1984 Cadillac Eldorado Biarritz convertible

“… 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 $31,286 (about $80,600 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 an 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 about 13.5 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 405 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 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 and Production Numbers

Options available for the Biarritz convertible included an engine block heater, a remote locking fuel filler door, power mirrors, Twilight Sentinel, cruise control, and a six-way power passenger seat.

Many Eldorado coupe options were not available with the convertible. Some of these unavailable options included the touring suspension, 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.”

The View From 2021

Tenth-generation Eldorados do attract collector interest, and there is club support. According to Hagerty’s valuation tools, all the money for a 1984 Eldorado convertible in #1/Concours condition is $32,800, with a far more normal #3/Good condition version going for $9,000. These Eldorados are often available in the Hemmings Motor News classifieds, on eBay Motors, and at auction. As I write this post, a Cotillion White 1984 Eldorado convertible with red leather “tufted multi-button” seats and 78,000 miles is for sale on Hemmings for $14,500.

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.

1981 Triumph TR8 convertible

“Test drive the incredibly responsive TR8 today”

In its final year, Triumph’s TR8 gained Bosch L-Jetronic fuel injection for all fifty states (in 1980, fuel injection had been California-only). The original “the shape of things to come” TR7 design from 1975 remained, but the internals had come a long way.

Though the TRs had always been the “big” Triumphs since their introduction in 1953, big was a relative term. With a length of 160.1 inches, the TR8 was about six inches longer than today’s Mazda Miata convertible.

The standard powertrain was the Rover 133 bhp 3.5 liter/215 ci aluminum block V8 with Bosch K-Jetronic fuel injection paired with a five-speed manual transmission (a three-speed automatic was optional). That V8, of course, had a basic design that dated from the 1961 model year and originally came from Buick.

The TR8’s performance was good in comparison to many sporty cars in 1981; 0-60 mph came in about 8.5 seconds in the 2,654-pound car. Fuel economy was rated at 16 mpg by the standards of the day. With a smallish 14.6-gallon fuel tank, a TR8 driver could expect a range of about 210 miles with a 10% fuel reserve.

Standard exterior equipment on the rather dear $13,900 TR8 (about $42,400 in today’s dollars) included a central hood bulge and tinted glass. Mechanical equipment included dual exhausts, power-assisted rack-and-pinion steering, power front disc/ rear drum brakes, and 185/70HR13 steel-belted radial tires (a size still readily available) on 13 x 5.5 inch alloy wheels. Inside, full instrumentation, a heater/defroster with a three-speed fan, multi-adjustable bucket seats, and a center console with a storage bin and lockable glovebox were included.

Optional equipment included fog lamps, a luggage rack, air conditioning, and three different radios. Of these, only the air conditioning was an option from the factory—all other options were dealer-installed.

Reviews of the TR8 in the automotive press were reasonably complementary, which may have been at least partially because convertibles had become so rare. The V8 drew a lot of positive mentions, as did the roomy cockpit. Observed faults included the steering wheel blocking some gauges, the tiny ashtrays (it was indeed a different age), and the rear-mounted battery’s intrusion into the otherwise reasonably capacious trunk.

The 1981 TR8 was an unusual car—a mere 415 were sold, compared to, say, the 40,408 only slightly more expensive Corvettes that Chevrolet managed to move in that same model year. Like all Triumphs, TR8s have a following and make regular appearances in the Hemming’s Motor News classifieds. According to Hagerty’s valuation tools, all the money for a 1981 TR8 convertible in #1/Concours condition is $24,600, with a far more typical #3/Good car going for $9,600.

Many TR8s and TR7s had colors and color names that were very much of their age; examples are Aran Beige, Champagne, French Blue, Mimosa, Topaz, and Vermilion. Make mine the a little more conservative Poseidon Green Metallic, please.

1986 Chevrolet Corvette convertible

“Yes to wind. Yes to sunshine.”

For 1986, the big news for Corvette was the return of the convertible, gone since 1975. Other improvements included Bosch ABS II anti-lock brakes, a Vehicle Anti-Theft System (VATS), and the mid-year introduction of aluminum cylinder heads.

The standard powertrain was the L98 235 bhp 5.7 liter/350 ci V8 with fuel injection paired with a Turbo-Hydramatic four-speed automatic transmission. Car and Driver recorded 0-60 time of 6.0 seconds and a top speed of 144 mph. Estimated fuel economy was 17 city/24 highway by the standards of the day (15/22 by today’s standards). With a 20-gallon fuel tank, a Corvette convertible’s proud new owner could expect a range of between 335 and 370 miles with a 10% fuel reserve.

