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Sir Walter Raleigh of England and Gonzalo Jimenez de Quesada of Spain both went searching for "El Dorado," the supposed kingdom in South America which possessed incredible wealth. Neither had much luck. But the legend of El Dorado itself grew to truly epic proportions, and the tale has been used as shorthand for a vain pursuit of wealth for almost 400 years. General Motors may have changed the El Dorado name by mashing the words together, but in the true spirit of the mythic kingdom, the Cadillac Eldorado has always been all about vanity.
Over its 50-year history, the Eldorado existed in two distinct forms. The first was the most stylish and often most powerful Cadillac available, but it still was a variation upon the standard rear-drive Cadillac. The second was its own unique model: a front-drive coupe and convertible that defined the idea of a personal Cadillac. While there are many Caddy enthusiasts who argue that the greatest Eldorados came from that first era, most concede that the Eldorado didn't come into its own until the second.
The first Corvette was a 1953, but it wasn't GM's only new convertible that year and certainly not the most glamorous or expensive. Those two distinctions belonged to the Eldorado, which debuted midway through the model year.
Though based on the Series 62 convertible, the 1953 Eldorado was the first Cadillac with a wraparound windshield. It featured a dipped beltline and a metal cover that hid the top when it was down, and it came with virtually everything standard including leather upholstery, radio, heater, windshield washer, Hydramatic automatic transmission, power steering and whitewall tires on real wire wheels. The engine, however, remained the 210 horsepower 331-cubic-inch OHV V8 found in all 1953 Caddies. Still, all that custom coachwork and luxury features didn't come cheap, and the Eldorado carried a big $7,750 base price almost $2,000 more than the next-most-expensive Cadillac, the Fleetwood 75 Imperial eight-passenger limousine. That's also more than twice the price of the $3,498 Corvette. It was no surprise then that only 532 Eldorados were sold that year.
Despite the minimal sales, Cadillac persisted with the Eldo for 1954 but in slightly revised and less distinctive form with less content and a $5,875 price. Sales jumped to 2,150. The 1955 Eldo got its own rear fenders with pointed fins, special "sabre spoke wheels" and dual four-barrel carburetion, which pushed output to 270 horsepower 20 more than any other Cadillac.
In 1956, a displacement increase to 365 cubic-inches pushed output on the Eldo engine to 305 horses, again 20 more than other Cadillacs and, for the first time, an Eldorado hardtop was also offered (at the same $6,556 price as the convertible). To confuse things further, the 1956 Eldorado convertible was called the Eldorado Biarritz and the hardtop the Eldorado Seville. Both names would reappear later.
All Cadillacs were restyled for 1957 with the Eldorados again getting their own rounded and sharply winged rear end treatment. The standard Cadillac engine now made 300 horsepower and was offered in the Eldo as standard, but the Eldorado-only dual-carb setup would swell that to 325. The regular 1958 Eldo was a face-lifted 1957, though the dual-quad power rating bulged to 355 horsepower.
But the real Eldorado news for 1957 and 1958 was the introduction of the legendary hand-built Brougham four-door. America's first true pillarless four-door and the first car to feature quad headlamps, it carried the astounding sticker price of $13,074 in 1957. Filled with equipment that was then novel (air suspension, memory seats, cruise control, electric antenna, electric door locks, remote trunk lid opener), the Eldorado Brougham was spectacular in almost every way. Just 400 Broughams would be built as 1957s and 304 as '58s, and along with the 1953, are the most collectible cars ever to wear the Eldorado name.
With the biggest tail fins ever seen, the bulbous, heavily chromed, flabby and fundamentally hideous 1959 Cadillacs have achieved iconic status in the history of American automobiles. Like all other 1959 Cadillacs, the Eldorados now had 390-cubic-inch V8s under their inexcusably long hoods. However, the Eldos lost some of their mechanical distinctiveness as the 345 horsepower "Eldorado" version of the 390 (topped by three two-barrel carburetors) was now an option on all Cadillacs (which otherwise had 325-horsepower single four-barrel carbureted engines).
Except for slightly less obnoxious styling, the '60 Eldorados (and other Cadillacs) were carryovers from 1959.
Almost overlooked was the redesigned Eldorado Brougham for 1959. Now featuring a square-roofed body built by Pininfarina in Italy, the new Brougham was actually more conservatively styled than other 1959s. Only 99 of the $13,075 cars would be made during 1959, and another 101 would be made during the 1960 model year. And that was that for Brougham production.
