Fourth-Generation Camaro/Firebird
It almost seems strange to say, but even the latest (and last) generation of the F-body is creeping into the budget category. Granted, you're still not going to find an LS1-powered six-speed car for chump change, but some of the early LT1 models are dipping into the $5,000 category, and in 2004 dollars, that's a lot of car for the money. Think of it: just shy of 300 hp, 325 lb-ft of torque, all through a trans that is still considered state-of-the-art in manual gearboxes, wrapped in a slick shell with four-wheel discs and at least a 16-inch wheel/tire combo. Ten years ago this was the stuff of street machiners' dreams, even without the air conditioning, CD player, and clean smog certificate that will almost certainly accompany the rest of the package. Now you can have it all for less than half the price of a new Hyundai.
From there, all it would take is a proper cold-air kit to eliminate the restrictive factory airbox and ducting (on non-Ram-Air models), a decent after-cat exhaust system, and perhaps a set of 3.73 gears to produce a solid 13-second ride that would still be as practical day-to-day as your aunt's '86 Caprice. Want to hit a road course? These cars were suitable for basic track use right off the showroom floor, but of course, the aftermarket has plenty of suspension and brake upgrades to further enhance the fourth-gen's ability.
One of the biggest criticisms of the fourth-gen cars when they were new was their overly "plasticy" interiors, but a decade later, most of the ones we've checked out seem to be holding up quite well; the same can usually be said for the factory paint jobs. The LT1 engines have proven to be quite durable as well, as are the T-56 six-speeds. On the other hand, the 4L60 overdrive automatics seem to be a hit-or-miss deal, depending on the mileage and prior use and maintenance, and the 75/8-inch rear axles are really not adequate to harness the power of these cars if sticky-tire drag racing is part of your plan. Still, bolt-in 12-bolt and 9-inch assemblies are just a phone call away.
Cop Cars
If you read these pages regularly, you've likely seen our in-house '96 Caprice 9C1, otherwise known as a police-package model. The uninformed question our selection of a big, white sedan for performance use, but anyone familiar with this package, or police packages in general, understands the appeal. Cop cars--at least those intended for highway pursuit work--are factory designed and built for high-performance in acceleration, top speed, braking, and handling. In addition, the factory knows that these cars must be able to endure prolonged abuse if the purchasing agents are going to come calling again next year. All of these factors make them perfectly suited to car crafters.
The basic formula usually consists of stripper model equipped with a strong engine and transmission, mild performance gearing, limited-slip differential, beefy brakes, a heavy-duty frame/chassis, and separate coolers for all of the vital fluids. The only part of the deal that may not seem so appealing is the extra set of doors, but cars like the Impala SS have gone a long way to legitimize the modern performance sedan.
Our LT1-powered Caprice put 217 hp to the wheels bone stock, and jumped to 235 hp with the most basic upgrades. From the factory, this car is capable of low-15-second quarter-mile times with good air, and top speed is listed at just over 140 mph. Thanks to the Impala SS, the aftermarket makes a decent amount of engine, exhaust, and suspension pieces to boost the heavyweight's performance even further.
But there are plenty of other options for police models on the market. Back in the '80s, the square-body Caprices ran traditional small-block 350s, while Ford offered a 351W in the square Crown Vic. Even Chrysler stayed in the rear-drive cop car game through the end of the decade with Diplomats and Furys running 318s with four-barrel carbs. All of these models offered the heavy-duty goodies and enhanced handling police cars are known for.
GM A/G-Bodies
Although the most recent example of GM's A/G rear-drive platform vehicles rolled off the assembly line back in 1988, these are still excellent foundations for street machine projects. The A-body platform housed the '78-'83 Malibu and the '78-'87 El Camino while the G-body comprised the '78-'88 Monte Carlo and its clones, like the Regal, Cutlass, and Grand Prix.
The A/G cars could be considered miniature versions of the earlier Chevelles and its BOP siblings, using very similar chassis architecture but having the advantage of being significantly lighter in many cases. The potential downside is that the best engine ever offered in an A or G from the factory was the 305 H.O., rated at 190 hp. This engine was only installed in the Monte Carlo SS, and isn't really worth transplanting, but if smog checks aren't a concern, any Chevy small-block is a bolt-in, and big-blocks aren't much more difficult. We opted to go the update route with our own '78 Malibu project and swapped in the fuel-injected LT1 and 4L60 overdrive trans from a '95 Trans Am to make big improvements in performance while remaining in the good graces of the California smog police.
The aftermarket does service these cars to a certain extent. Hotchkis offers suspension packages, Edelbrock makes a tubular header system that's smog-legal for certain applications, and Moser Engineering offers a 12-bolt housing while Currie does the same with the Ford 9-inch. Big-diameter exhaust systems are out there, too, and Original Parts Group recently added an A/G-body catalog to its plethora of restoration and performance parts listings. You have your choice of body styles, from the Malibu two-door sedan to the Monte Carlo formal coupe, El Camino truck hybrids, and wagons. There were even four-door police package Malibus from '79-'83. Prices range from free right on up to five figures for Turbo Regals--the choice is yours.
Early C4 Corvette
We never thought a Corvette--any Corvette--could be considered a budget-oriented vehicle, but as you read this, the prices on early C4 models from the mid-'80s are slipping to wonderfully low levels. Granted, the examples that have been tucked away and kept in excellent condition still fetch a decent buck, but those that were actually used as regular transportation (and are showing it) are dipping to our $5,000 price point. A staff guy from one of our sister mags recently picked up an '86 TPI/700-R4 Vette coupe for $3,500, and while it needs a little attention, it's a sound car and an unbelievable value when you consider the level of performance that it offers. The current trend in car crafting is to update older musclecars with modern brakes, suspension, and engine management, but the C4 left the factory with much of this stuff already in place.
To stay at or within the $5,000 range, you probably won't be able to go beyond an '86 model, and then probably an early '86 as the later versions received aluminum cylinder heads and a power boost as a result, and this tends to increase their value. The '84 model is the first of the C4s, and the most plentiful of the early cars, but it's also the only one to use the much-maligned Cross-Fire Injection system. This arrangement used two single-barrel throttle bodies in a cross-ram arrangement, but didn't deliver the type of performance its appearance seemed to promise. Modifications beyond stock are often limited by the induction, but many owners have enjoyed thousands of trouble-free miles from the Cross-Fire system.
A better bet is the '85-up Tuned-Port Injection system, which is far more capable and tunable. Another caveat is the manual transmissions of this era; the T10 box is OK, but the overdrive unit hanging off the rear can be problematic. Due to the nature of the C4 chassis, trans swaps to alternate gearboxes are not a simple affair. The familiar 700-R4 is probably the safe route here. If you're not concerned about the gold-chain stigma, the early C4 is a lot of car for the cash.