Michigan test archive
1982 Michigan State Police Patrol Vehicle Test
Six V8s in a single class, a K-car curiosity — and a Mustang whose numbers Michigan wouldn’t print.
The 1982 test — the fourth Michigan published for the country — carries the most tantalizing footnote in the early archive. At the request of agencies asking about a smaller “pursuit only” car, and with Ford’s cooperation, a twelfth vehicle ran the acceleration and top speed tests: a Ford Mustang 302 H.O. with a four-speed manual. Because it wasn’t a police package car, the book declined to publish its numbers — readers were invited to telephone East Lansing for details. That same model year, the California Highway Patrol ordered its first 5.0 Mustangs, and the Special Service package era began.
The whole field ran the straight-line tests in a single day — 19 September 1981 at Chrysler’s proving grounds, from a 46 °F morning to a 69 °F afternoon, in westerly winds of 3 to 18 mph. The dynamics laps ran on the 1.635-mile Michigan International Speedway road course: sixteen timed laps per car, four drivers, four laps each. One drama: the Plymouth Gran Fury’s carburetor air filter became oil-soaked mid-evaluation and choked the engine; the filter was replaced and the car re-ran its full timed-lap sequence.
And one thing is missing from this edition, by the book’s own admission: bid prices. Michigan’s bids had not been opened when the report went to print, so no purchase winner appears — only the performance scores.
V8 results — the full evaluation
| Car | Engine | 0–60 (s) | ¼-mile (s @ mph) | 0–100 (s) | Top speed (mph) | Miles to 100 mph | Dynamics (s) |
|---|---|---|---|---|---|---|---|
| Chevrolet Impala | 350-4V | 12.74 | 19.40 @ 73.0 | 45.79 | 107.8 | 0.91 | 92.04 |
| Ford LTD | 351 H.O.-VV | 12.59 | 19.15 @ 75.5 | 42.54 | 115.8 | 0.82 | 91.99 |
| Dodge Diplomat | 318-4V | 12.19 | 19.20 @ 75.25 | 39.95 | 115.4 | 0.76 | 92.57 |
| Plymouth Gran Fury | 318-4V | 12.24 | 19.08 @ 76.5 | 39.36 | 116.3 | 0.75 | 92.63 |
| Chevrolet Malibu | 305-4V | 13.29 | 19.53 @ 72.5 | 49.73 | 110.1 | 0.99 | 92.61 |
| Ford Fairmont | 255-2V | 13.80 | 19.88 @ 72.0 | 57.04 | 107.0 | 1.17 | 94.16 |
Gold row: highest published total score (see the scoring table below). The Malibu at 49.73 seconds and the Fairmont at 57.04 both exceeded the 48.5-second 0–100 requirement. The book notes the LTD’s and Gran Fury’s acceleration curves were so similar they could not be distinguished on its graph.
Six- and four-cylinder cars — tested for information only
| Car | Engine | 0–60 (s) | ¼-mile (s @ mph) | 0–90 (s) | Top speed (mph) | Miles to 90 mph | EPA city (mpg) |
|---|---|---|---|---|---|---|---|
| Ford Fairmont (4-cyl) | 140-2V | 17.26 | 21.85 @ 67.5 | 51.76 | 103.4 | 0.88 | 20.5 |
| Chevrolet Malibu (6-cyl) | 229-2V | 17.99 | 21.85 @ 65.25 | 1:01.80 | 100.6 | 1.14 | 20.0 |
| Ford Fairmont (6-cyl) | 200-1V | 18.72 | 22.00 @ 64.75 | 1:04.02 | 97.3 | 1.18 | 19.7 |
| Dodge Aries (4-cyl) | 135-2V | 17.58 | 21.55 @ 66.25 | 1:16.54 | 97.5 | 1.15 | 25.0 |
| Plymouth Gran Fury (6-cyl) | 225-1V | 20.36 | 22.53 @ 62.25 | 1:23.47 | 96.2 | 1.68 | 17.9 |
The quiet upset of 1982: the four-cylinder Fairmont — a 2.3-liter, 92-horsepower car — out-ran all three sixes to 90 mph and posted the highest top speed of the small-engine field at 103.4 mph. And yes, a front-wheel-drive Dodge Aries K-car ran the Michigan State Police test, reaching 90 mph in a leisurely 1:16.54.