Gone for '61 was the Eldorado Seville coupe, as all Eldorados were, once again, convertibles. Further, the multi-carbureted Eldorado engines were missing, and Eldos had to make do with the 325-horsepower 390 V8. However, all '61 Cadillacs were redesigned with smaller fins and sharply creased flanks. Changes for '62 were minimal.
Revised styling was the most significant change to all Cadillacs for '63, but otherwise the status quo was pretty much retained, and the Eldorado continued as the most well-equipped and elegantly finished convertible. While only slightly different from the '63s cosmetically, the '64 Cadillacs got yet another displacement bump with their V8s now running 429 cubic-inches and making 340 horsepower. On the Eldorado Biarritz, the most obvious distinguishing factor was the open, unskirted rear wheelwells.
Cadillacs were redesigned again for '65 with dual headlights stacked above one another and the tail fins practically gone. The Eldorado was now not much more than a fancy name for the DeVille convertible. The same was true for the barely restyled '66. Considering what Cadillac had planned for the Eldorado in '67, the company can be forgiven for its half-hearted efforts in '65 and '66.
The 1967 Eldorado was unlike every previous Cadillac not only in that it had front-wheel drive but in style and attitude. Cadillac had never before made a coupe with no accompanying sedan (there wouldn't be a four-door front-drive Caddy until the 1980 Seville), and the '67 Eldorado was also the only coupe that wasn't offered as a convertible. And no Cadillac had ever looked like the hidden-headlight, aggressively modern '67 Eldorado, either. Credit GM designer Bill Mitchell for the truly gorgeous, almost arrogant '67 Eldo.
Beneath its skin, the '67 Eldorado had at least as much in common with the Oldsmobile Toronado as it did with any other Caddy. The Toronado had ushered in front-wheel drive to the General Motors lineup the previous year, and most of that car's structure and drivetrain carried over to the Eldo. Most prominent of the shared pieces was the Turbohydramatic three-speed automatic transaxle, which essentially put the transmission beside the longitudinally mounted engine, with power transmitted by a chain. Also coming over from the Toronado was the A-arm front suspension incorporating long torsion bars instead of coil springs and the solid rear axle with leaf springs.
Obviously, though, the Eldorado needed Cadillac power, and it used the same 340 horsepower 429-cubic-inch V8 as other Caddies with changes in the exhaust manifolds, oil pan and accessory drive system to accommodate the peculiar drivetrain.
Priced at $6,277 (more than any DeVille, but less than a Fleetwood), the '67 Eldorado carried all the luxury equipment of a Fleetwood and, despite its two doors, had room for six passengers. It was instantly the most popular Eldorado ever and sold 17,930 units that first year (only 2,250 '66 Eldorados were sold). It was a bold, confident step forward for Cadillac.
Except for moving the front parking lamps to the leading edge of the fenders and extending the hood's trailing edge to hide the windshield wipers, the 1968 Eldorado was barely distinguishable from the '67. Under the hood, however, were some substantive changes as the engine grew to 472 cubic-inches and its output increased to 375 horsepower. Additionally, the suspension was softened somewhat.
Except for a new front grille with exposed headlamps, the 1969 Eldorado pretty much carried over from '68.
For 1970, Cadillac revived the tradition of the more powerful Eldorado when it bounced displacement on the engine up to a full 500 cubic-inches and output to 400 horsepower, while other Cadillacs stayed with the 472 V8 with 375 horsepower. The grille was revised again, and for the first time metric engine measurements were heralded by an "8.2 litre" badge in that grille. It would be a long time before the Eldo would again be as athletic as the '70 model.
The Eldorado had never been a small car, but the 1971 appeared porkier and more excessive in every way (the coupe actually weighed in only 20 pounds heavier than the '70 model). With its heavily sculptured sides, skirted rear fenders and 6-inch-longer wheelbase, the new Eldo looked somewhat ungainly. The drivetrain was practically a carryover, though a lowered compression ratio dropped the 500-cubic-incher's output from 400 to 365 horsepower. The other big change was the adoption of coil springs on the solid rear axle for a more controlled ride.
