Michigan test archive

1980 Michigan State Police Patrol Vehicle Test

Two classes and eleven cars: a 124.6-mph Gran Fury that took the full-size class outright, a damaged Volare that became the mid-size adjusted low bidder, and three cars eliminated on acceleration.

The book is the 1980 Police Patrol Vehicle Evaluation and Purchasing Program, prepared in October 1979 by the Michigan State Police Executive Division’s Policy Development and Evaluation Section for the Department of State Police and the Department of Management and Budget. Its preface opens with the programme’s origin: “The Police Patrol Vehicle Evaluation and Purchasing Program was developed in 1976 by the Policy Development and Evaluation Section of the Michigan Department of State Police, in cooperation with the Purchasing Division of the Michigan Department of Management and Budget.” It “eliminates from the bid process those vehicles which are obviously inferior and gives the top-scoring vehicle or vehicles a dollar-and-cent advantage in the bid process.”

Eleven cars ran acceleration, top speed and braking on Saturday 20 October 1979 at the Chrysler Proving Grounds, the first away at 8:14 in the morning (the Buick LeSabre) and the last at 6:06 in the evening (the Chevrolet Impala, whose only sheet carries the re-test figures, so this is presumably the re-test). Five were full-size: the LeSabre, Impala, Dodge St. Regis, Ford LTD-S and Plymouth Gran Fury. Four were mid-size: the Chevrolet Malibu 305, Dodge Aspen 318, Ford Fairmont and Plymouth Volare. “At the request of the manufacturers, a Chevrolet Malibu 350 cid and a Dodge Aspen 360 cid were tested for informational purposes only. They will not be allowed to bid against our mid-size patrol car specification which requires the smaller engine.” The road-course laps were run on the Michigan International Speedway road course; the pages that describe that test are missing from this copy, so its date and the length of the course are not given here.

The preface explains two problems. “First, upon completion of the acceleration, top speed, and brake tests with the Chevrolet Impala, it was learned that an extra spare tire had mistakenly been left in the trunk.” After discussing it with Chevrolet’s representatives, Michigan re-ran the Impala’s acceleration and top speed “even though the tires had been slightly “flat spotted” during the brake test”, and the book prints the re-test. Its brake figures are from the first run, with the extra spare aboard. “Secondly, during the Vehicle Dynamics Evaluation, the Plymouth Volare, while on a warm-up lap, sustained sufficient damage to eliminate it from further testing. For the purpose of our competitive evaluation, it was the joint decision of the Department of State Police and the Department of Management and Budget, with concurrence by Chrysler Corporation, that the Volare 318 be assigned the same vehicle dynamics score as the Aspen 318.”

Three cars went out: “Due to their inability to meet the established minimum acceleration requirements, the Buick LeSabre and Chevrolet Impala were eliminated from the bid process on full-size vehicles. The Ford Fairmont, for the same reason, was eliminated from the bid process for mid-size vehicles.” All three were tested to the end “primarily in order to provide the data to other law enforcement agencies whose requirements for acceleration and/or top speed differ from ours.” And the result: “The evaluation of the full-size patrol vehicles identified the Plymouth Gran Fury as the top scorer. As indicated on the competitive patrol vehicle evaluation, page 71, the Plymouth Gran Fury was also the low bidder and will be purchased in 1980. The Chevrolet Malibu 305 accumulated the highest score in the mid-size patrol vehicle evaluation. However, after the bid adjustment, the Plymouth Volare 318 was determined to be the adjusted low bidder.” The Gran Fury ran 124.6 mph, the fastest car in the test, and lapped the road course quicker than any other car.

The 1980 qualification standards. Every car “submitted by manufacturers must meet each of the following performance standards” (pp.89, 99), each acceleration time the average of four runs. Full-size: 0–60 mph in 13.0 seconds or less, 0–80 in 23.0, 0–100 in 43.0, and 110 mph within 3 miles. Mid-size: 0–60 in 14.5, 0–80 in 25.5, 0–90 in 34.5, and 100 mph within 3 miles. After reaching the bar each car ran on to the highest speed it could reach within 15 miles. Brakes: four stops from 90 mph (full-size) or 80 mph (mid-size) at a constant 22 ft/s², “at two-minute intervals followed immediately by a controlled impending skid stop from 60 mph at maximum deceleration rate attainable”; five minutes later the sequence was repeated, “followed immediately by a panic (all wheel lock) stop from 60 mph.” “FAILURE OF A VEHICLE TO MEET ANY PORTION OF THE FOREGOING PERFORMANCE STANDARDS DURING THE PRE-BID QUALIFICATION TESTING WILL RESULT IN THAT VEHICLE’S DISQUALIFICATION.” The full-size bars were looser than the 1978 book’s 12.5, 21.0 and 38.0 seconds.

Full-size class

Source: Michigan State Police, *1980 Police Patrol Vehicle Evaluation and Purchasing Program*, October 1979: summary page, PDF p.110 (printed page 29), acceleration and top-speed sheets pp.112–114, vehicle dynamics p.107. Acceleration is the average of four runs; the quarter mile is the average “Obtained from Strip Chart Recordings of Acceleration Runs”; top speed is the highest reached within 15 miles; miles to 110 mph is the distance at which the car passed the 110 mph bar. Dynamics is the average of all sixteen timed laps (four drivers, four laps each) on the Michigan International Speedway road course. † Eliminated from the full-size bid for failing the minimum acceleration requirements (preface); tested to the end for information. The Impala’s acceleration and top-speed figures are its re-test, run after an extra spare tire was found in its trunk. § The St. Regis’s lap sheet prints 91.821, which its laps support; the scoring pages use 91.100 (see “Where the book disagrees with itself”). Gold row: top score and lowest bid.
Car	Engine	0–60 (s)	0–80 (s)	0–100 (s)	¼-mile (s @ mph)	Top speed (mph)	Miles to 110 mph	Dynamics (s)
Plymouth Gran Fury	360-4V, dual exhaust	11.310	19.543	35.453	18.15 @ 76.75	124.6	0.92	90.836
Dodge St. Regis	360-4V, dual exhaust	11.533	19.618	36.700	18.40 @ 77.50	122.7	0.90	91.821 §
Ford LTD-S	351W H.O.-VV, dual exhaust	11.535	19.775	37.330	18.50 @ 77.75	120.5	0.95	92.179
Chevrolet Impala †	350-4V	12.955	23.803	46.165	19.08 @ 73.25	110.4	1.38	92.848
Buick LeSabre †	350-4V	13.445	24.478	49.383	19.50 @ 74.33	113.1	1.39	96.235

The St. Regis and Gran Fury, with the same 185-hp E58 360 and dual exhaust, were first and second on top speed (124.6 and 122.7), 0–100 and the road course, and both reached 110 mph in under a mile. The Gran Fury’s 124.6 was 8.1 mph short of the 440 Fury’s 132.7 in the 1978 book. The Impala cleared the 0–60 bar (12.955 against 13.0) but was 0.803 seconds over at 80 mph and 3.165 seconds over at 100; the LeSabre was over on all three. Both GM 350s needed nearly 1.4 miles to reach 110 mph. The LeSabre, rated at 155 hp from its 350, the same figure the 1978 book prints, was eliminated on acceleration in that year’s test as well.

