The fourth edition of our annual Ten Best fest is dedicated to the admirable notion that it’s never too soon to begin a celebration. In a few weeks, fans of the automobile all over the world will be toasting Gottlieb Daimler, Carl Benz, and everything automotive that has followed since they put us on this roll one hundred years ago. To give you party animals the proper excuse for a head start at the merrymaking, we’ve packed this special issue with the ten best stories we could muster. We hope it’s the first hurrah in a full year’s tribute to all that’s good about the automobile.

As usual we’ve stuck our editorial neck out to the eighth vertebra to name the Ten Best Cars. This year, we’ve also identified the Ten Best Collectibles— cars that you can buy off the lot, in some cases for a song, and preserve for their investment potential.

In recognition of the fact that Car and Driver would be as inconsequential as one clapping hand without its loyal audience, we are back with a second bevy of Ten Best Reader Photographs. Larry Griffin finally returned from his summer vacation to file his report on the Ten Best Roads of Europe. Patrick Bedard has been playing very hard with the Ten Best Power Toys, and we have recommendations in this all-important category for men, boys, and others. Csaba Csere cracked the automotive-history books to find the Ten Best Engineers, and Rich Ceppos sifted through a mountain of test-track results in search of the Ten Best Performers.

In a full century of automobiling you’d expect the occasional strange twist of fate, so we’ve compiled the Ten Best Amazing Stories. Man-about-the-tracks Brock Yates has selected the Ten Best Races from his global peregrinations. And to send you on your way in the proper spirit, we’ve capped off this special section with the Ten Best Jokes. So has what are you waiting for? Pop your cork, turn the page, and let the fete begin!

Here is concrete proof that cars really are getting better by leaps and bounds: this year’s Ten Best ballot contained no fewer than 27 legitimate nominees. When manual and automatic versions of a couple models were factored in, the list was 30 cars long and our parking lot was full to overflowing for a month. We had our work cut out for us to evaluate them all and boil the rich mixture down to the magic ten.

As in previous years, we imposed a base-price ceiling of $30,000. What was different this time around was that absolutely no name-calling was necessary during the voting process: when the jury of seven editors sat down to pass judgment, ten cars emerged as clean, first-ballot victors.

The Honda Accord and the Porsche 944 are back as regular as Christmas. They’ll both wear four-year pins into 1986, haying distinguished themselves every year since Ten Best’s inception in 1983. The Audi 5000, the VW GTI, and the Honda Prelude are all three- time winners, and the Corvette chalks up its second appearance on this list. The Ford Taurus/Mercury Sable, the Lincoln Mark VII LSC, the Saab 9000 Turbo, and the Toyota MR2 are the new recruits, and we welcome them to the party. Congratulations to them all, we say, and may they entertain their owners as enjoyably as they have us.

1986 Audi 5000CS Turbo Quattro

When will the world bow down to the Audi 5000CS Turbo Quattro and acknowledge that it is the most modem and sophisticated four-door sedan on the planet? Probably not as long as the prestige leaders— BMW, Jaguar, and Mercedes- Benz—keep building cars the old-fashioned way.

Audi has a long history of marching proudly down its own technological path—first with front-wheel drive, then with unpopular engine designs, and recently with four-wheel drive and radically sleek coach- work. Unfortunately, Audi’s top models have sold in modest numbers, and this has frustrated reputation-building efforts in the $20,000-to-$30,000 bracket. (The sub-$20,000 5000S outsells the more expensive Turbo six to one.)

Nevertheless, if you want speed, all-weather mobility, and comfortable room for four, your shopping list is one car long. The 5000CS Turbo Quattro carries every trick in the book—full-time four-wheel drive, a turbocharged and intercooled engine, anti-lock brakes—and still shaves our $30,000 barrier by $2000. And if that’s too rich for your blood, Audi will leave 4wd off and trim $1800 from the price. Order now, before Audi’s reputation comes home to roost and prices shoot up overnight.