All those changes were substantial, but the big addition to the Eldorado line was the return of the convertible. All the other Cadillacs were redesigned for '71, as well, and the DeVille convertible was excised from the lineup leaving the Eldo as the only Cadillac convertible available. So the Eldo also had to fill the more moderately priced slot left open by the DeVille convertible's absence, and standard equipment aboard the Eldo dropped from Fleetwood to DeVille levels. The Eldorado coupe's $7,383 price was situated between the DeVille's and the Fleetwood's. While the convertible's $7,751 price was up over a '70 DeVille convertible's by almost $1,700, the Eldorado was clearly no longer the premium Cadillac it had been when it was introduced. In fact, despite nearly two decades of inflation, the '71 convertible's price was exactly one dollar more than that original 1953's sticker. Whatever its merits or demerits as a car, the '71 Eldorado sold a healthy 27,368 units (6,800 of which were convertibles).
The 1972 model was barely changed. There was a new grille and some of the badges were moved around, but otherwise the "big" news was new wheel covers. But buyers must have loved those wheel covers because, for the first time, Eldorado sales pushed past 40,000 units. With the arrival of emissions regulations and GM's move to "net" power ratings, the output of the 500-cubic-inch V8 measured just 235 horsepower.
For 1973, the Eldorado's body was refined. Its flanks weren't broken up by vertical slashes like the '71 design and its tail was less fussy with horizontal taillights below the trunk lid complementing the vertical lamps in the fenders. Compared to a '71 or '72 model, the '73 looked positively svelte.
But bumper regulations were kicking in for '73 and for the first time the Eldo's weight crested past 5,000 pounds. Buyers adored the revised Eldo, and they snapped up 51,451 of them (9,315 of those being convertibles).
Except for a new grille, rear bumper and further strangulation of the 500 V8 (its compression ratio dropped from 8.5:1 to 8.25:1), the '74 Eldorado was almost identical to the '73. However, with just 210 horsepower on tap and buyers finding themselves in the middle of a fuel crisis, sales dropped to 40,412 (including 7,600 convertibles).
The fender skirts were finally dumped for 1975 and the Eldorado, like every other Cadillac, got a new face with four rectangular headlamps. Coupes also got larger rear quarter windows and the option of a glass "Astroroof" sunroof. But this was also the first year for catalytic converters and output on the 500 V8 dropped to a scandalously low 190-horsepower less than one half of what it was rated in 1970. However, Brodix fuel injection was offered as an option for the first time, and it improved drivability and pumped up output to 215 horsepower. Unfortunately, weight was also up on the '75 model and slowed the acceleration from stately to parade-float slow. Still, there was a slight up-turn in sales, which reached 44,752 (8,950 convertibles).
By 1976, the only American convertible left in production was the Eldorado, and Cadillac wasn't going to let this "achievement" pass without some fanfare. As usual, there was a new grille and revised taillights, and later in the year, the Biarritz name returned as a glitzy luxury package. The last 200 Eldorado convertibles off the line were all white and served as a de facto "last convertible special edition." Though '76 Eldorado convertibles were snapped up and stored by some collectors, they weren't particularly rare (14,000 were made) and, as it turned out, they weren't the last American convertibles. Or even the last Eldorado convertibles.
While other Cadillacs were downsized for 1977, the Eldorado still carried its full girth. Except for a new grille (again), four-wheel disc brakes and minor trim changes, the '77 Eldo was nearly identical to the '76 save for different VIN numbers. But it wasn't only the convertible that was gone, so was the 500-cubic-inch V8. In its place was a new 425-cubic-inch (7.0-liter) version of the Cadillac V8 that made 180 horsepower when wearing a four-barrel carburetor and 195 with fuel injection. The convertible was gone and acceleration was almost non-existent, but in an orgy of affection for sheer size, Americans bought 47,344 '77 Eldorados. Why? Anthropologists continue to investigate.
Trim changes and yet another new grille carried the mammoth Eldorado through 1978. Another 46,816 Eldorados wound up in the hands of people who wanted a gargantuan portion of Eldorado goodness in '78. Virtually all of them knew that the '79 Eldo would be smaller.
By any reasonable measure, the 1979 Eldorado was still a big car. But in comparison to the car it replaced, it was puny. The wheelbase shrunk more than a foot to 114 inches, the car was narrower by 8 inches and weight dropped a full 1,150 pounds. About all that the new Eldorado had in common with the car it replaced was its front-drive layout and name.