See the original page: full-size summary

Scan of the 1980 Michigan State Police summary of acceleration, top speed and brake testing for the five full-size cars — “Summary of acceleration, top speed and brake testing (full size vehicles)”. The page is printed sideways in the book and is turned here. Michigan State Police, *1980 Police Patrol Vehicle Evaluation and Purchasing Program*, October 1979, PDF page 110 of the scan (printed page 29). Open full size.

Mid-size class

Source: as above; summary page PDF p.111 (printed page 30), sheets pp.115–116. Mid-size cars were timed to 90 mph for the competitive score and had to reach 100 mph within three miles. Dynamics: twelve timed laps (three drivers). † Eliminated from the mid-size bid for failing the minimum acceleration requirements (preface). § The Volare was damaged on a warm-up lap and ran no timed laps; by joint decision of the Department of State Police and the Department of Management and Budget, with Chrysler’s concurrence, it was assigned the Aspen 318’s figure, which the lap sheet prints for it. Gold row: adjusted low bidder.
Car	Engine	0–60 (s)	0–80 (s)	0–90 (s)	¼-mile (s @ mph)	Top speed (mph)	Miles to 100 mph	Dynamics (s)
Plymouth Volare	318-4V	12.618	22.245	29.388	19.33 @ 74.75	120.0	0.67	96.198 §
Chevrolet Malibu 305-4V	305-4V	12.808	23.970	33.440	19.20 @ 73.50	113.4	0.75	93.319
Dodge Aspen 318-4V	318-4V	13.245	24.173	32.290	19.55 @ 73.25	117.3	0.71	96.198
Ford Fairmont †	255-2V	15.925	29.245	49.130	20.65 @ 68.50	111.6	1.15	95.674

The Volare’s 120.0 mph was the fastest mid-size top speed among the four bid cars, and only the three Chrysler 360s and the LTD-S went faster in the whole test. It was also the quickest of the four to 60, 80 and 90 mph. The Fairmont, with 119 hp and a 2.26 axle, was 1.425 seconds over the 0–60 bar, 3.745 over at 80 and 14.630 over at 90. The 1978 book had no mid-size class at all.

See the original page: mid-size summary

Scan of the 1980 Michigan State Police summary of acceleration, top speed and brake testing for the six mid-size cars, including the two tested at the manufacturers’ request — “Summary of acceleration, top speed and brake testing (mid size vehicles)”; the two cars marked ** were tested at the manufacturers’ request. The page is printed sideways in the book and is turned here. Michigan State Police, *1980 Police Patrol Vehicle Evaluation and Purchasing Program*, October 1979, PDF page 111 of the scan (printed page 30). Open full size.

Tested at the manufacturers’ request

Source: as above; summary page PDF p.111, sheet p.117, vehicle dynamics p.107. Run “At the request of the manufacturers … for informational purposes only” and not allowed to bid “against our mid-size patrol car specification which requires the smaller engine” (preface). Dynamics: twelve timed laps (Floate, Richter, VanDenBerg). The Aspen 360’s 0–90 figure is the summary page’s; its data sheet prints 25.120. The Malibu 350’s 0–80 and 0–90 figures are as printed but are not the mean of its printed runs (see the run table).
Car	Engine	0–60 (s)	0–80 (s)	0–90 (s)	¼-mile (s @ mph)	Top speed (mph)	Miles to 100 mph	Dynamics (s)
Dodge Aspen 360-4V	360-4V	10.958	19.243	25.720	17.95 @ 77.50	122.2	0.58	92.698
Chevrolet Malibu 350-4V	350-4V	12.330	22.675	31.893	19.00 @ 74.25	110.8	0.77	92.179

The Aspen 360 was the quickest car of the whole test: 60 mph in 10.958 seconds, 80 in 19.243, the best quarter-mile time (17.95 seconds; the LTD-S had the higher trap speed, 77.75 mph) and 100 mph within 0.58 mile. The Gran Fury still beat it on top speed. Both big-engine cars lapped the road course faster than any of the bidding mid-size cars.

Acceleration — every run, with start times

Source: Acceleration & Top Speed Tests data sheets, PDF pp.112–117 (printed pages 31–36), “TEST LOCATION Chrysler Proving Grounds”, “DATE October 20, 1979”. The method (p.108) is four runs, “two northbound and two southbound to allow for wind direction”; the sheets do not mark which run went which way, but runs 1 and 3 are the slower pair for every car. The average is the data sheet’s; the requirement is as printed on the sheet (“13 Secs” and so on; “-” for the two cars run for information). Start time is each sheet’s “BEGINNING TIME”; the Malibu 305’s is printed “5.25”. Three printed averages do not equal the mean of their runs; see the note below.
Interval	Run 1	Run 2	Run 3	Run 4	Average (printed)	Requirement
Buick LeSabre, started 8:14 a.m.
0–60 mph	13.65	12.90	13.70	13.53	13.445	13
0–80 mph	25.56	23.44	25.35	23.56	24.478	23
0–100 mph	59.15	42.98	54.81	40.59	49.383	43
Dodge St. Regis, started 9:41 a.m.
0–60 mph	11.68	11.16	11.85	11.44	11.533	13
0–80 mph	20.22	18.53	20.85	18.87	19.618	23
0–100 mph	41.16	32.32	41.83	31.49	36.700	43
Ford LTD-S, started 10:22 a.m.
0–60 mph	11.59	11.45	11.82	11.28	11.535	13
0–80 mph	20.55	19.12	20.47	18.96	19.775	23
0–100 mph	42.35	32.20	42.23	32.54	37.330	43
Plymouth Gran Fury, started 11:11 a.m.
0–60 mph	11.44	11.18	11.50	11.12	11.310	13
0–80 mph	20.15	18.65	20.71	18.66	19.543	23
0–100 mph	39.31	31.98	38.46	32.06	35.453	43
Dodge Aspen 318-4V, started 12:09 p.m.
0–60 mph	13.34	12.92	13.70	13.02	13.245	14.5
0–80 mph	24.88	22.51	26.63	22.67	24.173	25.5
0–90 mph	34.85	28.69	36.44	29.18	32.290	34.5
Chevrolet Malibu 350-4V, started 2:25 p.m.
0–60 mph	12.04	11.97	12.75	12.56	12.330	—
0–80 mph	23.02	21.80	24.56	22.04	22.675	—
0–90 mph	34.17	29.08	35.73	28.54	31.893	—
Ford Fairmont, started 3:02 p.m.
0–60 mph	16.48	15.20	16.54	15.48	15.925	14.5
0–80 mph	31.82	26.58	31.59	26.99	29.245	25.5
0–90 mph	61.51	38.90	57.59	38.52	49.130	34.5
Plymouth Volare, started 3:48 p.m.
0–60 mph	12.56	12.25	12.90	12.76	12.618	14.5
0–80 mph	22.51	20.67	23.93	21.87	22.245	25.5
0–90 mph	31.29	26.54	31.98	27.74	29.388	34.5
Dodge Aspen 360-4V, started 4:40 p.m.
0–60 mph	11.15	10.80	11.24	10.64	10.958	—
0–80 mph	20.02	18.26	20.38	18.31	19.243	—
0–90 mph	27.87	24.20	27.04	23.77	25.120	—
Chevrolet Malibu 305-4V, started 5.25 p.m.
0–60 mph	12.80	12.40	13.14	12.89	12.808	14.5
0–80 mph	24.23	22.82	25.96	22.87	23.970	25.5
0–90 mph	35.95	30.79	36.90	30.12	33.440	34.5
Chevrolet Impala, started 6:06 p.m.
0–60 mph	12.94	13.03	13.04	12.81	12.955	13
0–80 mph	24.74	23.14	24.75	22.58	23.803	23
0–100 mph	51.58	40.44	52.55	40.09	46.165	43

The direction effect is large on the slower cars: the LeSabre’s four 0–100 runs were 59.15, 42.98, 54.81 and 40.59 seconds, and the Fairmont’s four 0–90 runs 61.51, 38.90, 57.59 and 38.52. Three averages on the sheets are not the mean of the runs printed beside them. The Aspen 360’s 0–90 sheet prints 25.120, where its runs average 25.720, the figure the summary page prints. The Malibu 350’s 0–80 and 0–90 averages, 22.675 and 31.893, appear on both its sheet and the summary page, but its printed runs average 22.855 and 31.880. Every other average recomputes. The tables above carry the summary page’s figures.