Specifications

VEHICLE TYPE

front-engine, 4-wheel-drive, 5-passenger, 4-door sedan

BASE PRICE

$27,975

ENGINE TYPE

turbocharged and intercooled 5-in-line, iron block and aluminum head, Bosch KE-Jetronic fuel injection

Displacement

136 cu in, 2226 cc

Power

158 hp @ 5500 rpm



TRANSMISSION

5-speed

DIMENSIONS

Wheelbase: 105.8 in

Length: 192.7 in

Curb weight: 3350 lb

EPA FUEL ECONOMY

City driving (est.): 17 mpg

1986 Chevrolet Corvette

It normally takes GM three years to get any new car right, and the three-year-old Corvette is deliciously, gloriously, rule-the-roads-at-150-mph right. We use this car for hotshoe calibration because its go-stop-turn envelope is big enough for bulk mail. The only problem is that our junior staff members have also discovered that no Bondurant certificate is necessary for the enjoyment of this automobile: get in, strap it on, punch the go button, and a safe and secure thrill ride awaits you. As long as the driver keeps the front wheels aimed in the right direction, the Corvette takes care of everything else.

The engineers have been hard at work on their sports car during the last year. In addition to a host of much-needed basic improvements, the Corvette’s portfolio boasts three major advances for 1986. Anti-lock brake hardware is now standard equipment. Aluminum cylinder heads will be phased into production to trim weight. And a new convertible body style will be offered during the last half of the model run. At this rate, Chevrolet may corner the right-stuff market by the end of the decade.

Specifications

VEHICLE TYPE

front-engine, rear-wheel-drive, 2-passenger, 3-door coupe or 2-door convertible

BASE PRICE

$27,027–32,000 (estimated)

ENGINE TYPE

V-8, iron block and iron or aluminum heads, GM electronic engine-control system

Displacement

350 cu in, 5733 cc

Power

230 hp @ 4000 rpm



TRANSMISSIONS

8-speed, 4-speed auto

DIMENSIONS

Wheelbase: 96.0 in

Length: 176.0 in

Curb weight: 3200 lb

EPA FUEL ECONOMY

City driving (est.): 17 mpg

1986 Ford Taurus / Mercury Sable

We were starting to wonder if America would ever get up the gumption to build cars like the Taurus and the Sable: friendly to look at, functional to use, and full of the world’s best technology. Not only did Ford take the risk, it also spent the time and trouble to make its pair of breakthrough sedans roadworthy and fun to drive.

The Taurus and the Sable are just trickling down the assembly line as this is written, so we’re investing our own share of risk in hoping that Ford will follow through in volume production with cars that are as good as or better than the pilot models we’ve tested and driven all over southeastern Michigan. Shortly after Santa makes his rounds, the plants will be up to speed, the wraps will be whisked off the slinky forms in Ford and Lincoln-Mercury dealerships across America, and the car-buying public will get its chance to vote on the wisdom of this undertaking. Dearborn is aware that the moms and pops who perpetuated the LTD and Marquis will be a tough sell, but this knowledge hasn’t stopped the company from betting $3 billion that the Taurus and Sable are the answer to baby boomer’s prayers. If the Ford prognosticators are right---and we hope to hell they are---the American-made automobile will never be the same.

Specifications

VEHICLE TYPE

front-engine, front-wheel-drive, 5-, 6-, or 8-passenger, 4-door sedan or 5-door wagon

BASE PRICE

$9645–13,860

ENGINE TYPES

4-in-line or V-6, iron block and head(s), Ford EEC IV engine control system

Displacement

153–182 cu in, 2499–2986 cc

Power

92–140 hp



TRANSMISSIONS

5-speed, 3- or 4-speed auto

DIMENSIONS

Wheelbase: 106.0 in

Length: 188.4–191.9 in

Curb weight: 2850–3200 lb

EPA FUEL ECONOMY

City driving (est.): 20–24 mpg

1986 Honda Accord

Nine and a half years ago, Honda pinned a target on the wall in the form of the original Accord, and every other manufacturer hoping to compete in the compact class has since been taking its best shot at the mark. Mercedes-Benz has done a commendable job with its 190 line, and others have nipped around the edges of Honda’s hot-selling sedan, but no one has yet matched the Accord’s combination of poise, performance, and price.

