While automobiles of the early 80s were often unreliable mosaics of old-school engineering and fledgling computer technology, by the middle of the decade manufacturers were finally starting to get a few things right. More important to auto enthusiasts however, was that automakers were finally unraveling the secrets of making horsepower while staying within the confines of government-mandated emissions regulations. The key component to this new age of horsepower was a not-so-secret bolt-on item called the turbocharger, and by the mid-80s it was everywhere.

 

Smaller turbocharged engines were actually quite popular the world over, especially in Japan, where manufacturers were launching a fairly substantial offensive into the U.S. auto market. Detroit automakers followed suit, gambling that the American love affair with V-8 power and biblical amounts of torque would be literally whooshed away by forced induction, but they were wrong. Manufacturers quickly discovered that buyers preferred throaty V-8 cars that felt fast as opposed to the falsetto burble, peaky power curves, and turbo lag of small turbocharged offerings that actually were fast. Import manufacturers on the other hand stayed with smaller four and six cylinder turbo power plants, and their efforts during this pivotal time would ultimately play a part in creating the now popular Japanese tuner cars of the 90s and early 2000s.

 

Looking back on the 80s, the period from 1984 through 1986 represents the peak of the turbocharger frenzy, and though the return of naturally-aspirated performance was right around the bend, boost was king for a few short years.

 

 

 

1986 Dodge Omni GLH

 

When it comes to ‘80s turbocharged cars, nobody can top Chrysler. They didn’t have the most powerful boosted rides of the decade, but they did boast the widest turbocharged selection of any manufacturer. Thanks to a helping hand from tuning legend Carroll Shelby, there were some real screamers in the lineup. Various incarnations of the Chrysler 2.2/2.5 liter turbo four cylinder powered everything from sports cars to sedans, minivans, and compact cars like the little Dodge Omni hatchback.

 

Outfitted with the venerable 2.2 liter turbo, the Omni’s svelte 2,200 pounds made good use of the available 146 horsepower, but the 175 horsepower GLHS version from Shelby created a mini-monster that could outrun—and out handle—many bona-fide sports cars of the day, including the Chevrolet Corvette. Call it the ultimate sleeper, call it a practical hatchback, but don’t call it a slow sub compact.

 

Where are they now?: Despite the Shelby relationship, the GLH is still a Dodge Omni at heart and that’s not exactly an inspiring thought. Even a low-mile, ultra-rare GLHS edition in excellent condition will struggle to top $5,000, with standard GLH cars coming in for pennies on the dollar. The real challenge here is finding one that hasn’t been beaten down or heavily modified. Still, these cars have a following, and as they approach 25 years old, values on the nicer examples have the potential to rise.

 

1986 Nissan 300ZX Turbo

 

The Omni’s boxy shape is the antithesis to the sleek, aero lines of the 300ZX, and while the naturally-aspirated 3.0 liter V-6 provided a respectable 160 horsepower, the 200 horsepower turbocharged ZX was the car to have. It didn’t come cheap however; a fully-loaded ZX turbo (which included such amenities as adjustable suspension, power everything, heated mirrors and automatic climate control) approached $23,000, elevating the ZX uncomfortably close to Corvette territory. The 1986 model received extra flash in the way of fresh ground effects, fender flares, and bigger wheels, making it a bit more ‘80s in terms of style, and it also utilized the improved turbo design from the 1985 model year. It was a fairly comfortable cruiser as far as sports cars went, but its abundance of creature comforts and technology added weight, and that detracted from the car’s handling prowess. Even with all the techno gadgets, aero styling, and turbocharged power, it was very much a cool sports car for the day.

 

Where are they now?: The Z31-series 300ZX cars enjoy enough of a following to help keep prices out of the basement for the most part, though well-used, non-turbo cars are fairly plentiful and going for as little as $2,000. Expect a well-kept, low-mile turbo ZX to fetch upwards of $10,000 however, and as these cars age, that figure is only likely to continue rising.

 

 

1985 1/2 Ford Mustang SVO

 

When the SVO appeared in 1984, it was a completely different Mustang from its GT stable mate, offering interior upgrades, a unique aero look, adjustable suspension, four-wheel disc brakes, and most importantly, a turbocharged/intercooled 2.3 liter four cylinder engine. Despite being a fabulous all-around performance car, Mustang buyers of the day preferred the twist of the venerable 5.0 liter V-8, which ultimately produced a bit more horsepower (210 versus 205 for the ‘85 1/2 SVO,) and a lot more torque for less cost, so the SVO was discontinued after 1986.

 

In spite of the slight power disadvantage, the SVO was an equal to 5.0 ‘stangs in straight line drag races, and it positively ran circles around them in the turns, all while offering a unique look and impressive driver amenities more in line with higher-end automobiles. To this day, many Mustang aficionados label the SVO as one of the best handling factory Mustangs ever, and despite a production run of only 3 years (’84-’86), it occupies a valuable position in Mustang history.