Road course — every lap, by driver

Source: Vehicle Dynamics Testing, PDF p.107 (printed page 25): “*All times in seconds.” “**All tests conducted on Michigan International Speedway road course.” Four timed laps per driver; drivers as printed (surnames only). Driver and car averages are the book’s; each car average is the mean of all its laps. The Volare’s rows are blank and read “REFER TO PREFACE”; its average, 96.198, is the Aspen 318’s.
Driver	Lap 1	Lap 2	Lap 3	Lap 4	Driver average
Buick LeSabre — car average 96.235 s
Floate	95.12	95.33	94.51	94.82	94.945
Price	97.09	96.91	97.13	97.27	97.100
Richter	96.45	96.46	96.44	95.92	96.318
VanDenBerg	96.22	96.62	96.67	96.80	96.578
Chevrolet Impala — car average 92.848 s
Floate	92.63	92.19	92.57	92.27	92.415
Price	93.53	93.86	93.38	93.43	93.550
Richter	92.90	93.30	92.29	91.90	92.598
VanDenBerg	93.36	92.80	92.31	92.85	92.830
Dodge St. Regis — car average 91.821 s
Floate	90.31	90.44	90.91	90.33	90.496
Price	92.93	93.35	93.52	92.71	93.128
Richter	92.06	91.76	91.27	91.15	91.560
VanDenBerg	91.66	91.85	92.97	91.92	92.100
Ford LTD-S — car average 92.179 s
Floate	91.98	91.50	92.12	91.65	91.813
Price	92.70	92.33	92.31	92.67	92.503
Richter	91.59	91.51	91.86	91.96	91.730
VanDenBerg	92.60	92.81	92.46	92.82	92.673
Plymouth Gran Fury — car average 90.836 s
Floate	90.20	89.40	90.09	89.54	89.808
Price	92.38	91.22	91.57	91.60	91.693
Richter	91.74	91.89	91.22	91.16	91.503
VanDenBerg	90.66	90.45	89.90	90.35	90.340
Chevrolet Malibu 305-4V — car average 93.319 s
Floate	93.11	92.66	93.60	92.46	92.958
Price	94.55	94.22	93.44	93.27	93.870
Richter	93.88	92.77	93.15	92.72	93.130
Dodge Aspen 318-4V — car average 96.198 s
Floate	95.24	95.36	95.43	94.61	95.160
Price	98.39	96.93	97.26	97.11	97.423
Richter	95.65	95.68	96.66	96.05	96.010
Ford Fairmont — car average 95.674 s
Floate	95.22	95.65	94.56	95.65	95.270
Price	96.67	96.16	96.61	96.21	96.413
Richter	95.74	95.19	95.40	95.03	95.340
Plymouth Volare — car average 96.198 s
No laps: “R E F E R T O P R E F A C E”
Chevrolet Malibu 350-4V — car average 92.179 s
Floate	91.93	91.74	91.80	91.39	91.715
Richter	92.28	92.05	91.67	91.95	91.988
VanDenBerg	93.38	92.69	92.69	92.58	92.835
Dodge Aspen 360-4V — car average 92.698 s
Floate	92.38	91.83	92.18	91.91	92.075
Richter	94.03	93.97	93.96	93.91	93.968
VanDenBerg	91.99	92.33	92.31	91.58	92.053

The full-size cars each had sixteen timed laps from four drivers, Floate, Price, Richter and VanDenBerg; the Malibu 305, Aspen 318 and Fairmont twelve from Floate, Price and Richter; the two cars run for information twelve from Floate, Richter and VanDenBerg. The fastest single lap was Floate’s 89.40 in the Gran Fury; the slowest, Price’s 98.39 in the Aspen 318. Price had the slowest driver average in every car he drove except the LTD-S, where VanDenBerg’s was slower. One printed driver average is a hair off: Floate’s four St. Regis laps average 90.4975, printed 90.496.

Brakes, fuel, ergonomics and communications

Source: summary pages, PDF pp.110–111; brake data sheets, pp.129–139; ergonomics, pp.141–142; communications, pp.144–145; fuel economy, p.146. Each 60–0 stop is an impending-skid stop measured from the speed actually reached (59.5 to 61.2 mph), made straight after four heat-up stops from 90 mph (full-size) or 80 mph (mid-size); Phase II repeats the sequence after the cooling period. The average rate of the two stops is the braking score. Fuel is the E.P.A. estimate; the book scored the city (“urban”) figure only. † Ford Motor Company figures “as submitted to the E.P.A.” Ergonomics is the sum of 26 items graded 1 to 10, communications the sum of 13 scored items; the two cars run for information were not scored on either.
Car	60–0 Phase I (ft)	60–0 Phase II (ft)	Avg decel (ft/s²)	EPA city (mpg)	EPA highway (mpg)	EPA combined (mpg)	Ergonomics (pts)	Communications (pts)
Full-size (heat-up stops from 90 mph)
Plymouth Gran Fury	172.2	182.5	22.475	11	17	13	180.05	110
Dodge St. Regis	163.5	171.1	23.465	11	17	13	180.05	112
Ford LTD-S	187.9	171.4	22.000	14 †	18 †	16 †	157.21	81
Chevrolet Impala	163.3	169.0	23.696	14	17	15	171.19	113
Buick LeSabre	175.5	168.0	22.676	15	22	17	150.20	105
Mid-size (heat-up stops from 80 mph)
Plymouth Volare	164.5	167.8	23.934	16	24	19	189.59	96
Chevrolet Malibu 305-4V	154.6	164.1	24.126	17	24	19	152.43	108
Dodge Aspen 318-4V	172.7	177.3	22.278	16	24	19	189.59	96
Ford Fairmont	169.1	158.1	24.208	18	26	21	144.79	83
Run for information (mid-size)
Dodge Aspen 360-4V	173.4	161.7	23.339	13	18	15	—	—
Chevrolet Malibu 350-4V	163.7	156.1	24.677	14	20	17	—	—

The Malibu 305 made the shortest single stop, 154.6 feet from 60.0 mph; the LTD-S the longest, 187.9 feet from 60.5, and the lowest average rate, 22.000 ft/s². The Malibu 350 had the best average rate, 24.677; among the three scored mid-size cars the Malibu 305 stopped best (24.126) and the Aspen 318 worst (22.278). On fuel the Fairmont’s 18 mpg city was best and the St. Regis’s and Gran Fury’s 11 worst. The Aspen and Volare tied for the best ergonomics, 189.59, and the Fairmont was last at 144.79; the Impala’s 113 was the best communications score and the LTD-S’s 81 the worst. As in 1978, two Chrysler twins scored identically item for item: the St. Regis and Gran Fury on ergonomics, the Aspen and Volare on both forms.