Complete acceleration data — every 10-mph increment, all eleven cars
| 0 to… | Impala 350 | LTD 351 | Diplomat 318 | Gran Fury 318 | Malibu 305 | Fairmont 255 |
|---|---|---|---|---|---|---|
| 20 mph | 2.78 | 3.16 | 3.10 | 3.04 | 2.81 | 3.14 |
| 30 mph | 4.68 | 4.95 | 4.96 | 5.02 | 4.85 | 5.20 |
| 40 mph | 6.73 | 6.96 | 6.78 | 6.80 | 7.02 | 7.32 |
| 50 mph | 9.37 | 9.39 | 9.08 | 9.20 | 9.79 | 10.07 |
| 60 mph | 12.74 | 12.59 | 12.19 | 12.24 | 13.29 | 13.80 |
| 70 mph | 17.50 | 16.41 | 16.17 | 16.01 | 17.93 | 18.58 |
| 80 mph | 23.31 | 21.82 | 21.65 | 21.19 | 24.62 | 25.55 |
| 90 mph | 31.20 | 31.01 | 28.85 | 28.79 | 34.03 | 36.93 |
| 100 mph | 45.79 | 42.54 | 39.95 | 39.36 | 49.73 | 57.04 |
| 0 to… | Fairmont 140 | Malibu 229 | Fairmont 200 | Aries 135 | Gran Fury 225 |
|---|---|---|---|---|---|
| 20 mph | 3.68 | 3.80 | 3.78 | 4.02 | 3.74 |
| 30 mph | 6.24 | 6.46 | 6.37 | 6.50 | 6.35 |
| 40 mph | 8.93 | 9.26 | 9.27 | 8.98 | 9.69 |
| 50 mph | 12.32 | 13.01 | 13.35 | 12.46 | 14.36 |
| 60 mph | 17.26 | 17.99 | 18.72 | 17.58 | 20.36 |
| 70 mph | 22.95 | 24.68 | 26.50 | 24.29 | 29.63 |
| 80 mph | 33.99 | 36.85 | 40.06 | 42.85 | 47.00 |
| 90 mph | 51.76 | 1:01.80 | 1:04.02 | 1:16.54 | 1:23.47 |
‡ Final digit illegible in the archive scan; to be verified against the physical book. The book’s own quarter-mile lesson this year: the four-cylinder Fairmont and the six-cylinder Malibu crossed the quarter in an identical 21.85 seconds — but at 67.50 and 65.25 mph respectively, because cars do not accelerate at a uniform rate.
Brakes, fuel economy, ergonomics
| Car | 60–0 Phase I (ft) | 60–0 Phase II (ft) | Avg decel (ft/s²) | EPA city (mpg) | Ergonomics (pts) |
|---|---|---|---|---|---|
| Chevrolet Malibu 305 | 159.3 | 159.5 | 24.62 | 16.6 | 201.88 |
| Plymouth Gran Fury 318 | 167.7 | 160.9 | 24.29 | 13.8 | 191.36 |
| Chevrolet Impala 350 | 166.4 | 159.3 | 23.99 | 14.3 | 210.97 |
| Dodge Diplomat 318 | 163.5 | 166.4 | 23.71 | 13.8 | 191.36 |
| Ford Fairmont 255 | 168.6 | 171.3 | 23.17 | 18.6 | 180.28 |
| Ford LTD 351 | 178.4 | 175.9 | 22.63 | 13.9 | 229.40 |
The LTD’s 229.40 ergonomics score is the standout of the year — 18 points clear of the next car. The Diplomat and Gran Fury totals are identical as printed; the two cars shared their body and interior.
Hardware: horsepower, axle ratios, test weights
| Car | HP (SAE net) | Axle ratio | Test weight (lb) | Transmission |
|---|---|---|---|---|
| Ford LTD 351 | 165 | 2.73 | 4,086 | 4-sp auto w/ overdrive (AOD) |
| Chevrolet Impala 350 | 150 | 3.08 | 3,996 | 3-sp auto (THM350C) |
| Dodge Diplomat 318 | 165 | 2.94 | 3,875 | 3-sp auto (A727) |
| Plymouth Gran Fury 318 | 165 | 2.94 | 3,863 | 3-sp auto (A727) |
| Chevrolet Malibu 305 | 145 | 2.73 | 3,672 | 3-sp auto (THM350C) |
| Ford Fairmont 255 | 115 | 2.73 | 3,200 | 3-sp auto (C5) |
| Plymouth Gran Fury 225 | 90 | 2.94 | 3,706 | 3-sp auto (A904) |
| Chevrolet Malibu 229 | 110 | 2.41 | 3,376 | 3-sp auto (THM250C) |
| Ford Fairmont 200 | 87 | 2.73 | 3,038 | 3-sp auto (C5) |
| Ford Fairmont 140 | 92 | 3.08 | 2,926 | 3-sp auto (C3) |
| Dodge Aries 135 | 84 | 2.78 | 2,444 | 3-sp auto (A413) |
The Chevrolet 350 dropped to 150 horsepower for 1982 — down from the 165 estimated the year before — while the Mopar 318s held 165. The LTD remained the only car with an overdrive automatic.