For 1986, Honda has for the second time thrown away a very successful Accord and introduced a brand new design. You should not be surprised to hear that there are major improvements on all fronts. The new 2.0-liter engine hums contentedly, even at 100 mph. The bodywork is a seamless blend of covered headlamps, hidden wipers, nearly flush glass, and concealed drip moldings. The door frames fold into the roof, and the hoodline is as low as possible, enhancing aerodynamic penetration. The result is a Cd of just 0.31 (for the hatchback). To optimize the tradeoffs between ride and handling, there are control arms rather than struts at all four corners. Roominess and cargo volumes have been increased appreciably in both three-door and four-door body styles.

The men and women of Honda will now stand politely aside while the competition resumes its fusillade.

Specifications

VEHICLE TYPE

front-engine, front-wheel-drive, 5-passenger, 3- or 4-door sedan

BASE PRICE

$8429–13,125

ENGINE TYPE

4-in-line, iron block and aluminum head, 1x2-bbl Keihin carburetor or Honda electronic fuel injection

Displacement

119 cu in, 1955 cc

Power

98–110 hp



TRANSMISSIONS

5-speed, 4-speed auto

DIMENSIONS

Wheelbase: 102.4 in

Length: 174.8–178.5 in

Curb weight: 2450–2600 lb

EPA FUEL ECONOMY

City driving (est.): 23–27 mpg

1986 Honda Prelude

Since the world has such a short-memory for second place finishers, it’s up to us to remind you now and then of this important fact: eighteen months ago, the Honda Prelude took on some very heavy competition in C/D’s best-handling-import epic and blew all but one of the contenders right off the map.



In the meantime, Honda has attacked the Prelude’s one basic shortcoming---it doesn’t have 500 horsepower---in an effort to move it one notch closer to sports-coupe heaven. Late in the 1985 model year, the new 2.0Si model was launched, with electronic fuel injection, a seven-percent-larger engine, and ten more horsepower. Quite frankly, we had our hearts set on more. To make up for the breach between anticipated and delivered power levels, Honda tossed in a few goodies (a leather-wrapped steering wheel, better upholstery, alloy wheels) and made air conditioning, power windows, and a high-zoot sound system standard equipment. That in turn drove the price up enough that we started to wonder if this wasn’t a repeat of the Coca-Cola fiasco. Yes, the 2.0Si is quicker and plusher. But if it’s a high-value handling champ you’re after, stick with the classic: the Prelude with carburetors.

Specifications

VEHICLE TYPE

front-engine, front-wheel-drive, 2+3-passenger, 2-door coupe

BASE PRICE

$10,549–13,445

ENGINE TYPE

4-in-line, iron block and aluminum head, 2x1-bbl Keihin carburetors or Honda electronic fuel injection

Displacement

112–119 cu in, 1829–1955 cc

Power

100–110 hp



TRANSMISSIONS

5-speed, 4-speed auto

DIMENSIONS

Wheelbase: 96.5 in

Length: 169.1–172.0 in

Curb weight: 2300–2480 lb

EPA FUEL ECONOMY

City driving (est.): 23–25 mpg

1986 Lincoln Mark VII LSC

In previous years of voting, the Lincoln Mark VII LSC was invariably the bridesmaid: it never earned quite enough votes to march down the aisle as a full-fledged participant in the Ten Best ceremony. For 1986, Ford has been generous with improvements to this open-road roamer, and it has finally won its rightful place on our list.