Braking — both stops, with entry speeds

Source: Brake Testing data sheets, PDF pp.129–139 (printed pages 48–58), “DATE 10-20-79”, “LOCATION Chrysler Proving Grounds”. Stop #5 follows four heat-up stops (Phase I); Stop #10 follows four more after the cooling period (Phase II). Rate = (initial speed × 1.4667)² ÷ (2 × distance), the book’s formula (p.109); every printed rate recomputes, and every average is the mean of the two.
Brake test	Stop #5 mph	Stop #5 ft	Stop #5 ft/s²	Stop #10 mph	Stop #10 ft	Stop #10 ft/s²	Average	Heat-up stops from
Buick LeSabre	59.8	175.5	21.917	60.5	168.0	23.434	22.676	90 mph
Chevrolet Impala	59.8	163.3	23.554	61.2	169.0	23.838	23.696	90 mph
Dodge St. Regis	60.3	163.5	23.920	60.5	171.1	23.010	23.465	90 mph
Ford LTD-S	60.5	187.9	20.953	60.6	171.4	23.046	22.000	90 mph
Plymouth Gran Fury	60.8	172.2	23.090	60.9	182.5	21.859	22.475	90 mph
Chevrolet Malibu 305-4V	60.0	154.6	25.046	59.5	164.1	23.205	24.126	80 mph
Dodge Aspen 318-4V	60.1	172.7	22.496	60.3	177.3	22.059	22.278	80 mph
Ford Fairmont	60.8	169.1	23.513	60.5	158.1	24.902	24.208	80 mph
Plymouth Volare	60.8	164.5	24.171	60.8	167.8	23.696	23.934	80 mph
Chevrolet Malibu 350-4V	60.5	163.7	24.050	60.6	156.1	25.304	24.677	80 mph
Dodge Aspen 360-4V	60.0	173.4	22.331	60.5	161.7	24.347	23.339	80 mph

The stops are measured from the entry speed actually reached, 59.5 to 61.2 mph, and are not corrected to 60. Every heat-up stop, #1–4 and #6–9, is marked “Completed”. Stop #11, the full lock-up from 60 mph, is a yes/no check, and every one of the eleven cars got the same four answers: no “Evidence of severe fading prior to locking”, the brakes would lock, and the car “stopped in straight line” and “within correct lane”.

Ergonomics — all 26 items, full size

Source: ERGONOMICS EVALUATION—FULL SIZE, PDF p.141 (printed page 60). Method (p.140): “a minimum of four officers shall independently and individually score each vehicle. Each factor will be graded on a 1 to 10 scale, with 1 representing “totally unacceptable,” 5 representing “average” and 10 representing “superior.” The scores will be averaged”. Every total equals the sum of its 26 items.
Item	Plymouth Gran Fury	Dodge St. Regis	Ford LTD-S	Chevrolet Impala	Buick LeSabre
Seats Front
Padding	7.75	7.75	6.00	6.50	5.13
Depth of Bench	7.50	7.50	5.75	5.63	4.38
Angle of Back	6.38	6.38	7.25	6.38	5.63
Adjustability	7.00	7.00	6.88	6.88	6.25
Seat to Wheel Relationship	7.13	7.13	6.50	7.63	5.50
Seat to Pedal Relationship	7.50	7.50	6.13	7.50	6.38
Seats Rear
Leg Room (front seat in rearward position)	8.50	8.50	7.63	6.88	7.00
Vehicle Controls
Pedals—Size and Relationship	6.50	6.50	4.88	7.88	6.13
Steering Wheel Position	7.00	7.00	7.25	7.25	5.88
Heater/A-C Controls Location	3.13	3.13	2.75	3.75	3.50
Instrumentation
Clarity	6.38	6.38	5.38	7.75	4.63
Placement	5.25	5.25	6.13	7.13	4.63
Visibility
Front	8.00	8.00	7.38	7.00	6.75
Left Side	6.63	6.63	5.75	6.50	6.00
Left Rear Quarter	6.25	6.25	4.63	5.75	4.88
Right Side	7.00	7.00	5.38	6.88	6.38
Right Rear Quarter	6.75	6.75	4.88	6.25	5.50
Rear	7.25	7.25	5.88	6.00	4.88
Heater/A-C Operation
Blower Range	7.13	7.13	6.38	6.88	6.63
Temperature	6.75	6.75	6.88	6.25	7.50
Vent Placement	8.00	8.00	5.63	7.13	7.00
Vent Adjustability	7.75	7.75	6.25	6.38	5.13
Windows
Seal	6.63	6.63	6.88	7.25	6.00
Position of Crank	7.38	7.38	5.38	4.38	4.63
Doors
Ease of Entry and Exit—Front	7.63	7.63	6.75	7.63	7.38
Ease of Entry and Exit—Rear	6.88	6.88	6.63	5.75	6.50
Total	180.05	180.05	157.21	171.19	150.20

The St. Regis and Gran Fury columns are identical, item for item. Every full-size car scored worst on the location of its heater and air-conditioning controls (2.75 to 3.75). After that, the LeSabre’s lowest marks were 4.38 for the depth of its bench and 4.63 for instrument clarity, instrument placement and the position of the window crank; the LTD-S’s lowest were 4.63 for the view over the left rear quarter and 4.88 for its pedals and the right rear quarter.

Ergonomics — all 26 items, mid size

Source: ERGONOMICS EVALUATION—MID SIZE, PDF p.142 (printed page 61); columns headed Chevrolet Malibu, Dodge Aspen, Ford Fairmont, Plymouth Volare. Every total equals the sum of its 26 items.
Item	Chevrolet Malibu 305-4V	Dodge Aspen 318-4V	Ford Fairmont	Plymouth Volare
Seats Front
Padding	6.00	5.63	5.00	5.63
Depth of Bench	5.75	6.63	4.50	6.63
Angle of Back	6.00	7.25	4.75	7.25
Adjustability	5.75	5.88	5.50	5.88
Seat to Wheel Relationship	5.63	7.13	5.25	7.13
Seat to Pedal Relationship	5.88	7.38	4.38	7.38
Seats Rear
Leg Room (front seat in rearward position)	4.25	6.88	4.63	6.88
Vehicle Controls
Pedals—Size and Relationship	4.63	7.13	3.50	7.13
Steering Wheel Position	5.25	7.75	5.88	7.75
Heater/A-C Controls Location	3.25	7.63	3.50	7.63
Instrumentation
Clarity	6.63	8.00	5.50	8.00
Placement	6.63	7.38	4.50	7.38
Visibility
Front	6.88	7.88	7.25	7.88
Left Side	6.00	7.50	6.50	7.50
Left Rear Quarter	5.75	7.25	7.50	7.25
Right Side	7.13	7.63	6.63	7.63
Right Rear Quarter	6.00	7.13	6.25	7.13
Rear	5.38	7.38	5.25	7.38
Heater/A-C Operation
Blower Range	7.25	7.25	6.25	7.25
Temperature	6.88	7.38	6.88	7.38
Vent Placement	7.13	7.63	6.38	7.63
Vent Adjustability	5.00	7.63	6.13	7.63
Windows
Seal	7.25	7.75	7.00	7.75
Position of Crank	7.00	7.75	6.13	7.75
Doors
Ease of Entry and Exit—Front	5.13	7.88	5.25	7.88
Ease of Entry and Exit—Rear	4.00	6.88	4.50	6.88
Total	152.43	189.59	144.79	189.59

The Aspen and Volare columns are identical, item for item, and score 6.63 or better on everything but front seat padding (5.63) and adjustability (5.88). The Malibu’s heater controls (3.25), rear entry and exit (4.00), rear leg room (4.25) and pedals (4.63) pulled it down; the Fairmont scored below 5 on eight items. The two cars run for information were not scored.