Sharing most of its engineering again with the also-redesigned Olds Toronado, (as well as the new-for-'79 Buick Riviera), the engine in the new Eldo was in fact an Oldsmobile design; the same 170 horsepower 350-cubic-inch, fuel-injected V8 installed in the Seville four-door. For the time, it was a reasonable drivetrain. Totally unreasonable was the optional diesel version of the same engine, which was rated at 125 horsepower and prone to catastrophic failure. The Olds-built diesel V8 was, quite simply, the worst piece of engineering ever foisted upon the Cadillac buying public the sort of inexcusable lump that could barely outrun its warranty claims.
In contrast to the overwrought whale it replaced, there was a certain square-cut nicely tailored dignity to the '79 Eldorado. It maintained traditional Eldo styling cues like the big grille and knife-edge taillights, but the basic body design was fundamentally clean. Sure, ordering the Biarritz package would burden it with a load of gaudy trim, but it was still a good-looking car. America responded by buying an amazing 67,436 of them though most diesel buyers wound up regretting it.
For 1980 the Eldo got a new grille, and a new fuel-injected 150 horsepower 368-cubic-inch (6.0-liter) version of the Cadillac V8 was now standard. And apparently for those who found the 1979's diesel 5.7-liter V8 intimidating, the 1980 version was down-rated to just 105 horsepower but was still apt to disintegrate at the most inconvenient time possible.
The most important development in '80 for the Eldo was that it now shared most of its engineering with the redesigned Seville four-door. For the rest of its life, the Eldorado's fate would be bound to the Seville's.
Infamy came in 1981 with the introduction of the V-8-6-4 variable displacement V8. Based on the 6.0-liter Cadillac V8, the V-8-6-4 theory was that individual cylinders would be electronically shut down as engine loads varied; a V8 for acceleration, a V6 for moderate loads and a V4 during cruise. It would have been nice if it had worked. Instead, it was a mechanical nightmare only slightly less embarrassing than the ongoing diesel debacle. The V-8-6-4 also came hooked to the Eldo's first four-speed automatic transmission. Beyond that, Buick's 125 horsepower 4.1-liter V6 was also offered as an option the first time any Eldorado had ever been offered with less than eight cylinders' worth of power (the Seville had the ignominy of ending Cadillac's 66-year streak of eight-or-more cylinders of power in 1980). Frankly, 1981 was the low point for Cadillac engineering.
The Eldo's engine bay fortunes turned in 1982 with the introduction of the 125 horsepower 4.1-liter (249-cubic-inch) "HT-4100" series V8. Still an overhead-valve design, this aluminum block engine was fuel injected and hooked to the four-speed automatic to produce a smooth, fuel-efficient combination. The Buick V6 and the diesel V8 were also offered for no good reason.
While the styling was only slightly altered for '82, there was a new Touring Coupe edition of the Eldorado available. A modestly sporty version of the Eldo, it featured a nearly monochrome appearance and black wall tires and hinted at what was yet to come.
The 1983 Eldorado was refined from, but essentially the same as, the '82. Power output on the HT-4100 went up to 135 horsepower, and the V6 option was history. Shamefully, the diesel continued in production.
Collectors hoarding '76 Eldorado convertibles were distressed to see the model return for 1984 in the form of a new Biarritz convertible. Though the body hadn't been designed at the outset as a convertible, it took to being decapitated well; the car's lines looked wonderful with the top down. Structural reinforcement helped the car handle the weight and loss of integrity brought on by the conversion, but this unibody Eldo would never be quite as stiff as previous full-frame editions. And the $31,286 price tag for the '84 Biarritz was almost triple the price of the '76 convertible. While 74,506 buyers were found for the $20,342 (base price) Eldorado coupe in 1984, only 3,300 went for the drop top. While some of those coupe buyers unwisely chose the diesel engine, all convertibles were powered by the HT-4100.
The Biarritz convertible would return for 1985 with practically no changes and there weren't many tweaks to the coupe, either. Sadly, this truly would be the last year for the Eldorado convertible. Happily, it was also the last year for that hellish diesel V8.