 

Where are they now?: Fox body Mustang fans love the SVO and it’s poised to become one of the most collectible ponies of the Fox body era. The rare-of-the-rare is the mid-year 85 ½ SVO of which only 439 were built. They were also the only SVO model to receive the 205 horsepower version of the 2.3 turbo, and as such, prices for excellent condition examples run in the $8,000 to $10,000 range, with other SVOs close behind.

 

 

1985 Merkur XR4Ti

 

No ‘80s list would be complete without the goofy looking car with the goofy name. The XR4Ti was Ford’s attempt to import its European Ford Sierra and market the car as an upscale, rear-drive performance coupe. As such, the Merkur had a well-appointed interior with competent road manners, and with the Mustang SVO’s turbocharged four cylinder engine (sans intercooler) it produced a lively 175 horsepower when equipped with the five-speed manual transmission, or 145 when mated to an automatic. The car was handicapped however by love-it-or-hate-it looks (which most people hated), a model name that sounded more like a classified CIA missile system, a manufacturer brand name that had no established reputation, and a price tag that elevated the car into a class with foreign manufacturers that did have established reputations. The slow-selling XR4Ti with its biplane rear spoiler would last just four years before Ford axed the Merkur brand, but over the years the XR4Ti has regained some ground with enthusiasts looking for a unique performance bargain.

 

Where are they now?: Despite a small cult following, it’s unlikely the XR4Ti will ever become a hot commodity, or even luke warm for that matter. Book prices for excellent examples barely top $3,000, and there’s no real indication that they’ll be rising anytime soon.

 

 

 

1986 Dodge Conquest / Mitsubishi Starion

 

Not all turbo Dodges of the ‘80s were of the 2.2 liter, front-wheel drive variety. In the case of the Conquest, Chrysler struck a deal with Mitsubishi to rebadge their rear-drive Starion coupe and sell it under the name Conquest, and by 1986 the sleek and sexy sports car had sprouted a rear wing, flared wheel arches, an intercooler, and 176 boosted horsepower from a 2.6 liter turbocharged four cylinder engine. The result was a muscular 2+2 sports car with great handling characteristics, a luxurious interior, and enough punch to be entertaining. As was the case with most of the Japanese offerings however, the Conquest was saddled with a price tag a few thousand dollars over the V-8 powered Ford Mustang and Chevrolet Camaro, making the slower Conquest a tough sell in the mostly rear-drive domestic performance market. Regardless, this first step in the Chrysler/Mitsubishi relationship was a positive one, and it ultimately led to more performance combos such as the Dodge Stealth/Mitsubishi 3000GT, and the extremely popular Eagle Talon/Mitsubishi Eclipse.

 

Where are they now?: By the book, the Conquest sells for just $3,000 in excellent condition, though the rarity of these cars and a devout enthusiast base should elevate the low-mile survivors to at least twice that amount. As with many turbo cars of this era, the challenge is finding a true stock survivor, and there aren’t many Conquests left in the market to choose from.

 

 

 

1985 Ferrari Testarossa

 

The only non turbo car to grace this list also happens to be widely recognized as the definitive exotic supercar of the 1980s. Debuting in 1984, the Ferrari Testarossa wowed the motoring world with its wide haunches, massive side strakes, and gaping engine intakes, making it an instant pin up car in boy’s bedrooms around the world. Its mid-engine design featured a 4.9 liter, 48-valve flat 12 engine producing 380 horsepower, and its six figure sticker price ensured the Testarossa would remain a product of Wall Street tycoons and overzealous rock stars. And then of course there was Hollywood, where the Testarossa’s flashy machismo was a perfect fit for narcotics detective Sonny Crocket on the definitive 1980’s crime drama Miami Vice. Never mind that the Testarossa’s rearward visibility was similar to that of a Mercury space capsule, or that its rear biased weight distribution and steamroller rear tires didn’t allow for the best handling characteristics. In a decade where it was better to look good than feel good, the Testarossa was a superb supercar with just the right amount of outrageousness to make it an ‘80s icon.

 

Where are they now?: Many exotic car enthusiasts view the Testarossa as one of the must have Ferraris of all time, and as such, it has fared considerably better than other mass produced Ferraris of the ‘80s. Expect to shell out upwards of $70,000 for a pristine Testarossa, with well used models still fetching $30,000 to $40,000.

 

Turbocharged cars ruled the mid ‘80s, and while the turbo craze didn’t last, boosted cars would ultimately take top honors as the performance kings of the decade. Naturally aspirated power was on the rise however, and before the final curtain call for the Decade of Excess, some of the quickest cars since the classic musclecar era would prowl the streets.

 

Next time: Cars of the late ‘80s.

By Christopher Smith

Christopher is a former marketing executive for high-end Ford performance products and a current editor for NextAutos.com/Winding Road magazine.

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