First, the Mark now has 200 horsepower under its hood, thanks to the addition of port fuel injection a tuned intake manifold, a higher compression ratio, a fast-burn combustion chamber, and roller tappets. Second, with greater motive force available, the chassis engineers retuned the air suspension slightly. Finally, the interior designers saw fit to retire the winking-digit dash from active duty, at least in the LSC edition of the Mark VII. In its stead is a proper analog panel, containing a 95-mph speedometer and a 6,000-rpm tachometer.

We can’t say that these changes will be enough to draw the Mark VII’s intended clientele from the woodwork (where it seems to have been hiding since the Mark VI was dropped). But this brings up yet another attractive side of the big Lincoln’s multifaceted personality: exclusivity is its own virtue.

Specifications

VEHICLE TYPE

front-engine, rear-wheel-drive, 5-passenger, 2-door sedan

BASE PRICE

$23,980

ENGINE TYPE

V-8, iron block and heads, Ford EEC IV engine-control system

Displacement

302 cu in, 4942 cc

Power

200 hp @ 4000 rpm



TRANSMISSION

4-speed auto

DIMENSIONS

Wheelbase: 108.5 in

Length: 202.8 in

Curb weight: 3700 lb

EPA FUEL ECONOMY

City driving (est.): 18 mpg

1986 Porsche 944

Turbocharging is a way of life at Weissach. If a blower can possibly be bolted onto a Porsche engine, it will be---at the earliest opportunity. In the case of the 944, the 1986 model year is your cue to celebrate life on the plus side of the manifold-pressure gauge.



Of course, the 944 Turbo is fun, fast, and frightfully expensive. Attacking that list in reverse order, the price just barely clears our #30,000 ceiling, a stretch of your right leg will carry you to 157 mph, and the only activities that are more entertaining than driving this car demand a live partner.

Where does this leave the regular 944? The truth of the matter is that most of us at Car and Driver prefer it to the Turbo for everything but flat-out, high-speed, get-me-to-the-church-on-time pursuits. The standard 944 has better throttle response and its steering feels sharper on center.

Furthermore, the normally aspirated 944 is about the best sports-car value going. This is more true than ever for 1986, because Porsche has seen fit to give this machine several new suspension components and a new instrument panel (both of which were developed for the Turbo) without raising the price a smidgen. All of which makes one wonder what exactly Porsche has in mind for next year.

Specifications

VEHICLE TYPE

front-engine, rear-wheel-drive, 2+2-passenger, 3-door coupe

BASE PRICE

$22,950–29,500

ENGINE TYPE

normally aspirated or turbocharged and intercooled 4-in-line, aluminum block and head, Bosch Motronic engine-control system

Displacement

151 cu in, 2479 cc

Power

147–217 bhp



TRANSMISSIONS

5-speed, 3-speed auto

DIMENSIONS

Wheelbase: 94.5 in

Length: 168.9 in

Curb weight: 2850–3040 lb

EPA FUEL ECONOMY

City driving (est.): 19–20 mpg

1986 Saab 9000

The hot news of the season is that Saab---persistent purveyor of automotive weirdness-has branched out. With the 9000 Turbo, Saab has joined the ranks of conventional car builders. The move will not be taken lightly by the buying public, because Saab is not only building its first conventional car ever (no floor-mounted ignition switch, no fishbowl windshield, no mud flaps whatsoever) but also seizing the opportunity to introduce a true Ten Best-grade sports sedan. Could we tempt you with a 0-60 time of 7.5 seconds? How about a top speed of 141 mph? Would you believe 21 EPA city mpg?

The statistics are impressive, but better yet, the 9000 Turbo is a smooth and stable charger. It’s firm when and where it should be, and supple everywhere else. The detailing is thoughtful and comprehensive, as if the engineers and planners had saved their best brainstorms for years just for this one occasion. The 9000 Turbo may leave them short for the next new model, but since this is Saab we’re talking about, we won’t be crossing that bridge for quite some time.

Specifications

VEHICLE TYPE

front-engine, front-wheel-drive, 5-passenger, 5-door sedan

BASE PRICE

$21,945

ENGINE TYPE

turbocharged and intercooled 4-in-line, iron block and aluminum head, Bosch LH-Jetronic fuel injection

Displacement

121 cu in, 1985 cc

Power

160 hp @ 5500 rpm



TRANSMISSION

5-speed

DIMENSIONS

Wheelbase: 105.2 in

Length: 181.9 in

Curb weight: 3000 lb

EPA FUEL ECONOMY

City driving (est.): 21 mpg

1986 Toyota MR2



The Toyota MR2 is the flingable flier of our Ten Best list. Any car with a higher fun-per-dollar quotient would never be allowed by the IRS.



The idea of using front-drive chassis components as the basis of an entertaining mid-engined sports car is hardly innovative, but Toyota’s execution advances the concept to a new high. The heart of the matter is a soulful four-cylinder engine that thinks every Main Street is a Formula 1 grid. Whether you’re chewing up a Fiero on Friday night or commuting to work on Monday morning, you know that you’ve got more than your fair shares of camshafts and valves working away behind your shoulder blades. Aiding and abetting the 7500-rpm mill is one of the slickest-shifting five speeds this side of a McLaren. The chassis is so nicely balanced that a capable set of hands on the wheel can play magic with this machine.



And yes, Mario, you can get the MR2 sideways and bring it home again without wrinkled fenders. The seats will lock you firmly in position, and you’ll find every control in exactly the right place. Just don’t blame us when someone has to pry your fingers from the wheel to get you out of this car and home to bed at night.

Specifications

VEHICLE TYPE

mid-engine, rear-wheel-drive, 2-passenger, 2-door coupe

BASE PRICE

$11,298–11,898

ENGINE TYPE

4-in-line, iron block and aluminum head, Toyota electronic engine-control system

Displacement

97 cu in, 1587 cc

Power

112 hp @ 6600 rpm



TRANSMISSIONS

5-speed, 4-speed auto

DIMENSIONS

Wheelbase: 91.3 in

Length: 154.5 in

Curb weight: 2400 lb

EPA FUEL ECONOMY

City driving (est.): 25–26 mpg

1986 Volkswagen GTI



When you hear the call letters “GTI,” Volkswagen won’t mind if speed-limitless autobahns, steaming plates of Wiener schnitzel, and whole Black Forests full of ausgezeichnet! spring to your fertile mind. In reality, although this sporty version of the Volkswagen Golf is chock full of European inspiration, it is a product of Westmoreland County, Pennsylvania, not West Germany.

America can be proud to call the GTI one if its own. (This car and the Honda Accord both hold domestic berths on our Ten Best list.) It’s cleverly designed, well made, and bursting with a lust for life that we wish we could bottle and distribute to every American automobile plant. Unfortunately, we haven’t found a way to do that, so the GTI stands out as a very special entity: part grocery getter, part family hauler, and part back-road flier. It has a disc brake at every corner, a 102-horsepower engine that never says no, and a suspension that wrings the very best from front drive. The forward half of this car screams “sports car,” while the back half does a fair job of imitating a station wagon.

Larry Griffin insists that the GTI is the most all-around satisfying automobile ever built. Six of his peers agree that, for once, Larry isn’t exactly blowing smoke.

Specifications

VEHICLE TYPE

front-engine, front-wheel-drive, 5-passenger, 3-door sedan

BASE PRICE

$9190

ENGINE TYPE

4-in-line, iron block and aluminum head, Bosch KE-Jetronic fuel injection

Displacement

109 cu in, 1781 cc

Power

102 hp @ 5500 rpm



TRANSMISSION

5-speed

DIMENSIONS

Wheelbase: 97.3 in

Length: 158.0 in

Curb weight: 2300 lb

EPA FUEL ECONOMY

City driving (est.): 26 mpg

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