The scoring — and why the fastest car didn’t win it
The weighting held at 25% dynamics, 25% fuel economy, 15% acceleration (0–100 time), 15% top speed, 10% brakes, and 10% ergonomics. With no bid prices in this edition, the total weighted score is the year’s verdict — and it produced a result worth studying. The Gran Fury was the fastest car of 1982 and quickest to 100 mph; the Diplomat was right behind it. Neither scored well overall. The Impala — with the lowest V8 top speed except the Fairmont — took the highest published total, because among the four cars Michigan scored it was second on dynamics, brakes and ergonomics and first on fuel economy. (Count the two unscored mid-size cars and it drops to third on brakes and fuel.) Michigan’s math rewarded the all-rounder, not the sprinter.
| Car | Dynamics (s) | 0–100 (s) | Brakes (ft/s²) | Top speed (mph) | Ergonomics (pts) | EPA city (mpg) | Total weighted score |
|---|---|---|---|---|---|---|---|
| Chevrolet Impala 350 | 92.04 | 45.79 | 23.99 | 107.8 | 210.97 | 14.3 | +0.251 |
| Ford LTD 351 | 91.99 | 42.54 | 22.63 | 115.8 | 229.40 | 13.9 | +0.243 |
| Plymouth Gran Fury 318 | 92.63 | 39.36 | 24.29 | 116.3 | 191.36 | 13.8 | −0.189 |
| Dodge Diplomat 318 | 92.57 | 39.95 | 23.71 | 115.4 | 191.36 | 13.8 | −0.304 |
| Chevrolet Malibu 305 | 92.61 | 49.73 | 24.62 | 110.1 | 201.88 | 16.6 | not scored |
| Ford Fairmont 255 | 94.16 | 57.04 | 23.17 | 107.0 | 180.28 | 18.6 | not scored |
The Malibu and Fairmont have raw category scores in the book’s Table 8 but no row in Table 9, where the weighted totals are computed: both failed the 0–100 requirement, and Michigan did not score them.
What Michigan ordered
The September 1981 bid specification (Mich. 3905-0010) collapsed the old two-class system into one: a four-door sedan on a 105.5-inch minimum wheelbase. Every car was ordered with the ⅛-inch steel roof plate, ten inches wide, welded under the roof panel — drilled roughly 19 inches back from the windshield and pre-wired with three stranded wires down the corner post, ready for the beacon. Unity #225-6 six-inch spotlights with aircraft landing lamps on both pillars, individually fused. A limited-slip differential, the largest cooling system available, an 80-amp alternator with 45 amps at curb idle, and a battery of at least 455 cold-cranking amps.
Inside: a heavy-duty split bench — 60-40 preferred — in blue cloth (all-vinyl explicitly not acceptable), heavy rubber floor mats front, rear and trunk, armrests without ash trays or with the ash trays made inoperable, and factory power door locks. Paint to Dulux 93-032, on Goodyear police radials to Michigan specification 5260-S1. Locks keyed alike within each car, four keys supplied, a different key for every car. If you’re checking whether a survivor is genuine, this is the equipment list to check it against — see how to identify a genuine police package car and the police package option codes guide.
What 1982 settled
On paper, Chrysler owned the year: the Gran Fury was fastest at 116.3 mph and quickest to 100, with the Diplomat a near-twin behind it. But Michigan’s scoring crowned the Chevrolet Impala — slower on top by 8.5 mph, and better at almost everything else. It is the clearest early demonstration of what the Michigan system actually measures: not the fastest car, but the best police car.
And in the margins of the book, the future was already parked: an unpublished Mustang 302 H.O. that Michigan tested but wouldn’t print, one model year before the Special Service Mustang became the answer to everything this field of 3,900-pound sedans could no longer do.