Communications — all 14 items

Source: COMMUNICATIONS EVALUATION—FULL SIZE and —MID SIZE, PDF pp.144–145 (printed pages 63–64). Scored 1 to 10 by “Personnel from the departmental Radio Installation and Garage units … based on the relative difficulty of the necessary installations” (p.143). “Microphone mountings” is printed “-” for every car. Every total equals the sum of its items.
Item	Plymouth Gran Fury	Dodge St. Regis	Ford LTD-S	Chevrolet Impala	Buick LeSabre	Chevrolet Malibu 305-4V	Dodge Aspen 318-4V	Ford Fairmont	Plymouth Volare
Dash
Ignition fuse terminal block	7	9	4	9	7	9	8	5	8
Microphone mountings	—	—	—	—	—	—	—	—	—
Radio-Siren console	9	9	6	9	9	8	7	5	7
Radio and scanner installation	8	8	8	8	8	8	6	3	6
Glove box position	10	10	10	10	10	10	10	10	10
Installation of switches (garage)	5	5	5	6	2	8	6	2	6
Trunk
One radio installation	10	10	5	10	10	10	8	8	8
Two radio installation	10	10	3	10	10	10	6	6	6
Antenna installation	10	10	10	10	10	10	10	10	10
Trunk equipment installation (garage)	9	9	7	10	10	8	8	8	8
Rear deck lights (garage)	10	10	10	10	8	9	9	8	9
Engine
Radio power connection	8	8	9	8	8	10	10	10	10
Power and control cable installation	9	9	4	8	8	8	8	8	8
Siren speaker installation (garage)	5	5	0	5	5	0	0	0	0
Total	110	112	81	113	105	108	96	83	96

The LTD-S lost marks all over the form: 4 for the ignition fuse terminal block, 5 and 3 for one- and two-radio trunk installations, 4 for the power and control cables, and 0 for the siren speaker installation. Every mid-size car also scored 0 for the siren speaker. The LeSabre’s 2 was for the installation of switches.

The cars as delivered

Source: Informational Hardware Description, PDF pp.90–94 and 100–105 (printed pages 6–10 and 16–21). Horsepower is printed as S.A.E. net. The hardware pages do not list the transmission; both specifications required a “3-speed fully automatic, heaviest duty available” with a low-gear lockout. Weights in pounds as printed: the LeSabre’s and Impala’s test weights are printed lower than their curb weights. Tires as fitted to the test cars.
Car	HP (SAE net) @ rpm	Torque (lb-ft @ rpm)	Axle ratio	Curb weight (lb)	Test weight (lb)	Wheelbase (in)	Tires
Plymouth Gran Fury	185 @ 4000	275 @ 2000	2.94 to 1	4,053	4,163	118.5	GR70X15 BSW – Goodyear – Bluestreak – Flexten
Dodge St. Regis	185 @ 4000	275 @ 2000	2.94 to 1	4,100	4,173	118.5	GR70X15 BSW Goodyear – Bluestreak – Flexten
Ford LTD-S	172 @ 3400	265 @ 2000	2.73 to 1	4,030	4,035	114.3	GR70X15
Chevrolet Impala	165 @ 3800	260 @ 2400	3.08:1	3,934	3,922	116.0	GR70-15B – Goodyear – Flexten
Buick LeSabre	155 @ 3400	280 @ 1800	2.73 to 1	4,146	4,123	115.9	GR70X15B – Goodyear – Flexten
Plymouth Volare	155 @ 4000	240 @ 2000	2.94 to 1	3,673	3,800	112.7	FR70X14 BSW – Goodyear – Bluestreak – Rayon
Chevrolet Malibu 305-4V	155 @ 4000	240 @ 1600 (no rpm unit printed)	2.73	3,484	3,519	108.1	P205/70R14
Dodge Aspen 318-4V	155 @ 4000	240 @ 2000	2.94 to 1	3,673	3,809	112.7	FR70X14 BSW – Goodyear – Bluestreak – Rayon
Ford Fairmont	119 @ 3800	194 @ 2000	2.26:1	3,109	3,117	105.5	P205/70R14
Dodge Aspen 360-4V	185 @ 4000	275 @ 2000	2.94 to 1	3,734	3,825	112.7	FR70X14 BSW – Goodyear – Bluestreak – Rayon
Chevrolet Malibu 350-4V	165 @ 3800	260 @ 2400	2.73:1	3,501	3,519	108.1	P205/70R14

The 360s made the most power, 185 hp, and the Fairmont’s 255 the least, 119. The St. Regis had the heaviest test weight, 4,173 lb, and the Fairmont the lightest, 3,117. Every car had disc front and drum rear brakes; the specification said “Four wheel disc brakes preferred, if available.”

