advertisement) electronic instrument cluster with dual adjustable control pods, a vacuum-fluorescent digital speedometer, and a bar graph tachometer. To an aspiring young audiophile, the killer feature of this interior was the optional (an extra $242) AM/FM stereo on a swivel with a “proper” upright (no slot) cassette deck and a five-band graphic equalizer. For 1986 only, the stereo received substantially improved backlighting.
Options
Among the many exterior and mechanical options were four-wheel disc brakes ($179 and only available with the V8), t-tops ($846—ouch!), a rear spoiler ($69), halogen headlamps ($25), electric rear window defogger ($145), and nice looking Berlinetta-only aluminum finned wheels ($225). Inside, you could add cruise control ($185), Comfortilt steering wheel ($115), power door locks ($145), and Berlinetta-specific electronically-controlled air conditioning ($775). The Berlinetta could get expensive: I had no trouble getting a V8 version up to $15,400—about $45,800 in 2025 dollars.
The View From 2025
According to Hagerty’s valuation tools, a 1986 Berlinetta with the LG4 in (rare) #1/Concours condition is $21,900, with a more normal #3/Good condition car going for $6,100. Third-generation Camaros generally have good club support and are often available in the Hemmings Motor News classifieds, on eBay Motors, and on Bring a Trailer. However, Berlinettas of any year (Chevrolet first brought them to market in 1979) are relatively rare. As I update this blog post in August 2025, there is a Medium Gray Metallic 1986 Berlinetta with gray cloth seats, the V8, and 29,000 miles available for sale on Hemmings, asking $17,900.
Make mine Black, please.
Thanks to the GM Heritage Center for some really specific information on the 1986 Berlinetta.
I walked past a small junkyard in Philadelphia in February 2014. A Redwood Metallic Citation X-11 was recognizable though definitely not well-preserved, but it encouraged me to publish this blog post. A 1982 X-11 with 10,511 miles being auctioned on Bring a Trailer in mid-2023 prompted me to update and enhance it.
“It gives you goose bumps.”
Chevrolet’s Citation X-car is now known chiefly for being constantly recalled, but there were some positive points. The sporty X-11 version was a definite glimmer of hope.
Chevrolet built the Citation X-11 around a specific engine for all but its first year. For 1981, the $1,498 X-11 package featured the LH7 2.8 liter/172 ci “HO” V6 with a Rochester Varajet II 2SE two-barrel carburetor, making 135 bhp, instead of the 110 bhp that the “generic” LE2 V6 made in other Citations. Upgrades from the LE2 to the LE7 included a higher compression ratio (8.9:1 versus 8.5:1). The standard transmission was the four-speed manual with a three-speed automatic optional. The four-speed, along with the X-11‘s specific axle ratio, was good enough to give a 0-60 time of around 8.5 seconds.
X-11 pages from the 1981 Chevrolet Citation brochure
Other changes for 1981 included the addition of a hood bulge and aluminum alloy wheels. The X-11 also received power brakes and the F41 Sport Suspension, which featured revised shock absorbers, stiffer anti-roll bars, and P215/60R14 tires (a size still available thanks to BFGoodrich and Riken) on 14 x 6.5 aluminum alloy wheels. Inside was an instrument panel with a five-gauge cluster, along with a leather-wrapped sport steering wheel and cloth bucket seats. Exterior X-11 specific appearance items included a black grill and body accents, sport mirrors, and a rear spoiler.
Standard exterior and mechanical equipment on every Citation included front-wheel-drive, rack-and-pinion steering, front disc/rear drum brakes, and a Delco Freedom Battery II. Inside, dual-speed electric windshield wipers, sliding door locks, a locking glove compartment, and a Delco AM push-button radio with two front speakers were all included.
Options available included a sunroof, air conditioning ($585), cruise control ($123), intermittent wipers ($41), electric rear window defogger ($107), power windows, and a tilt steering wheel ($81).
In 1985, Chevrolet kicked the third-generation Camaro up a notch (or more) with the release of the IROC-Z, inspired by the International Race Of Champions race series. The IROC-Z was an option package (B4Z) for the Z28 and cost $659 in addition to the Z28‘s $11,281 base price.
Front cover of the 1985 Chevrolet Camaro brochure
Suspension upgrades specific to the IROC-Z included Delco/Bilstein shock absorbers for the rear wheels and 16-inch wheels all around with Goodyear Eagle GT P245/50VR16 tires—large for the day and a size still readily available.
The IROC-Z also included louvered hood inserts and more aggressive ground effects and spoilers than the Z28. Finally, it was lowered half an inch compared to the Z28.
Three engines were available in 1985 for the IROC-Z, all sized at 5.0 liter/305 ci: standard was the LG4 carburetted motor at 155 bhp. The optional engines available depended on transmission—if you chose the five-speed manual, you could get the High Output carburetted L69 with 190 bhp ($680 and not available on the garden variety Z28) while if you went with the four-speed automatic ($425), you could choose the Tuned Port InjectionLB9 at 215 bhp ($695).
Performance with the LB9 was impressive—Motor Trend recorded a 0-60 time of 6.9 seconds. If you cared (and I think most of the target market did not), mileage wasn’t great: the EPA ratings of the day were 16 city/22 highway for the LG4, 15/24 for the L69, and 16/22 for the LB9. With a 16.1-gallon gas tank, the proud new owner of an IROC-Z could expect a range of 250 to 275 miles with a 10% fuel reserve.
Standard equipment on all versions of the Z28 included Sport mirrors, rack and pinion steering, power front disk/rear drum brakes, reclining front bucket seats, a folding rear seat, and an AM radio with dual front speakers.
Options & Production Numbers
Options included four-wheel disk brakes ($179), Custom cloth front bucket seats ($359), a six-way power driver’s seat ($225), air conditioning ($750), Comfortilt steering wheel ($115), power door lock system ($130), power windows ($195), electronic speed control with resume speed ($175), and a rear window wiper and washer ($125). A range of stereos was offered up to an electronically tuned AM/FM stereo radio with seek and scan, a cassette tape player, a clock, and a graphic equalizer ($469).
Chevrolet sold 21,177 IROC-Z versions out of 68,199 Z28s in the 1985 model year, marking an impressive debut. One year later, the IROC-Z would account for 56% of Z28 sales, and in 1988, Chevrolet would phase out the Z28 in favor of the IROC-Z.
The View From 2025
According to Hagerty’s valuation tools, all the money for a 1985 IROC-Z with the top-of-the-line TPI motor and t-tops in #1/Concours condition is $52,500, with a far more normal #3/Good condition version going for $20,200. IROC-Zs regularly appear in the Hemming’s 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 blog entry in June 2025, there’s a Yellow 1985 IROC-Z with 66,000 miles for sale on Hemmings, asking $29,500.
Please make mine Red, with the optional and expensive when new ($846) t-tops. I know they often leak, but I like the look.
Eighties Cars 