Built in collaboration with ASC, the convertible included a manual top, a rear-hinged deck panel to cover the top, and an X-brace underneath the floor. The newly-required high-mounted rear brake light was integrated into the rear fascia. Even the gas filler cover was different from the coupe—square because there was no rounded rear hatchback glass for it to wrap around.

Standard exterior and mechanical equipment for the $32,032 Corvette convertible (about $76,700 in today’s dollars or about what a well-equipped 2019 Corvette Stingray convertible goes for) included a Delco Freedom Plus II battery, power operated quartz-halogen retractable headlamps, power rack-and-pinion steering, power brakes, and P255/50VR-16 tires on 16 x 9.5 inch cast alloy aluminum wheels. Inside, air conditioning, power windows, Tilt-Telescopic steering wheel, driver information system, cloth seats, and an AM/FM stereo radio with power antenna were all included.

Optional exterior and mechanical equipment included a performance axle ratio ($22) and Delco-Bilstein shock absorbers ($189)—the Doug Nash 4+3 manual transmission was a no-cost option. Optional interior equipment included cruise control ($185), a power door lock system ($175), electronic control air conditioning ($150), a six-way power driver’s seat ($225), and the Delco-GM/Bose Music System ($895). The Z51 Performance Handling Package was not available with the convertible.

Pages from the 1986 Corvette convertible, linked from the always useful PaintRef.com.

The return of the Corvette convertible was well-received—Chevrolet sold 7,315 in about half a model year, even at $5,000 more than the coupe. Reviews were also good; Car and Driver stated that the convertible was “a mighty hospitable carriage.”

There is strong club support for the 1986 Corvette, as there is for all Corvettes. According to Hagerty’s valuation tools, all the money for a 1986 Corvette convertible in #1/Concours condition is $20,200, with a more normal number #3/Good condition car going for $7,700. 1986 Corvette convertibles are regularly featured in the Hemming’s Motor News classifieds and on eBay Motors—as I write this in December 2018, there’s a Yellow car with black leather seats and 29,000 miles available on Hemmings for $17,900.

Make mine White, with red leather seats—the “heritage colors” that match the first Corvette back in 1953.

1989 Jaguar XJ-S convertible

“A car for all seasons …”

For 1989, a full convertible version of the Jaguar XJ-S finally became available after five years of the little-loved targa convertible. The power top, which could go up and down in as little as 12 seconds, was padded, lined, and included a heated glass rear window.

The only powertrain available for any XJ-S continued to be the 262 bhp H.E. 5.3 liter/326 ci V12 with Lucas-Bosch fuel injection paired with a three-speed automatic transmission sourced from General Motors (a powertrain that had been around since 1982). Performance was respectable for the almost 4,200-pound convertible: 0-60 mph in a little under 10 seconds. Mileage remained what you might expect from a thirsty V12—12 city/16 highway by the standards of the day (11/15 by today’s standards). With a 10% fuel reserve, an XJ-S owner could expect a range of between 250 and 275 miles.

1989 Jaguar XJ-S convertible advertisement.

Standard equipment on the $56,000 car (about $116,700 in today’s dollars) included a four-wheel independent suspension, power steering, and four-wheel anti-lock power disc brakes. 15-inch alloy wheels were paired with Pirelli P600 235/60VR15 tires—which are still available!

Inside, the buyer received air conditioning with automatic temperature control, power windows, heated power mirrors, power door locks, intermittent windshield wipers, cruise control, and an AM/FM stereo cassette with Dolby and metal tape capability. New sport-contoured seats featured power-variable lumbar support and electric heating elements.

The Jaguar XJ-S has good club support, and there are some restoration parts available. There’s also a free 738 page (!) ebook written by an XJ-S owner named Kirby Palm available with much hard-earned advice. Keeping an XJ-S at 100% is non-trivial—as it is with so many high-end eighties cars.

Like all Jaguars, XJ-S convertibles have a following and make frequent appearances in the Hemming’s Motor News classifieds and eBay. According to Hagerty’s valuation tools, all the money for a 1989 XJ-S convertible in #1/Concours condition is $31,000, with a far more typical #3/Good car going for $14,100. As I write this in June 2018, a white 1989 XJ-S with 70,000 miles is for sale for $15,000.

Make mine British Racing Green, please.

1980 MG MGB convertible

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 ci inline four with a 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/rear drum brakes, and 165/80-14 radial tires (a size still available thanks to Vredestein) 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, air conditioning ($653), 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. All of this cost $600.

Like all MGs, MGBs have a following and make frequent appearances in the Hemming’s Motor News classifieds and eBay. According to Hagerty’s valuation tools, all the money for a 1980 MGB in #1/Concours condition is $20,700, with a far more typical #3/Good car going for $7,300.

Make mine Brooklands Green, please.