Hardware — everything the book prints, full size

Source: Informational Hardware Description, PDF pp.90–94 (printed pages 6–10), as printed. Dimensions in inches. On the LeSabre page the suspension entry runs across the front and rear rows, and the swept area is bracketed for front and rear together (“Combined”, 397). The Ford’s sales code carries “** See Preface” and its mileage figures “* Ford Motor Company estimated fuel economy figures as submitted to the E.P.A.”
Item	Buick LeSabre	Chevrolet Impala	Dodge St. Regis	Ford LTD-S	Plymouth Gran Fury
Make, model & sales code	Buick Le Sabre, N-69	Chevrolet Impala, 1BL69	Dodge St. Regis – 4 Door, EH-42	Ford LTD – S, 61**	Plymouth Gran Fury – 4 Door, JL-42
Engine displacement	350 CU.IN. / 5.7 LITERS	350 CU.IN. / 5.7 LITERS	E58 360 CU.IN. / 5.9 LITERS	351W H.O. CU.IN. / 5.8 H.O. LITERS	E58 360 CU.IN. / 5.9 LITERS
Carburetor – exhaust	4 BBL. Rochester – Single Exhaust	4 BBL. – Single Exhaust	4-BBL. – Dual Exhaust	Ford 7200 VV – Dual Exhaust	4 BBL – Dual Exhaust
Horsepower @ rpm (S.A.E. net)	155 @ 3400	165 @ 3800	185 @ 4000	172 @ 3400	185 @ 4000
Torque lbs. @ rpm	280 @ 1800	260 @ 2400	275 @ 2000	265 @ 2000	275 @ 2000
Compression ratio	8.0 to 1	8.2:1	8.0 to 1	8.3	8.0 to 1
Axle ratio	2.73 to 1	3.08:1	2.94 to 1	2.73 to 1	2.94 to 1
Steering	Power Fast Ratio 14.1 to 15.3-1 Overall Ratio	Integral Power	Power – Firm 15.7:1	Recir. Ball & Nut With Integral Pump	Power – Firm 15.7:1
Turning circle (curb to curb)	39.49 Left, 39.30 Right	38.8 Feet	42.4 Feet	39.2 Feet	42.4 Feet
Tire size	GR70X15B – Goodyear – Flexten	GR70-15B – Goodyear – Flexten	GR70X15 BSW Goodyear – Bluestreak – Flexten	GR70X15	GR70X15 BSW – Goodyear – Bluestreak – Flexten
Suspension, front	Coil Spring Front and Rear – Special Suspension With H.D.	Independent – Slatype With Coil Springs	Independent, Lateral, Non-Parallel Control Arms With Torsion Bars (144 Lb./In. at Wheel)	Independent S.L.A. With Ball Joints and Coil Spring	Independent, Lateral, Non-Parallel Control Arms With Torsion Bars (144 Lb./In. at Wheel)
Suspension, rear	Stabilizer Bar and Bushing – H.D. Shocks With H.D. Grommets	Four Link Type 2 Upper Control Arms Bias Mounted $2 Lower Control Arms Parallel Mounted	Parallel Longitudinal Leaf (136 Lb./In. at Wheel – Full Rate)	4-Bar Link With Coil Springs	Parallel Longitudinal Leaf (136 Lb./In. at Wheel – Full Rate)
Brake, front: type / swept area (sq in)	Disc – Semi-Metallic / Combined – 397 (front and rear bracketed together)	Disc / 236.9	Disc / 224.0	Disc / 228.7	Disc / 224.0
Brake, rear: type / swept area (sq in)	Drum – 11X2-23 / 397 (combined)	Drum / 138.2	Drum / 165.9	Drum / 157.1	Drum / 165.9
Overall length / height (in)	217.4 / 55.0	212.1 / 56.0 at Design Load	220.2 / 54.5	209.3 / 54.7	220.2 / 54.5
Weight, curb / test (lb)	4146 / 4123	3934 / 3922	4100 / 4173	4030 / 4035	4053 / 4163
Wheelbase (in)	115.9	116.0	118.5	114.3	118.5
Head room, front / rear	39.5 / 38.2	39.4 / 39.2	38.2 / 37.4	37.9 / 37.2	38.2 / 37.4
Leg room, front / rear	42.2 / 39.0	42.4 / 39.0	42.3 / 38.3	42.1 / 40.6	42.3 / 38.3
Shoulder room, front / rear	61.0 / 61.0	60.8 / 60.8	61.0 / 61.0	61.7 / 61.7	61.0 / 61.0
Hip room, front / rear	55.0 / 55.3	55.0 / 55.3	57.4 / 57.4	61.2 / 56.9	57.4 / 57.4
E.P.A. mileage estimate, urban / highway / combined	15 / 22 / 17	14 / 17 / 15	11 / 17 / 13	14* / 18* / 16*	11 / 17 / 13

The St. Regis and Gran Fury share every dimension, the E58 360 at 185 hp, the 2.94 axle and the 42.4-foot turning circle. The LTD-S’s printed wheelbase, 114.3 inches, is a tenth below the 114.4-inch minimum of the full-size specification; the book does not comment. The Impala’s rear-suspension entry reads “Four Link Type 2 Upper Control Arms Bias Mounted $2 Lower Control Arms Parallel Mounted”, the “$” standing for “&”.

Hardware — everything the book prints, mid size

Source: Informational Hardware Description, PDF pp.100–105 (printed pages 16–21), as printed. The Aspen 318 and Volare sales codes carry “* See Preface” (E.P.A. certification incomplete at test time); the Malibu 350 and Aspen 360 pages are headed “INFORMATIONAL HARDWARE DESCRIPTION*”, “* Vehicle tested at manufacturer’s request.”
Item	Chevrolet Malibu 305-4V	Dodge Aspen 318-4V	Ford Fairmont	Plymouth Volare	Chevrolet Malibu 350-4V	Dodge Aspen 360-4V
Make, model & sales code	Chevrolet Malibu, 1AT19	Dodge Aspen – 4 Door, NL-41*	Ford Fairmont, 92	Plymouth Volare – 4 Door, HL-41*	Chevrolet Malibu, 1AT19	Dodge Aspen – 4 Door, NL-41
Engine displacement	305 CU.IN. / 5.0 LITERS	E47 318 CU.IN. / 5.2 LITERS	255 CU.IN. / 4.2 LITERS	E47 318 CU.IN. / 5.2 LITERS	350 CU.IN. / 5.7 LITERS	E58 360 CU.IN. / 5.9 LITERS
Carburetor – exhaust	4 BBL. – Single Exhaust	4 BBL. – Single Exhaust	Ford 2150 2V – Single Exhaust	4 BBL. – Single Exhaust	4 BBL. – Single Exhaust	4 BBL. – Single Tail Pipe – Dual Exhaust
Horsepower @ rpm (S.A.E. net)	155 @ 4000	155 @ 4000	119 @ 3800	155 @ 4000	165 @ 3800	185 @ 4000
Torque lbs. @ rpm	240 @ 1600 (no “RPM” printed)	240 @ 2000	194 @ 2000	240 @ 2000	260 @ 2400	275 @ 2000
Compression ratio	8.2:1	8.5 to 1	8.8:1	8.5 to 1	8.2:1	8.0 to 1
Axle ratio	2.73	2.94 to 1	2.26:1	2.94 to 1	2.73:1	2.94 to 1
Steering	Integral Power	Power – Firm 15.7:1	Rack and Pinion	Power – Firm 15.7:1	Integral Power	Power – Firm 15.7:1
Turning circle (curb to curb)	37.19 Feet	40.7 Feet	39.0 Feet	40.7 Feet	37.19 Feet	40.7 Feet
Tire size	P205/70R14	FR70X14 BSW – Goodyear – Bluestreak – Rayon	P205/70R14	FR70X14 BSW – Goodyear – Bluestreak – Rayon	P205/70R14	FR70X14 BSW – Goodyear – Bluestreak – Rayon
Suspension, front	Independent – Slatype With Coil Springs	Independent, Lateral, Non-Parallel Control Arms With Transverse Torsion Bars (127 Lb./In. at Wheel)	Hybrid McPherson Strut With Coil Spring	Independent, Lateral, Non-Parallel Control Arms With Transverse Torsion Bars (127 Lb./In. at Wheel)	Independent – Slatype With Coil Springs	Independent, Lateral, Non-Parallel Control Arms With Transverse Torsion Bars (127 Lb./In. at Wheel)
Suspension, rear	Link type 2 Upper and 2 Lower Control Arms Supporting Rear Axle	Semi-Elliptical Leaf Springs (135 Lb./In. at Wheel – Full Rate)	Four Bar Link Coil Spring	Semi-Elliptical Leaf Springs (135 Lb./In. at Wheel – Full Rate)	Link Type 2 Upper and 2 Lower Control Arms Supporting Rear Axle	Semi-Elliptical Leaf Springs (135 Lb./In. at Wheet – Full Rate)
Brake, front: type / swept area (sq in)	Disc / 191.6	Disc / 204.5	Disc – Semi-Metallic / 176.6	Disc / 204.5	Disc / 191.6	Disc / 204.5
Brake, rear: type / swept area (sq in)	Drum / 116.1	Drum / 165.9	Drum – Organic / 110.0	Drum / 165.9	Drum / 116.1	Drum / 165.9
Overall length / height (in)	192.7 / 54.2 at Design Load	204.3 / 55.5	195.5 / 52.9	204.3 / 55.5	192.7 / 54.2 at Design Load	204.3 / 55.5
Weight, curb / test (lb)	3484 / 3519	3673 / 3809	3109 / 3117	3673 / 3800	3501 / 3519	3734 / 3825
Wheelbase (in)	108.1	112.7	105.5	112.7	108.1	112.7
Head room, front / rear	38.7 / 37.7	39.3 / 37.7	38.3 / 37.4	39.3 / 37.7	38.7 / 37.7	39.3 / 37.7
Leg room, front / rear	42.8 / 38.0	42.7 / 37.8	41.7 / 35.3	42.7 / 37.8	42.8 / 38.0	42.7 / 37.8
Shoulder room, front / rear	57.3 / 57.1	55.7 / 55.7	56.7 / 56.7	55.7 / 55.7	57.3 / 57.1	55.7 / 55.7
Hip room, front / rear	52.2 / 55.6	57.2 / 57.0	56.2 / 53.7	57.2 / 57.0	52.2 / 55.6	57.2 / 57.0
E.P.A. mileage estimate, urban / highway / combined	17 / 24 / 19	16 / 24 / 19	18 / 26 / 21	16 / 24 / 19	14 / 20 / 17	13 / 15 / 18

