The final few years of the “Decade of Excess” were a significant turning point for the automobile, both in terms of technology and performance. Modern amenities such as anti- lock brakes, adjustable suspension, traction control and airbags were becoming more prevalent. The finer points of computerized engine management were finally starting to pay dividends, with nearly all vehicles monitored by a bevy of sensors controlled by a computer, adjusting everything from ignition timing to fuel pressure. Carburetors and distributor caps were being replaced by coil packs and electronic fuel injection.

Horsepower figures, both in naturally aspirated and forced induction applications, were quickly rising, giving birth to the quickest cars since the heyday of the original muscle car days, while at the same time offering better fuel economy and significantly cleaner exhaust emissions. The end of the ‘80s saw the proliferation of the minivan, the birth of the modern SUV, and the beginnings of the import tuner craze. As these cars inch closer to the quarter-century collector mark, some could well be on the verge of a value explosion. In fact, some are already there.

At long last, in a decade that opened with a fuel crisis, a recession, and a general consensus that the days of motoring for pleasure were over, comes the final segment of this three part exploration into a fascinating era of automotive evolution. Trust me when I say it was worth the wait

1988 Pontiac Fiero GT

Time has been good to the short lived Fiero, especially the 1988 GT model. That was the year GM saw fit to actually give the car its own suspension, as opposed to the earlier cars which borrowed components from a variety of pint sized GM econocars. The suspension tweaks turned the already spry corner carver into road course hero, and though the mid-mounted 2.8 liter V6 engine only made 135 horsepower, the two seat Fiero was a featherweight at just 2,600 pounds. Hooked to a five speed manual, it easily tripped high 15 second quarter mile times, although the car’s natural environment was anything but a straight line acceleration run. Its low stance, mid engine configuration, four wheel disc brakes and balanced handling made the Fiero a true sports car delight, equaling or even besting some rather notable competition from Germany and Italy. Yes, the Fiero had a bad rap for reliability, and it’s been the basis for far too many copy cat body kits, including one very Ferrari-esque dealer-option package called the Fiero Miera, but in reality the Fiero was a great little runabout, and that affection is the reason why these cars have such a loyal following today.

Where are they now?: Low mileage GTs in good original condition are no longer the pennies on the dollar purchases they used to be. Book prices suggest a retail figure of $5,000, but real world prices have the nicer examples falling in the $6,000 to $10,000 range, with showroom cars going higher. Given the Fiero’s passionate following and the 1988 specific upgrades, many feel this particular model is a contender to become a high dollar collectible.

 1988 BMW E30 M3

Thirty years ago, the automobile was struggling for a new identity in a rapidly changing world. The tried and true methods of creating horsepower were no longer acceptable. The old American adage of “bigger is better” was invalidated by changing political forces and a need to do more with less. The significance of the day is never truly understood or appreciated until viewed through the scope of history, and though nobody realized it at the time, the merging of old school engineering and modern computer technology was completely changing the automotive landscape, creating the foundation upon which all modern vehicles exist. It was the decade where automotive evolution took a larger leap forward then ever before. That’s where the character comes from. That’s where the passion comes from. That’s why we love our '80s cars.

The legend that is the BMW M3 began in 1986, when BMW manufactured 5,000 road-going copies so the original M3 could compete in the World Touring Car Championship. Based on the company’s compact E30 3-series, the M3 attacked highways around the world with a 195 horsepower, four-cylinder engine sourced from their factory Formula 1 team. A five-speed manual transmission sent power to the rear wheels, aggressive suspension tuning gave the car an amazing combination of poise, confidence and grip without being overtly harsh, and snazzy bodywork dressed up an otherwise subdued exterior. Being BMW, the car was of course outfitted with plenty of luxury bits and tech gadgets, including leather, anti-lock brakes, heated mirrors and door locks, and the all-important M3 badging on the grille and trunk. Approximately 5000 E30 M3s were imported into the U.S. over the course of the model’s five year production run, though they were burdened with a $35,000 sticker price which placed the Bimmer uncomfortably close to cars like the Porsche 911. Nevertheless, the E30 M3 holds a very firm position as one of the greatest road-going performance cars of all time, and it established a premium standard for performance motoring excellence that is still carried by the 2009 E90-series BMW M3.

Where are they now?: The aura and pedigree of the M3 combined with a limited production run keep M3 values between $15,000 and $20,000, even for cars with significant mileage. Finding one is the challenge, as most E30 M3 owners aren’t interested in selling their piece of automotive history.

1988 Dodge Daytona Shelby Z

Manufacturers were trending away from turbochargers near the end of the ‘80s, but somehow the Chrysler bosses missed the memo. They were in love with their 2.2 liter turbo engine, as was tuning legend Carroll Shelby. When he wasn’t busy tweaking the flaccid Dodge Charger into the autocross warrior Shelby GLHS, or turning an innocent Dodge Shadow into the Shelby CSX, he co authored the undeniably sexy Dodge Daytona Shelby Z, powered by a better, stronger, faster, version of the 2.2 turbo that made 174 horsepower. The Shelby Z also delivered suspension tweaks, four wheel disc brakes, a beefy Getrag gear box, and of course the all important Shelby trim. Pop up headlights, a low roofline and a sweeping fastback design gave the Daytona a long, sleek style that looked fast even when it was standing still, and it was plenty fast for the day, if slightly slower than the V8 powered competition from Ford and Chevy. The Daytona, along with much of the Chrysler lineup, suffered from Chrysler quality control issues that plagued the automaker through the ‘80s and ‘90s, but it remains one of the sexiest cars to have graced the roadways of yesteryear Americana.

Where are they now?: Whether or not the Shelby magic will translate to the turbo Dodges of the ‘80s remains to be seen, but thus far values for the Daytona aren’t terrifically extravagant. Expect to pay in the $6,000 range for a low mile, excellent condition Shelby Z, with well used models going for significantly less.

1987 Buick GNX

Ah yes, you probably thought I’d forgotten about this car. The original ‘82 Regal Grand National already received our nod back in part one of this series, but the GNX is simply in another category altogether. Marketed as the “Grand National to end all Grand Nationals,” the uber-exclusive GNX served as the grand finale to the second generation Regal platform, and in the process it became the quickest American production vehicle of the ‘80s, and it spanked numerous specialty production vehicles as well. Tweaks to the Grand National 3.8 liter turbo V6 upped the GNX to an estimated 300 horsepower, resulting in straight line acceleration that easily trumped anything else in the domestic performance market of the day, not to mention a majority of musclecars from the late ‘60s.

The fact that the GNX was based on a mid level luxury platform like the Regal is irony enough, but considering the meanest American made muscle machine in 15 years was powered by a turbocharged V6 instead of a thumping V8 only made the GNX that much better. Though the Regal would transition to a more sedate front drive platform for 1988, the GNX solidified its place in automotive history as the baddest car of the ‘80s, and one of the most desirable performance machines in the history of the automobile.

Where are they now?: The GNX is one of those once in a decade wonder cars that transcends the collectible market. Standard rules don’t apply, and with only 547 identical copies produced, entry into the GNX owners club will more than likely set you back six figures. For mere mortals, “settling” for a good condition, 245 horsepower Grand National is far more realistic, though even these cars are holding strong in the $20,000 range despite a rather plentiful supply.

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.