1982 Chrysler LeBaron convertible

“No other car is causing so much excitement.”

The Chrysler LeBaron convertible was a mid-year introduction, becoming available in the spring of 1982. It was the first factory convertible from an American manufacturer available for sale in the United States since the 1976 Cadillac Eldorado.

All LeBarons were all-new for 1982. Based on the more plebeian Dodge Aries/Plymouth Reliant front-wheel-drive K cars that had been on sale for a year, the LeBaron (sometimes described as the Super-K) was a move at least slightly up-market. Most exterior body panels were the same as the K. Notable styling differences were a waterfall style grill (somewhat resembling that of the previous year’s rear-wheel-drive LeBaron), quad headlamps, relocation of the parking lamps and turn signals to the front bumper, and a full-width tail-lamp housing.

Chrysler used almost all of the standard K pieces inside the LeBaron. Recessed door handles and rocker type door locks were among the few changes, along with a different style of armrest and door pull. There was less vinyl trim, and the carpeting and other fabrics were of somewhat higher quality. A significant difference was the attention paid to noise, vibration, and harshness: between soundproofing, better parts, and suspension tuning, the LeBaron was upgraded from the base K in 26 separate ways.

Cars & Concepts in Brighton, Michigan heavily modified two-door LeBaron coupes on their way to becoming convertibles—the process included 32 steps. They installed a boxed-in backbone along the center of the car and welded a three-piece windshield header to the A-pillars. Next, Cars & Concepts installed new door glass and added door wedges. Finally, they added a new fiberglass panel to hold the rather small rear seats and mounted the convertible motor on the floor pan behind the rear bulkhead.

The convertible top itself had a plastic rear window and broad rear quarter panels; Car and Driver wrote that this created “a sort of Conestoga-wagon effect.” The top was actuated from a button on the console, and a padded top boot snapped into place when the top was lowered.

A K 2.2 liter/135 ci inline four with a two-barrel Holley carburetor producing 84 bhp was the base engine. A two-barrel carburetted Mitsubishi G54B 2.6-liter/156 ci inline four with 92 bhp and 20 additional ft-lbs of torque was available for an added $171. Both engines were paired with a TorqueFlite three-speed automatic transmission. Mileage with the base engine was 25 city/36 highway by the standards of the day. The optional engine was rated at 23 city/31 highway and brought the 0-60 time down from about 17 (aargh!) seconds to about 15 seconds.

The LeBaron convertible’s base price was $11,698 (about $31,200 in today’s dollars and about 44% more than the 1982 LeBaron coupe). For that money, you got dual outside mirrors (borrowed from the Dodge Omni 024), power brakes, power steering, and P185/70R14 whitewall tires (a size still readily available, though finding whitewalls might be tough) on 14-inch wheels. Inside, you got vinyl bucket seats with a folding center armrest, digital clock, and an AM radio. 76% of convertible drivers moved up to Medallion trim, which boosted the price to $13,998 (about $37,400 in 2018 dollars) and added halogen headlamps, better gauges, and snazzier wheel covers.

The Mark Cross package cost an additional $861, moved the sticker to a non-trivial $14,859 (about $39,700 in today’s dollars), and added the 2.6-liter engine, air conditioning, power windows, power door locks, and attractive Mark Cross leather/vinyl seats. Other options included cornering lamps ($57), cast aluminum wheels ($344), automatic speed control ($155), and an AM/FM stereo radio with electronic tuning and cassette player ($455).

1982 Chrysler LeBaron convertible advertisement.

First-year sales of LeBaron convertible were a respectable 12,825, especially considering the shortened year and the relatively high price. In a piece of general eighties trivia, the first commercial cell phone call in history was made from a LeBaron convertible in October 1983.

These cars are being collected and shown—I see them often at AACA judging meets. You see them for sale in the Hemming’s Motor News classifieds and on eBay Motors: as I update this blog entry in December 2018, there’s a Morocco Red LeBaron with 24,000 miles for sale on Hemmings for $10,800.

These convertibles also started Chrysler’s long tradition of making convertibles that might occasionally be sporty but were not sports cars—a market niche they exited in 2014 with the demise of the Chrysler 200 convertible.

I still like what Chrysler was trying to do, and I appreciate how these cars look, at least with the top down. Make mine Mahogany Metallic, please, with the Mark Cross package.

Updated in December 2018

Save

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.

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

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.

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.

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.

1986 Chrysler Town & Country convertible

“Why sit around waiting for a summer breeze to come up when you can create quite a stir yourself?”

1986 was the last model year for Chrysler’s Town & Country convertible. Basically a special version of Chrysler’s LeBaron convertible, the Town & Country was first available in 1983 and was intended to remind potential buyers of the classic (and valuable) Town & Country convertibles of the 1940s. It was not especially successful, selling only 3,721 units in four years, with only 501 sold in 1986.