The Aspen 360’s sheet prints its mileage as 13 urban, 15 highway and 18 combined, a combined figure above the highway one; the fuel-economy table (p.146) prints 13, 18 and 15, and that is what this page uses. The Malibu 350’s test weight, 3,519 lb, is printed identical to the Malibu 305’s, although their curb weights differ (3,501 and 3,484). The Malibu 305’s torque is printed “240 @ 1600” with no “RPM”. The Fairmont ran the lowest axle ratio in the test, 2.26:1, and the only rack-and-pinion steering.

The scoring and the money

Only the three cars in each class that qualified for bidding were scored. Each category’s raw figures were turned into a Z-score, the number of standard deviations above or below the class average (lower times counting as better), multiplied by the category’s weight and summed: vehicle dynamics 25%, acceleration 10% (to 100 mph full-size, 90 mph mid-size), braking rate 10%, top speed 15%, fuel consumption 25% (the EPA urban estimate), ergonomics 10% and communications 5%, the same weights as the 1978 book. The total, “R”, was multiplied by 5% of the class’s median bid and the result taken from or added to each actual bid, so a positive score lowered the bid.

Source: COMPETITIVE PATROL VEHICLE EVALUATION, full size, PDF p.151 (printed page 71): “BID 5.00% ADJ $-328.64”; “* MARKED UNITS (F.O.B. EAST LANSING, MICHIGAN) MEDIAN BID $6,572.80”. Rows in score order. Every total recomputes from the raw scores (population standard deviation over the three cars), every adjustment is the unrounded total × −$328.64 (the three-decimal totals shown can be a few cents out), and every adjusted bid the actual bid plus the adjustment. Gold row: top score, lowest bid and lowest adjusted bid.
Car	Total weighted score	Actual bid	Adjustment	Adjusted bid
Plymouth Gran Fury	+0.441	$6,536.48	-$144.82	$6,391.66
Dodge St. Regis	+0.166	$6,572.80	-$54.67	$6,518.13
Ford LTD-S	-0.607	$6,905.85	+$199.49	$7,105.34

See the original page: full-size evaluation sheet

Scan of the 1980 Competitive Patrol Vehicle Evaluation sheet for the three full-size cars: raw scores, weighted scores, total weighted deviation and bid adjustment — “Michigan State Police Competitive Patrol Vehicle Evaluation”, full size, with the actual and adjusted bids printed beside it. The table is printed on a grey background; inside the grey box only, that background has been lightened and smoothed here so the figures can be read, and everything outside the box is shown as scanned. Its zeros carry a slash and can look like eights. Michigan State Police, *1980 Police Patrol Vehicle Evaluation and Purchasing Program*, October 1979, PDF page 151 of the scan (printed page 71). Open full size.

Source: COMPETITIVE PATROL VEHICLE EVALUATION, mid size, PDF p.152 (printed page 72): “BID 5.00% ADJ $-298.47”; median bid $5,969.33, marked units F.O.B. East Lansing. Rows in score order; every figure recomputes as above. Gold row: adjusted low bidder.
Car	Total weighted score	Actual bid	Adjustment	Adjusted bid
Chevrolet Malibu 305-4V	+0.423	$6,235.48	-$126.22	$6,109.26
Plymouth Volare	+0.048	$5,802.51	-$14.39	$5,788.12
Dodge Aspen 318-4V	-0.471	$5,969.33	+$140.61	$6,109.94

In the full-size class the scoring confirmed the bids: the Gran Fury was already the lowest bid, $36.32 under the St. Regis, and its 0.441 widened that to $126.47 after adjustment. In the mid-size class the top scorer did not win. The Malibu outscored the Volare by 0.375 and earned a $126.22 credit, but the Volare’s bid was $432.97 lower, and after adjustment the Volare was the low bidder by $321.14. The Malibu finished second, 68 cents below the Aspen. The Volare’s dynamics score was the Aspen’s, assigned after its warm-up-lap damage.

See the original page: mid-size evaluation sheet

Scan of the 1980 Competitive Patrol Vehicle Evaluation sheet for the three scored mid-size cars: raw scores, weighted scores, total weighted deviation and bid adjustment — “Michigan State Police Competitive Patrol Vehicle Evaluation”, mid size, with the actual and adjusted bids printed beside it. Michigan State Police, *1980 Police Patrol Vehicle Evaluation and Purchasing Program*, October 1979, PDF page 152 of the scan (printed page 72). Open full size.

Weighted Z-scores, category by category

Source: COMPETITIVE PATROL VEHICLE EVALUATION, PDF pp.151–152. Each pair is the score the sheet prints for the car (rounded to two decimals) and its weighted Z (“SCORE & WTD Z”). Acceleration is to 100 mph for full-size cars and to 90 mph for mid-size. The book’s instruction sheet for the Z-score (referred to on p.147) is not in this copy; the printed values reproduce exactly with the population standard deviation over the three cars of each class.
Category (weight)	Plymouth Gran Fury	Dodge St. Regis	Ford LTD-S	Chevrolet Malibu 305-4V	Plymouth Volare	Dodge Aspen 318-4V
Vehicle dynamics, s (25%)	90.84 / +0.231	91.10 / +0.117	92.18 / -0.347	93.32 / +0.354	96.20 / -0.177	96.20 / -0.177
Acceleration, s (10%)	35.45 / +0.134	36.70 / -0.026	37.33 / -0.107	33.44 / -0.102	29.39 / +0.136	32.29 / -0.034
Brake deceleration, ft/s² (10%)	22.48 / -0.028	23.47 / +0.134	22.00 / -0.106	24.13 / +0.082	23.93 / +0.059	22.28 / -0.141
Top speed, mph (15%)	124.60 / +0.179	122.70 / +0.009	120.50 / -0.188	113.40 / -0.194	120.00 / +0.172	117.30 / +0.022
Ergonomics, pts (10%)	180.05 / +0.071	180.05 / +0.071	157.21 / -0.141	152.43 / -0.141	189.59 / +0.071	189.59 / +0.071
Communications, pts (5%)	110.00 / +0.032	112.00 / +0.039	81.00 / -0.071	108.00 / +0.071	96.00 / -0.035	96.00 / -0.035
Fuel economy, EPA urban mpg (25%)	11.00 / -0.177	11.00 / -0.177	14.00 / +0.354	17.00 / +0.354	16.00 / -0.177	16.00 / -0.177
Total weighted score	+0.441	+0.166	-0.607	+0.423	+0.048	-0.471

In the full-size class the Gran Fury gained most on dynamics (+0.231) and top speed (+0.179) and lost on fuel (−0.177); the LTD-S’s 14 mpg was worth +0.354 and could not cover its losses everywhere else. In the mid-size class the Malibu’s dynamics (+0.354) and fuel (+0.354) made it the top scorer; the Volare’s acceleration, braking and top speed put it ahead of the Aspen, which it matched in every other category. The components of a total can differ from the printed total by 0.001 through rounding.

Where the book disagrees with itself

Every figure on this page is the book’s. In a handful of places the book prints two different figures for one thing, or a figure its own data do not support:

St. Regis road course. The lap sheet (p.107) prints an overall average of 91.821 seconds, the mean of its sixteen laps. The Final Raw Scores page (p.149) prints 91.100 and the evaluation sheet (p.151) scores it as 91.10. 91.100 is not any driver’s average either. The tables above show 91.821; the scoring shows what the book scored. Scored at 91.821 instead, the St. Regis would have totalled −0.043, the LTD-S −0.509 and the Gran Fury +0.552, with the same order and the same low bidder.
Aspen 360, 0–90. Its data sheet (p.117) prints 25.120; its four runs average 25.720, which is what the summary page (p.111) prints.
Malibu 350, 0–80 and 0–90. The data sheet and summary both print 22.675 and 31.893; the four runs printed on the sheet average 22.855 and 31.880.
Aspen 360 fuel economy. Its hardware sheet (p.105) prints 13 urban, 15 highway and 18 combined; the fuel-economy table (p.146) prints 13, 18 and 15.
St. Regis, driver Floate. Four laps averaging 90.4975, printed 90.496.
Weights and wheelbase. The LeSabre’s test weight (4,123 lb) and the Impala’s (3,922) are printed below their curb weights (4,146 and 3,934). The LTD-S’s wheelbase, 114.3 inches, is printed below the full-size specification’s 114.4-inch minimum.

Everything else recomputes: every other average, every brake rate, every ergonomics and communications total, every weighted Z-score, total, adjustment and adjusted bid. The worked example in the brake method (p.109) squares 89.175 as 7952.24 (it is 7952.18); its answer, 23.198 ft/s², is right either way.

What Michigan ordered

Two specifications, both dated September 1979 and reproduced in the book. The full-size one, Mich. 3905-0010, asked for a four-door V-8 sedan on a 114.4 to 119.9-inch wheelbase, engine size “at manufacturers option providing that the car will meet or exceed the vehicle performance requirements”; a heavy-duty limited-slip differential; a 12-volt battery of 465 cold cranking amps; a split bench seat, “60-40 preferable, or 50-50 acceptable”; quartz-halogen high beams; Goodyear rayon P225/70R15 police radials to Michigan specification 5260-S1 on wheels of at least 15 by 6.5 inches. The mid-size one, Mich. 3905-0010a, names four makes with their federal-version engines and wheelbases (Chevrolet Malibu 305, 108.1; Ford Fairmont 255, 105.5; Plymouth Volare and Dodge Aspen 318, 112.7), and asked for a 455-amp battery, a plain bench seat, P205/70R14 tires minimum and 14 by 5½-inch wheels; it has no differential, engine or headlight clause.

The rest is common to both: factory air conditioning “designed to prevent component damage due to high speed driving”; an 80-amp alternator with 45 amps at curb idle; disc front and drum rear brakes, “Four wheel disc brakes preferred, if available”; the maximum cooling system with “coolant recovery”; heavy-duty rubber mats front, rear and trunk; armrests without ash trays; ammeter or voltmeter, water temperature and oil pressure gauges; tinted glass; a dome light worked from the headlight switch with the door-jamb switches made inoperative; all locks keyed alike, “5 keys to be furnished with each car, different key for each car”; remote outside mirrors on both doors; paint “To be same as Dulux 93-032”; a pilot inspection at the assembly plant at the maker’s cost, “not to exceed 6 representatives from the State of Michigan”; a 1/8 by 10-inch steel plate welded under the roof, drilled about 19 inches back and fed with one #12 and two #16 stranded wires; a speedometer accurate to 3% with 2-mph graduations to 120; Unity #225-6 spotlights with 4537-2 aircraft landing lamps, each fused at 10 amps; a “3-speed fully automatic, heaviest duty available” transmission with a low-gear lockout; seats in cloth or cloth and vinyl, blue, “All vinyl not acceptable”; five service manuals and seven copies of every technical service bulletin.

Test cars were due at State Police headquarters, 714 South Harrison Road, East Lansing, by 5:00 p.m. on 16 October 1979, with an extra set of four wheels and tires, burnished brakes and enough break-in “to permit extended periods of maximum acceleration and high speed driving”, at “the owner’s risk for any damage”, and were to be returned by 1 December 1979. The preface adds a caution for other buyers: “At the time the vehicles were tested, the Ford LTD 351W H.O. VV, Plymouth Volare 318 4V, and Dodge Aspen 318 4V had not completed E.P.A. certification.” The Ford’s fuel figures are the company’s estimates “as submitted to the E.P.A.”

The test equipment (p.106): a Labeco Tracktest fifth wheel with DD1.1 digital velocity and DD2.1 digital distance meters, an Astro-Med “Dash-2” two-channel strip chart recorder, a Heath GB-1201 stop watch and a Micro Switch photo-electric switch. See how to identify a genuine police package car and the police package option codes guide.

What 1980 settled

In the full-size class there was no contest between price and performance. The two Chrysler 360s were first and second on top speed, acceleration and the road course, the Gran Fury was the top scorer and the lowest bid, and the book says it “will be purchased in 1980”. Both GM full-size 350s were eliminated at the acceleration bar, and the Ford finished last on score and on price.

In the mid-size class the bid adjustment helped the top scorer, but not enough. The Malibu 305 scored highest; the Volare, which had lost its road-course run to a warm-up lap and was given the Aspen 318’s dynamics score by agreement, was cheaper by enough that it finished $321.14 ahead after adjustment. The quickest car of the day, the Aspen 360, could not bid at all: the mid-size specification named the smaller engines.

Source. State of Michigan, Department of State Police and Department of Management and Budget, 1980 Police Patrol Vehicle Evaluation and Purchasing Program, prepared by the Michigan State Police Executive Division, Policy Development & Evaluation Section, October 1979, including specifications Mich. 3905-0010 and 3905-0010a (September 1979). PDF pages 81–152 of a scanned file of Michigan test books (1978, 1979, 1980, 1984, 1985, 1990, 1991, 1994); this copy lacks printed pages 23–24, 28 and 68. All figures transcribed from the page images and checked arithmetically. An earlier version of this page was built from another copy, catalogued by the National Criminal Justice Reference Service as NCJ 78761 (record), whose full-size score sheet differed; this page follows the book in hand, and what changed is listed on the corrections page. See how these videos are researched.