If sales numbers are the measure of a car's success, the new 1986 Eldorado was a disaster a total wipeout. Cadillac sold a stunning 77,401 1985 Eldorados (just 105 cars less than the record 1984 model) yet managed to sell only 21,342 examples of the '86 model. When 72 percent of a car's market gets obliterated after a new model is introduced, that's a misbegotten new model.
Shrunk down more than 16 inches in overall length from the '85, the '86 Eldorado was truly a puny Cadillac. It was also clearly a two-door version of the also redesigned Seville, and both cars had awkward-from-every-angle styling. Inside, the interior was tastefully restrained, modern-looking and sterile. It was boxy, it was bland, it was conservative, it was stubby and it fit into parking spaces easily it was everything buyers didn't want in an Eldorado.
But it was also the most extensively revised Eldo since the '67. Gone was the longitudinal engine placement, replaced by a transverse arrangement. The only engine available was the now-familiar HT-4100 4.1-liter V8, now making 130 horsepower and matched to a new four-speed automatic transaxle. So, although weight was down to just 3,291 pounds, the new Eldorado was slow, too.
Cadillac added 12 new exterior colors to the Eldorado's palette for 1987, yet sales dropped to just 17,775 cars.
With keen insight, GM sensed something was wrong and significantly modified the Eldorado's sheetmetal for 1988. The whole nose of the car was redesigned to present a more traditional Eldorado appearance, while the C-pillars and tail were beefed up to add length and distinction. It was an improvement, but what wouldn't have been? Underneath the new skin, all Cadillacs got a new 155 horsepower 4.5-liter version of the HT-4100 engine, and that made for a slightly less sluggish machine.
All the changes to the '88 Eldo resulted in a sales rebound to 33,210 units. That's 86 percent more Eldorados than were sold in '87, but still just 43 percent of the number sold in '85.
The virtually unchanged 1989 model saw sales back-slide to 20,633.
For 1990, the Eldorado received a number of refinements, including the adoption of sequential port fuel injection that boosted the output of the 4.5-liter V8 to a respectable 180 horsepower. A wide bodyside molding was added that provided a more cohesive appearance, and the suspension was upgraded for improved handling. A number of former options, such as heated mirrors, pinstriping and illuminated vanity mirrors were made standard. Also, a driver-side airbag became standard on every Cadillac. The Touring Coupe returned, but in spite of the generous list of improvements and the return of the TC, sales improved only slightly to 22,291 units.
Even more power came aboard for 1991, as the Cadillac aluminum V8's displacement grew to 4.9 liters and output jumped to a full 200 horsepower. Combine that with quicker steering and P215/60R16 tires on alloy wheels, and it was now possible to mention the Eldorado Touring Coupe as a performance car without getting laughed at. But total sales were just 16,212 units. It was time to put this generation of the Eldorado out of Cadillac's misery.
How to save the Eldo? Make it longer (10.8 inches longer than the '91), wider (3.5 inches wider) and much better looking for 1992. Based on a new platform it naturally shared with the Seville, the new '92 Eldo managed the neat trick of looking both contemporary and stylish while maintaining certain Eldorado styling cues. The most distinctive feature of the new car was its thick triangular C-pillars, though it was a clean design from any angle. As before, the Touring Coupe was available, as was a new sport interior (with buckets, console and analog instruments) for the standard Eldorado.
Besides that, the new Eldo's chassis afforded the best handling yet, and the interior was elegant without being boring. But the drivetrain itself was carried over from the '91 with the 4.9-liter aluminum V8 delivering 200 horsepower. With the Eldo's weight up about 130 pounds, the 1992's acceleration was marginally worse than the '91 model's. But that would change for '93.
Cadillac's world-class DOHC 32-valve all-aluminum 4.6-liter Northstar V8 came to the Eldorado Touring Coupe (and Sport Coupe with Sport Performance Package) for 1993 and instantly gave the car a genuine athleticism it hadn't had since at least 1970. Rated at 295 horsepower (270 in Sport Coupe with SPP), the Northstar managed to mix smooth operation, long service intervals, good fuel economy, excellent power and a snarling confidence in one neat package. And it was mated to the new, nearly as sweet 4T80-E four-speed automatic transaxle. The result was the quickest Eldorado yet; the TC could sprint to 60 mph in just 7.5 seconds.
Meanwhile, the base '93 Eldo continued on with the 200-horsepower 4.9-liter V8. Other technological advances included the addition of a passenger-side airbag, speed-sensitive power steering, a multilink rear suspension, and, on Touring Coupe and Sport Coupe (with SPP) models, traction control and an electronically controlled "Road Sensing Suspension." But by 1993, the mania for SUVs was taking hold in the United States and coupes of all sorts were falling into disfavor. So even though the '93, especially the Touring Coupe, was easily one of the best Eldorados ever, only 21,473 were sold.
Figuring that it was redundant to have a Sport Coupe model in the lineup alongside the Touring Coupe, Cadillac dropped the former for 1994. All Eldorados got the Northstar V8 this year, with the base coupe getting the 270-horsepower version and the Touring Coupe retaining the 295 horse version. The base Eldo also received the Road Sensing Suspension. The deck lid of the Eldorado Touring Coupe was now emblazoned with the slightly odd initials "ETC." Once again sales were flat, in spite of the upgrades made to this handsome luxury coupe.
For 1995, a new induction system boosted the output of both Northstar V8s by 5 horsepower to 275 in the base Eldo and a full 300 in the ETC. The Road Sensing Suspension was now assisted by an electronic steering wheel angle sensor. A few gizmos joined the standard equipment list, such as wiper-activated headlamps and an electronic display for gear selection. Other changes were mostly cosmetic and included a new grille (body color on the ETC), color-keyed bodyside moldings and new wheels. Sales rose slightly to 25,230 units.
The Eldo TC's interior was redesigned for 1996 and featured a new center console and larger gauges for the instrument panel. Other new features on the ETC included "Magnasteer" variable assist steering (which changed the power assist via magnetic resistance) and continuously variable Road Sensing Suspension (as opposed to the two-step setup used before). Rain-sensing wipers and an off switch for the traction control were a few other key upgrades to the ETC. Base cars received new seats and all Eldorados benefited from a more powerful powertrain computer that reduced exhaust emissions. Apparently, none of this was enough to tempt buyers away from trucks and SUVs; sales dropped to 20,816 cars.
Cadillac's "StabiliTrak" stability control system (which helps the car stay on the intended course by selectively applying the brakes and cutting engine power to prevent under- or oversteer) debuted (on the ETC) for 1997, as did the option of OnStar, a roadside assistance system that put the driver in contact with operators who could provide directions or send help. Magnasteer became standard on the base Eldo, and larger brakes and revised suspension calibrations improved safety and handling. Sales dropped, again, to 18,102 cars.
The trickle-down theory continued for 1998, as the base Eldo received the option of StabiliTrak. Otherwise, except for a revised electrochromic (auto-dimming) rear-view mirror, some color variations and heated seats on the ETC, the 1998 Eldorado was mostly identical to the '97 and sales stayed about steady.
By 1999, the Eldorado's domestic luxury coupe market just wasn't sustainable (Lincoln's Mark VIII coupe was now gone, Buick had canned the Riviera, and the Oldsmobile Toronado was a hazy memory), and Cadillac's investment in the car dwindled. Midway through the year, the ETC got further de-chromed, had new seven-spoke wheels and could be ordered with massaging lumbar seats. Beyond this, the Eldo was pretty much status quo for this year.
For 2000, Eldorado enthusiasts could choose between the "ESC," (which stood for Eldorado Sport Coupe, the new name for the base Eldo) and the ETC. More significant changes occurred with the Northstar V8s, as they were heavily revised for lower emissions, quieter operation and better fuel economy.
Despite the Eldorado's imminent demise, the car's production facility was moved for 2001. This actually improved production efficiency for the company by allowing the Eldo's former place of birth to concentrate on building the more popular DeVilles, Sevilles and Buick LeSabres. A few new features were added to OnStar: "Personal Calling" (which allowed hands-free personal calls) and a "Virtual Advisor" (which could provide information such as headline news, sports scores, weather and even stock quotes, for those too impatient to wait until they got home or to the office).
Heralding the end of its 50-year run, a special "Collector Series" edition of the Eldorado ETC was produced for 2002. To honor its heritage, only two colors were available, Alpine White or Aztec Red both reminiscent of the hues that were seen on the 1953 model. Other special touches for this limited run (numbering only about 1,600 cars) included two-tone interior trim, monogrammed Cadillac symbols on the front seats, different wheels, a dash plaque and a revised exhaust system with a burble inspired by the original Eldo.
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