Like all LeBarons, the Town & Country’s front and rear fascias, headlights, grilles, and taillights were all updated with a more rounded and aerodynamic look in 1986. The center-mounted brake light mandated for all 1986 vehicles by U.S. federal law was mounted atop the trunk lid. Inside, the standard digital instrument cluster was redesigned for better legibility.

Also for 1986, a throttle-body fuel injected K 2.5 liter/152 ci inline four producing 100 bhp replaced the carburetted 2.6 inline liter four built by Mitsubishi as the base engine. The optional fuel injected Turbo I 146 bhp 2.2 liter/135 ci turbocharged inline four remained for an additional $628. Both engines were paired with a TorqueFlite three-speed automatic. Mileage with the base engine was 23 city/25 highway by the standards of the day (20/23 by 2014 standards). The Turbo I was rated at 20 city/24 highway—not a big price to pay for a significant percentage of extra horsepower.

1986 Chrysler Town & Country convertible brochure picture — 1986 Chrysler Town & Country convertible pages from the LeBaron brochure

The base price for 1986 was a non-trivial $17,595 (about $37,600 in today’s dollars). For that money, you got halogen headlights, dual horns, power brakes, wire wheel covers with locks, and the Town & Country’s distinctive white ash moldings and teak appliques on the body sides. Inside you got a very attractive Mark Cross leather interior along with air conditioning, power mirrors, power driver’s seat, and the Ultimate Sound System AM/FM stereo cassette with graphic equalizer and six speakers.

Options included the $302 Deluxe Convenience Package (cruise control and tilt wheel) and the Power Convenience Discount Package (power windows and power locks).

These eighties Town & Country convertibles are being collected but by a very small set of collectors. I have recently seen nice examples at several AACA judged shows. You do see them for sale in the Hemming’s Motor News classifieds and on eBay Motors: as I update this in June 2015, there’s a white 1986 Town & Country with 82,000 miles for sale for $6,500.

Of course, these convertibles also started Chrysler’s long tradition of making convertibles that might occasionally be sporty but were not sports cars—a market niche they only just exited with the demise of the Chrysler 200 convertible.

I still like what Chrysler was trying to do, and I appreciate how these cars look. Make mine White, please, with that killer Almond/Cream leather interior.

1989 Cadillac Allanté convertible

(talking with a loyal and enthusiastic Allanté owner at the AACA Annual Meeting last week inspired me to write this entry about the last of the 1980s Allantés)

“The only way to travel is Cadillac Style.”

For 1989, the Cadillac Allanté received its first engine upgrade, moving from the 4.1 liter/249 ci HT-4100 V8 to the 4.5 liter/273 ci HT-4500 V8 but remaining connected to the 4T60 4-speed automatic transmission. Power climbed 30 bhp to an even 200 bhp while acceleration improved to about 8.5 seconds to 60 mph with a claimed top speed of 134 mph (probably with the aluminum top on) for Dave Hill’s baby. Mileage declined slightly to 15 city/23 highway by the standards of the day (14/21 by today’s standards. With a 21.9-gallon fuel tank, an Allanté driver could expect a range of 345 to 375 miles with a 10% fuel reserve.

Other changes for 1989 included a new Light Blue Metallic exterior color, new 16 x 7 inch wheels, and a new seat design.

1989 Cadillac Allante — 1989 Cadillac Allanté, courtesy of the GM Media Archives

For 1989, the Allanté’s base price remained non-trivial: $57,183 (about $107,000 in 2014 dollars) for the 3,296 buyers. However, just about everything came standard, including ABS, traction control, 16-inch alloy wheels, and the aluminum hard top/cloth convertible top combination. The interior included 10-way leather-covered Recaro bucket seats, electronic climate control, and Symphony Sound System AM/FM stereo with a cassette player. Because it was a Cadillac, you also got air conditioning, power steering, power windows, and power door locks. You could choose either an analog or a digital instrument cluster at no extra charge.

Allantés have a good club following and consistently show up in the Hemmings Motor News classifieds and on eBay Motors. As I write this in February 2014, there’s a Pearl White Allanté with a Burgundy interior with 66,000 miles for sale for $10,000. According to Hagerty’s valuation tools, all the money for a 1989 Allanté in #1 condition is $16,500.

I think the Allanté body style (by Pininfarina, of course) has aged well. It certainly still looks like nothing else on the road—which was definitely one of Cadillac’s goals.

Make mine Pearl White, please.

Options and Production Numbers

The View From 2021

Share this:

Share this:

Share this:

Share this:

Share this:

Share this:

Share this:

Share this:

Share this: